Patent Description:
Machinery, for example, military, agricultural, industrial, construction or other heavy machinery can be propelled by one or more internal combustion engine(s). Internal combustion engines combust a mixture of air and fuel in cylinders and thereby produce drive torque and power.

Many times, internal combustion engine coolant is used to cool down other parts of the vehicle or for other applications since it is readily available and the medium is relatively cool and efficient at heat rejection.

Internal combustion engine mounted fluid coolers typically do not have manifolds but rather utilize direct single connection ports for coolant as disclosed in <CIT> and <CIT> or utilize multiple heat exchanger units as disclosed in <CIT>.

Further, <CIT> discloses a heat exchanger according to the preamble of claim <NUM> and describes a plastic heat exchanger with an extruded shell. First and last distribution tanks straddle heat transfer tanks. The shell has a plurality of flow gaps held open by spacers and upper and lower flanges adhesively attached to it. Flange holes align with the tanks. Upper and lower manifolds are adjacent the flanges, and have chambers disposed side-by-side for each heat transfer tank. Baffles are removably received between the chambers to selectively block flow. The shell additional comprises a plurality of tubes, a header O-ring, and a seal plate having holes in alignment with the flange holes, defining a hole pair. Each hole pair has a groove to receive the header O-ring. Each manifold and seal plate has a manifold seal.

Moreover, <CIT> discloses a heat exchanger assembly including a valve integration unit attached to a transmission oil heater.

<CIT> relates to a composite heat exchanger for preheating oil at the same time as cooling exhaust gas. The composite heat exchanger includes an exhaust gas heat exchange part for performing heat exchange of exhaust gas using cooling water, a flange part, and an oil heat exchange part for performing heat exchange of oil using the cooling water having passed through the exhaust gas heat exchange part.

In accordance with the present invention, a heat exchanger for an internal combustion engine and a method of providing a coolant to one or more auxiliary systems of an internal combustion engine as set forth in claims <NUM> and <NUM> is provided. Preferred embodiments of the invention are claimed in the dependent claims.

Examples according to this disclosure are directed to internal combustion engines, auxiliary systems thereof and to methods for providing a coolant to one or more auxiliary systems of an internal combustion engine. Examples of the present disclosure are now described with reference to the accompanying drawings. The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or use. Examples described set forth specific components, devices, and methods, to provide an understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed and that examples may be embodied in many different forms. Thus, the examples provided should not be construed to limit the scope of the claims.

<FIG> depicts an example schematic illustration of an internal combustion engine <NUM> in accordance with this disclosure. The internal combustion engine <NUM> can be used for power generation such as for the propulsion of vehicles or other machinery. The internal combustion engine <NUM> can include various power generation platforms, including, for example, an internal combustion engine, whether gasoline, natural gas, diesel or any other desired fuel. It is understood that the present disclosure can apply to any number of piston-cylinder arrangements and a variety of internal combustion engine configurations including, but not limited to, V-internal combustion engines, inline internal combustion engines, and horizontally opposed internal combustion engines, as well as overhead cam and cam-in-block configurations.

In some applications, the internal combustion engines disclosed here are contemplated for use in gas compression. Thus, the internal combustion engines can be used in stationary applications in some examples. In other applications the internal combustion engines disclosed can be used with vehicles and machinery that include those related to various industries, including, as examples, construction, military, agriculture, forestry, transportation, material handling, waste management, etc..

The internal combustion engine <NUM> can include an engine block <NUM>, a radiator <NUM>, a heat exchanger <NUM> and one or more engine auxiliary systems <NUM>. The engine block <NUM> can define various portions of the engine including the crankcase, the combustion cylinders and other components known in the art. These components are not specifically illustrated in <FIG>. A fan <NUM> can be positioned between the radiator <NUM> and the engine block <NUM> to provide cooling for the engine <NUM>. The radiator <NUM> can be spaced from the engine block <NUM> by the fan <NUM>. The radiator <NUM> can be part of the engine's cooling system. The radiator <NUM> can function to monitor and regulate a temperature of the engine <NUM> and prevent the engine <NUM> from overheating as known in the art. The heat exchanger <NUM> can be fluidly coupled with the radiator <NUM>. Thus, the two components can be in fluid communication as further discussed herein. The heat exchanger <NUM> can be mounted to the engine block <NUM>.

