Internal-combustion engines – Cooling – Automatic coolant flow control
Reexamination Certificate
1999-11-12
2001-08-14
Argenbright, Tony M. (Department: 3747)
Internal-combustion engines
Cooling
Automatic coolant flow control
C123S041310, C123S041080
Reexamination Certificate
active
06273033
ABSTRACT:
The present invention relates to an internal combustion engine installation in a motor vehicle with a coolant system, comprising a radiator for cooling engine coolant, a heating element for heating vehicle cab air, a cooling element for cooling exhaust recirculated to the engine inlet side, a circulation pump for circulation of coolant through the system, and a first thermostatic valve for temperature-controlled distribution of coolant from the engine between the radiator and a by-pass past the radiator to the suction side of the pump.
BACKGROUND OF THE INVENTION
It is a known fact that it often takes several minutes from cold starting an engine until its cooling temperature has reached a level where the cab heating element provides any noticeable heating of the cab air. The larger the engine is, i.e. the more metal mass it has, the longer it takes to warm up from cold start. Engine efficiency also plays a roll in this context, meaning that a diesel engine generally takes longer to warm up than a gasoline engine. In the large truck diesels weighing up to about one ton, it will take up to ten minutes to achieve any noticeable warming of the air, so that, for example, the defroster system of the vehicle will begin to have any effect.
A known solution for achieving more rapid heating of the cab air and the engine coolant is to install an engine fuel-burning heater in the engine coolant system or the cab air system. Such units are available both for gasoline operation and diesel operation and are quite expensive.
SUMMARY OF THE INVENTION
The purpose of the present invention is to achieve an internal combustion engine installation of the way described by way of introduction, which makes it possible, in a significantly shorter time than what has been hitherto possible, to achieve, without a fuel burning heater unit, an appreciable heating of the cab air in the vehicle.
This is achieved according to the invention by virtue of the fact that the cooling element has a coolant outlet, which communicates with the coolant inlet of the heater element.
In a preferred embodiment, the coolant system has a second thermostatic valve, which is arranged on the outlet side of the cooling element and regulates the water temperature in the cooling element. When there is a cold start, the hot exhaust heats the water in the cooling element quite rapidly. The second thermostat can suitably have a command temperature, which is somewhat higher than the command temperature of the first thermostat which controls the engine coolant temperature. It has been shown that at cold start, the heating temperature to a certain air temperature of the air from the heater element could be reduced from ten minutes to one minute by virtue of the described arrangement according to the invention. In addition to the advantage of a substantially shorter warm-up time for the heater element, additional advantages are obtained. Normally exhaust recirculation to the intake side when the coolant temperature is below about 60° C. due to the risk of condensation and subsequent corrosion in the cooling element. By arranging a thermostatic valve, which controls the exit temperature from the cooling element, exhaust recirculation can be used directly from cold start without any risk of condensation, since the coolant in the cooling element rapidly, within a few seconds, reaches temperatures above 60° C. Total engine exhaust emissions are reduced, firstly, by virtue of the fact that exhaust recirculation can be employed right from the start and, secondly, by virtue of the fact that exhaust energy is returned to the engine, which heats the engine more rapidly with a potential for reduced hydrocarbon emissions and reduced fuel consumption.
REFERENCES:
patent: 4513695 (1985-04-01), Patchen, II
patent: 5174254 (1992-12-01), Humburg
patent: 5794575 (1998-08-01), Sonnemann et al.
patent: 5950576 (1999-09-01), Busato et al.
patent: 3603378 (1986-08-01), None
patent: 8-296437 (1996-11-01), None
patent: 10-921 (1998-01-01), None
patent: WO 96/36505 (1996-11-01), None
Andersson Arne
Enander Niklas
AB Volvo
Argenbright Tony M.
Harris Katrina B.
Young & Thompson
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