Apparatus and method for internal combustion engine cooling system

Abstract

In the field of cooling of internal combustion engines a known characteristic of thermostatic flow control valves is their lagging control response to variable rates of internal heat generation in the engine. Further, there is a thermal inertia effect due to engine mass and internal fluids masses which masks imbalances between instantaneous internal heating and cooling rates, in many cases allowing internal temperatures to rise excessively and pre-ignition damage or other heat-related component damage to occur to the engine system. The invention seeks to overcome these known characteristics using simple apparatus with a method to effect improved operation of the cooling system.

Description

[0001] The field of internal combustion engine (IC engine) operation has undergone many developments and improvements in terms of power output and efficiency, both to improve fuel economy and to reduce harmful emissions to the environment. At the same time the basic hardware and operating principles of the IC engine's cooling system have remained remarkably constant, in part due to the simplicity, reliability and low cost of the typical components comprising the cooling system, in particular the almost exclusive use of a mechanical, thermostatic cooling water flow control valve having a single temperature set-point to control the flow rate of cooling water through the IC engine's cooling system.

PRIOR ART

[0002] Each of Bigcharles (U.S. Pat. Nos. 4,979,671 and 6,182,617), Fuchs (U.S. Pat. No. 6,457,442 B1) and Del Sol (U.S. Pat. No. 6,450,134 B1) anticipated operating an IC engine at more than one cooling system temperature for a variety of beneficial purposes, but none were directed towards the management of thermal inertia or to overcoming the inherent lagging response of temperature measurement-based cooling system control in an IC engine system.

BACKGROUND OF THE INVENTION

[0003] An IC engine's cooling system typically comprises a cooling water circulation system to capture combustion heat from the IC engine's metallic block and head and automatic transmission components and release it to the ambient air. Typically, a thermostatic flow control valve is used in the cooling system to regulate the IC engine's internal temperature by modulating the flow rate of cooling water through the IC engine's cooling system. The control response of this type of valve is determined by the temperature of the circulating cooling water in which it is immersed. IC engine cooling is accomplished by the operation of the cooling water pump in conjunction with the operation of a fan forcing ambient air through the cooling system's external radiator.

[0004] Where as IC engine power output can respond instantaneously to variable throttle positioning, the IC engine's internal cooling water temperature responds relatively slowly to variable heat generation rates in the IC engine due to the damping effects of the combined thermal inertias of the IC engine's mass, the masses of various internal lubricating fluids and cooling water and other masses such as the transmission and its contained fluid. Further, the typical thermostatic flow control valve modulates cooling water flow rate approximately proportionally from zero to full flow over a temperature range spanning about 20 degrees Fahrenheit. For example, a thermostat having a set point of 195 degrees will begin to open at about 185 degrees and will allow an increasing flow rate up to full flow at about 205 degrees. This characteristic control response of the thermostatic valve also contributes to a delayed corrective action in the IC engine's cooling rate for any change in the IC engine's rate of internal heat generation.

[0005] Because of the thermal inertia effect and the temperature range effect, rapid temperature fluctuations in the metallic components surrounding the combustion chamber are ineffectively controlled with a typical IC engine cooling system because the thermostat “reacts to” rather than “anticipates” changes in internal rates of heat generation. In the case of sudden, sustained increase in IC engine power output, cooling water flow rate will increase relatively slowly in response to rising water temperature. This control response often fails to prevent a high temperature overshoot event in the IC engine and its transmission, potentially causing damage or component failure to occur.

[0006] It is well known in the art that a phenomenon called pre-ignition or “knocking” or “pinging” can occur in a gasoline powered IC engine in which the mixture of gasoline and air may pre-ignite violently in the combustion chamber. This phenomenon occurs primarily at high IC engine power output in combination with the development of high internal temperatures in the combustion chamber. If uncontrolled, pre-ignition can result in loss of power and a rapid rise in engine temperature and can cause serious damage to the engine. Modem automobiles typically employ an electronic acoustic detection device called a knock sensor to detect the onset of pre-ignition and to cause a reduction of engine power output by means of the electronic engine management system. To further guard against IC engine damage due to pre-ignition the manufacturers of IC engines typically use a conservatively low compression ratio in their IC engine design, even though IC engine efficiency and power output potential could be increased d at higher compression ratios.

[0007] Diesel IC engines are also known to suffer non-optimized functioning of their cooling systems. Unlike gasoline fueled IC engines, diesels tend to run cold when idling and at low power output conditions leading to different optimization considerations for controlling cooling water flow rates and thereby internal IC engine temperatures. Diesel engines also have significant thermal inertia effects associated with their metallic and liquid masses and temperature range effects due to the lagging operation of their thermostatic control valves. Hence, like gasoline powered IC engines, diesel engines' cooling systems are also relatively inefficient in reacting to changes in internal heat generation rates and controlling internal temperatures. Large diesel engines are known to add specific auxiliary cooling system hardware such as powered shutters to control airflow passing through the external radiator, thereby to reduce cooling rates and to conserve heat at idling speeds and at low power output conditions.