The one or more engine auxiliary systems <NUM> can fluidly couple with the heat exchanger <NUM> via lines 110A, 110B and 110C. The lines 110A, 110B, and 110C can be in fluid communication with the heat exchanger <NUM> to provide a coolant (e.g., water, refrigerant, etc.) from the heat exchanger <NUM> to the one or more engine auxiliary systems <NUM>.

The one or more engine auxiliary systems <NUM> can include, but are not limited to, a diesel exhaust fluid (DEF) system <NUM> and a cab heat system <NUM>, for example. The DEF system <NUM> can include DEF injector(s) <NUM> and DEF tank(s) <NUM>. The cab heat system <NUM> can include cab heater(s) <NUM>.

The coolant can be provided from the heat exchanger <NUM> via line 110C to the cab heater(s) <NUM> to cool components thereof. Cab heater(s) <NUM> can provide warmth to the operator cab during operation of the internal combustion engine <NUM>.

Coolant can be provided from the heat exchanger <NUM> to the DEF system <NUM>. The DEF system <NUM> can be used in association with an engine emission control systems as known in the art. As an example, the DEF system <NUM> can be used for abating certain diesel engine exhaust constituents as part of an exhaust after-treatment system that utilizes Selective Catalytic Reduction (SCR) of nitrogen oxides. In a typical SCR system, DEF, which may include urea or a urea-based water solution or another solution, is mixed with engine exhaust gas before being provided to an appropriate catalyst. In some applications, the DEF is injected directly into an exhaust passage through the DEF injector(s) <NUM>. In the case of urea, the injected DEF mixes with exhaust gas and breaks down to provide ammonia (NH<NUM>) in the exhaust stream. The ammonia then reacts with nitrogen oxides (NOx) in the exhaust at a catalyst to provide nitrogen gas (N<NUM>) and water.

SCR systems require the presence of some form of DEF such that the engine can be continuously supplied during operation. Various DEF delivery systems are known and used in engine applications. One such DEF system <NUM> is illustrated, and has the DEF tank(s) <NUM> in addition to the DEF injector(s) <NUM>. The DEF tank(s) <NUM> and the DEF injector(s) <NUM> can draw coolant as needed from the heat exchanger <NUM>. The DEF tank(s) <NUM> can be installed onto a vehicle for containing the DEF, which can be drawn from the DEF tanks(s) <NUM> and delivered in metered amounts to the engine exhaust system. The DEF tank(s) <NUM> can have a finite urea capacity such that periodic replenishment of the DEF within the DEF tank(s) <NUM> is required.

The heat exchanger <NUM> can receive the coolant such as from the engine <NUM> or another source. The heat exchanger <NUM> can be a liquid-to-liquid plate heat exchanger according to some examples. Engine transmission fluid (e.g., oil, glycol, water-glycol, etc.), hydraulic fluid or another fluid can be passed in a heat exchange relationship with the coolant within the heat exchanger <NUM>.

<FIG> shows a portion of the engine <NUM> according to an example including the engine block <NUM> and the heat exchanger <NUM>. As shown in <FIG>, once the engine <NUM> is fully dressed in auxiliary components, access to coolant ports (such as on the engine block <NUM>) is restrictive, hard-to-reach, or sometimes challenging to access. For engines that have on-engine-mounted liquid-to-liquid coolers like the heat exchanger <NUM>, it may be challenging to reach coolant ports without the use of unique tools. <FIG> illustrates pipes, lines and other auxiliary components that make access to the engine block <NUM> and parts of the heat exchanger <NUM> difficult. Thus, the present heat exchanger <NUM> includes a manifold <NUM> coupled to an accessible portion thereof with a plurality of ports 124A, 124B and 124C therein. Heat exchanger <NUM> is mounted to the engine block <NUM> by a plurality of mounting flanges 126A and 126B.

<FIG> shows a diagram of the heat exchanger <NUM> in isolation showing the inflow and outflow of fluids such as coolant and fluid illustrated with arrows. In addition to the manifold <NUM>, the plurality of ports 124A, 124B and 124C and plurality of mounting flanges 126A and 126B, the heat exchanger <NUM> can include a main body <NUM>, a mounting surface <NUM> (also shown in <FIG> in more detail), an access surface <NUM>, a third side <NUM>, a fourth side <NUM>, a fifth side <NUM>, a sixth side <NUM>, and ports 140A and 140B.

As depicted in <FIG>, the mounting surface <NUM> and the access surface <NUM> face opposite directions, the third side <NUM> and the fifth side <NUM> face opposite directions, and the fourth side <NUM> and the sixth side face opposite directions.

The heat exchanger <NUM> can be generally rectangular and can comprise a plate style liquid-to-liquid heat exchanger with two or more separated liquids flowing in a heat exchange relationship where heat exchange occurs via conduction through a metal wall or plate as known in the art. The mounting surface <NUM> can interface with the mounting block <NUM> (<FIG>) when the heat exchanger <NUM> is mounted thereto. The access surface <NUM> can comprise a first major face of the heat exchanger <NUM> and can be exposed or partially exposed for access when the heat exchanger <NUM> is mounted in position on the radiator. The access surface <NUM> can face an opposite direction from the mounting surface <NUM>. The access surface <NUM> can have the manifold <NUM> coupled thereto as well as can include the ports 140A and 140B. The ports 140A and 140B can be adjacent one or more edges of the access surface <NUM>. Similarly, the manifold <NUM> and the plurality of ports 124A, 124B and 124C can be adjacent one or more edges of the access surface <NUM>.

The third side <NUM>, the fourth side, the fifth side <NUM> and the sixth side <NUM> can connect between the mounting surface <NUM> and the access surface <NUM>. The six sides together form the main body <NUM>. The port 140A can be positioned adjacent the fifth side <NUM> and the sixth side <NUM>. The port 140B can be positioned adjacent the third side <NUM> and sixth side <NUM>. The manifold <NUM> and the plurality of ports 124A, 124B and 124C can be adjacent the fourth side <NUM> and fifth side <NUM>. The mounting flanges 126A and 126B can be positioned to extend from the mounting surface <NUM>. The mounting flange 126A can be adjacent or couple with the third side <NUM> and the fourth side <NUM>. The mounting flange 126B can be adjacent or couple with the fourth side <NUM> and the fifth side <NUM>.

However, the position of the ports 140A and 140B, the manifold <NUM> and the mounting flanges 126A and 126B is exemplary and these can be on different sides or in different positions according to further embodiments. Similarly, the shape of the heat exchanger <NUM> can differ according to different embodiments. The port 140A can be an oil (or other fluid) inlet and the port 140B can be the oil (or other fluid) outlet as shown in <FIG>. However, reverse flow of fluids through the heat exchanger <NUM> can be possible such that inlet ports can be outlet ports according to some embodiments. The ports 140A, 140B, 124A, 124B and 124C are shown with plugs in according to <FIG> and other FIGURES. However, it is understood during engine operation any number of these plugs would be removed and the ports 140A, 140B, 124A, 124B and 124C would be coupled to fluid communication lines using known coupling mechanisms.

The manifold <NUM> can be a fabricated component of the heat exchanger <NUM> formed during initial fabrication of the heat exchanger <NUM> or can be retrofit into an existing heat exchanger already mounted on a deployed engine. The manifold <NUM> can be brazed, welded or otherwise attached to the heat exchanger <NUM>. Although shown as extending beyond the access surface <NUM>, according to some embodiments the manifold <NUM> can be recessed within part of the heat exchanger <NUM> or can be formed flush with the access surface <NUM>. The plurality of ports 124A, 124B and 124C can have different shapes, numbers and sizes according to desired coolant supply needs. As depicted in <FIG>, the port 124A has a different size than the ports 124B and 124C. The number of ports can also vary depending on the embodiment and auxiliary coolant needs. In other words the manifold <NUM> can include one or more ports, as desired.

<FIG> shows the mounting surface <NUM> and mounting flanges 126A and 126B. As shown in <FIG>, the mounting flange 126A include an aperture that defines a coolant inlet port <NUM> and the mounting flange 126B can include an aperture that defines a coolant outlet port <NUM>. However, as discussed above reverse flow of coolant could be possible according to some examples such that the inlet would become the outlet an vice versa. The coolant inlet port <NUM> can be adjacent the third side <NUM> and the fourth side <NUM>. The coolant outlet port <NUM> can be adjacent the fourth side <NUM> and the fifth side <NUM>. A third mounting flange 126C can be utilized according to some embodiments.

<FIG> additionally shows portions of a main coolant inlet passage <NUM> and a main coolant outlet passage <NUM>. The main coolant inlet passage <NUM> fluidly communicates with the coolant inlet port <NUM>. The main coolant outlet passage <NUM> is concentric with and fluidly communicates with the coolant outlet port <NUM>. The main coolant inlet passage <NUM> and the main coolant outlet passage <NUM> extend from the mounting surface <NUM> toward and adjacent the access surface <NUM> of the heat exchanger <NUM>.

As the apertures of the mounting flanges 126A and 126B define the coolant inlet port <NUM> and the coolant outlet port <NUM>, respectively, the mounting flanges 126A and 126B can include recesses or other sealing features so as to receive gaskets or other features to seal the ports <NUM> and <NUM>. The mounting flanges 126A and 126B can also receive fasteners (e.g., bolt, nuts, etc.) to mount to the radiator or other engine component.

<FIG> shows a cross-sectional view of the main body <NUM> of the heat exchanger <NUM> through the mounting flange 126B, the coolant outlet port <NUM>, the main coolant outlet passage <NUM>, the manifold <NUM> and two of the plurality of ports 124A and 124B. The cross-section additionally reveals a fluid inlet passage <NUM> and the port 140A (fluid inlet port) of the heat exchanger <NUM>. This fluid inlet passage <NUM> and the port 140A allow a second fluid (e.g., transmission, hydraulic or other fluid) to enter the heat exchanger <NUM> and pass in a heat exchange relationship with the coolant passing through the heat exchanger <NUM> and exiting the heat exchanger <NUM> along the main coolant outlet passage <NUM> and the coolant outlet port <NUM>.

<FIG> shows a first plurality of spaced apart passages <NUM> that fluidly communicate with the main coolant outlet passage <NUM>. The first plurality of spaced apart passages <NUM> can be arranged generally transverse to the main coolant outlet passage <NUM>. The first plurality of spaced apart passages <NUM> can extend from the main coolant outlet passage <NUM> toward and to a main coolant inlet passage (not shown) that fluidly communicates with the coolant inlet port <NUM> (<FIG>). The first plurality of spaced apart passages <NUM> allow coolant to pass through the heat exchanger from the main coolant inlet passage to the main coolant outlet passage <NUM>.

Similarly, the main fluid inlet passage <NUM> can fluidly communicate with a second plurality of spaced apart passages <NUM> can be arranged generally transverse to the main fluid inlet passage <NUM>. The second plurality of spaced apart passages <NUM> can extend from the main fluid inlet passage <NUM> toward and to a main outlet passage (not shown) that fluidly communicates with the fluid outlet port 140B. The second plurality of spaced apart passages <NUM> allow a fluid (transmission, hydraulic, etc.) to pass through the heat exchanger from the main fluid inlet passage <NUM> to a main outlet passage (not shown) that fluidly communicates with the fluid outlet port 140B.

The first plurality of spaced apart passages <NUM> can allow coolant to pass through the main body <NUM> in a first direction. The second plurality of spaced apart passages <NUM> can allow fluid to pass through the main body <NUM> in a second direction opposite the first direction. The plurality of spaced apart passages <NUM> and the fluid therein can be in a heat exchange relationship with the second plurality of spaced apart passages <NUM> as these two fluids are separated only by thin metal plates/walls as known in the art. Heat can pass through the thin metal plates/walls via conduction from the fluid at a higher temperature to the fluid at a lower temperature.

The manifold <NUM> can be proud of the access surface <NUM> as shown in <FIG>. The manifold <NUM> can include a reservoir or recess <NUM> that fluidly communicates with the main coolant outlet passage <NUM> at an outer end thereof. The recess <NUM> can receive a part of the coolant of the main coolant outlet passage <NUM> from the outer end thereof. Recess <NUM> can communicate the coolant fluidly with the plurality of ports 124A, 124B and 124C. <FIG> shows the manifold <NUM> with the recess <NUM> and the plurality of ports 124A, 124B and 124C in isolation. Surface <NUM> can be an underside or mounting surface that is brazed, fastened, welded or otherwise coupled to the heat exchanger <NUM>.

In operation, the internal combustion engine <NUM> can be configured to combust fuel to generate power. Auxiliary systems such as the DEF system <NUM> and the cab heat system <NUM> can be powered by the engine <NUM> and can utilize coolant provided by engine components. A heat exchanger <NUM> can be utilized for liquid-to-liquid heat exchange between coolant and other fluid(s) such as transmission or hydraulic fluid. However, with the engine fully dressed, fluid lines, auxiliary components, positioning of the heat exchanger within the engine compartment and other features may interfere with access to the heat exchanger compartment and other features may interfere with access to the heat exchanger <NUM>. The present disclosure contemplates the use of a manifold <NUM> that can be positioned in an accessible location on the heat exchanger <NUM>. The manifold <NUM> can be in fluid communication to provide coolant with one or more of the auxiliary systems <NUM> and components (e.g., DEF injector(s) <NUM>, DEF tank(s) <NUM> and cab heater(s) <NUM>) via the ports 124A, 124B and 124C and the lines 110A, 110B and 110C. The ports 124A, 124B and 124C can all be located on the manifold <NUM> and can be more readily accessible to personnel for connection with the fluid lines 110A, 110B and 110C.

In operation, coolant can be provided to one or more auxiliary systems <NUM> of the internal combustion engine <NUM> via the heat exchanger <NUM>. A fluid and a coolant can be directed to the heat exchanger <NUM>. The heat exchanger <NUM> can be configured to pass the coolant in close proximity to the fluid to provide for heat exchange between the fluid and the coolant. A first portion of the coolant can pass to the manifold <NUM> in fluid communication with the heat exchanger <NUM>. The first portion of the coolant can pass from the manifold through one or more outlet ports 124A, 124B and/or 124C to the one or more auxiliary systems <NUM> of the internal combustion engine <NUM>. A remainder of the coolant and the fluid can pass from the heat exchanger <NUM>.

The coolant can be used by the one or more auxiliary systems <NUM> such as to provide the coolant to the components thereof (e.g., DEF injector(s) <NUM>, DEF tank(s) <NUM> and cab heater(s) <NUM>). The coolant can be used for Selective Catalytic Reduction (SCR) of nitrogen oxides and to heat the cab of a vehicle, for example, with the one or more auxiliary systems <NUM>.

Claim 1:
A heat exchanger (<NUM>) for an internal combustion engine (<NUM>), the heat exchanger (<NUM>) comprising:
a main body (<NUM>) having an inlet (<NUM>) configured to receive a coolant from the internal combustion engine (<NUM>) on a first side (<NUM>) thereof (<NUM>) and to pass the coolant therethrough (<NUM>) including via a main coolant outlet passage (<NUM>) to an outlet (<NUM>) for the coolant to pass back to the internal combustion engine (<NUM>) on the first side (<NUM>), the main body (<NUM>) having a fluid inlet (140A) to receive a fluid, pass the fluid in a heat exchange relationship with the coolant and output the fluid from the main body (<NUM>) at a fluid outlet (140B);
a manifold (<NUM>) coupled to the main body (<NUM>) on a second side (<NUM>), the manifold (<NUM>) in fluid communication with the main coolant outlet passage (<NUM>) configured to receive a portion of the coolant from the main body (<NUM>); and
one or more outlet ports (124A, 124B, 124C) fluidly connected to the manifold (<NUM>) and configured to pass the portion of the coolant to one or more engine auxiliary systems (<NUM>);
characterized in that the main body (<NUM>) has a plurality of mounting flanges (126A, 126B) configured to mount the heat exchanger (<NUM>) to the internal combustion engine (<NUM>),
wherein one (126A) of the plurality of mounting flanges (126A, 126B) includes an aperture that forms the inlet (<NUM>) to receive the coolant and second (126B) of the plurality of mounting flanges (126A, 126B) includes an aperture that forms the outlet (<NUM>) for the coolant to return from the main body (<NUM>) back to the internal combustion engine (<NUM>).