Emissions, Exhaust Gas Temperature, Oxygen Sensor

[0008] Recent technological advances in IC engine design have focused largely on measures to reduce the amounts and to modify the composition of harmful exhaust gas emissions. Three-way catalytic converter means operate in conjunction with exhaust gas recirculation (EGR) and an air injection pump to complete the combustion of unburned hydrocarbons and carbon monoxide and the conversion of harmful oxides of nitrogen. This process is controlled by the IC engine's electronic engine management system receiving input from an oxygen sensor positioned in the exhaust gases and sending output signals to motivate the desired responses. The electronic engine management system also controls the fuel injection system which is capable of more accurately metering the fuel and distribution to each cylinder than was possible with known carburetors. Although both the amounts and composition of the exhaust gas emissions have been reduced and rendered less harmful by these advances, the temperature of the combustion environment is still largely uncontrolled and therefore not optimized, due to the aforementioned shortcomings of known IC engine cooling systems.

OBJECTIVES OF THE INVENTION

[0009] A primary objective of the invention is to achieve improved management of an IC engine's cooling function by controlling the cooling water flow rate anticipatorily rather than reactively. Reduction of emissions from the IC engine through improved fuel economy, achievement of higher power output, mitigation of pre-ignition and enabling IC engine designers to employ higher compression ratios are also objectives of the invention. A further objective is that any preferred embodiment of the invention will be simple to implement and will not require manual operator input. A preferred embodiment of the invention will provide means to anticipate and select desirable higher or lower cooling rates for the IC engine based upon a logical interpretation of variable operating conditions. A corollary embodiment will provide means to anticipate and select a desirable higher or lower IC engine operating temperature based upon a logical interpretation of steady state operating conditions. The achievement of these objectives will become clear with reference to the figures and description of the improved IC engine cooling system.

BRIEF DESCRIPTION OF DRAWINGS

[0010] FIG. 1 is a simplified view of a vehicle system illustrating components of an IC engine with a cooling system and equipped with known sensors providing inputs to the electronic engine management system;

[0011] FIG. 2 is a simplified view of an IC engine system illustrating components of an IC engine with a conventional cooling system;

[0012] FIG. 3 is a simplified view of an IC engine system illustrating components of an IC engine with an improved IC engine cooling system;

[0013] FIG. 4 is a simplified view of an IC engine system illustrating components of an IC engine with an alternate improved IC engine cooling system;

[0014] FIG. 5 is a simplified cross-sectional view of a thermostatic valve and housing in its operating position;

[0015] FIG. 6 is a simplified cross-sectional view of a thermostatic valve and housing in its by-pass position;

[0016] FIG. 7 is a graphical representation of cooling system temperature bands for thermostatic flow control valves having two different temperature set points;

[0017] FIG. 8 is a graphical representation of cooling system water flow rates versus cooling water temperature for thermostatic flow control valves having two different temperature set points;

[0018] FIG. 9 is a logical decision table representing four different sets of sensor input conditions with logical interpretation of each condition-set leading to a decision to promote a relatively higher cooling system temperature for a gasoline fueled IC engine;

[0019] FIG. 10 is a logical decision table representing five different sets of sensor input conditions with logical interpretation of each condition-set leading to a decision to promote a relatively lower cooling system temperature for a gasoline fueled IC engine;

[0020] FIG. 11 is a logical decision table representing one set of sensor input conditions with logical interpretation of the condition-set leading to a decision to promote a relatively higher cooling system temperature for a diesel fueled IC engine;

[0021] FIG. 12 is a logical decision table representing one set of sensor input conditions with logical interpretation of the condition-set leading to a decision to promote a relatively lower cooling system temperature for a diesel fueled IC engine.

DETAILED DESCRIPTION OF FIGURES

[0022] In FIG. 1, sensor 1 detects the speed of rotation of a wheel 2; sensor 3 detects the rate of fuel delivery in a fuel delivery line 4 to an IC engine 5; electronic engine management system 6 receives sensor inputs and displays selected information on a dash-mounted monitor 7 and performs engine management decisions; sensor 8 measures oxygen concentration in catalytic converter 9; sensor 10 measures the exhaust gas temperature and sensor 11 measures throttle position; brake pedal means 12 has a position sensor 13 and knock-detection sensor 14 detects the onset and severity of engine pre-ignition. Sensors of these types are known in the art and are used in combination with appropriate software and hardware to enable the electronic engine management system 6 to control various engine functions such as ignition advance, exhaust gas recirculation, fuel injection operation, prevention of pre-ignition and operation of the cooling fan.

[0023] FIG. 2 illustrates a typical cooling system schematic diagram for an IC engine in which water cooling in a radiator 15 is assisted by a fan 16, a cooling water return passageway 17 connects to the internal combustion engine 5, a water pump 18 and a conventional thermostatic flow control valve 19 are mounted on or in close proximity to the IC engine 5 and a cooling water supply passageway 20 leads back to the radiator 15. The cooling water return passageway 17 and the cooling water supply passageway 20 refer to radiator outlet and inlet water flow conduits respectively, connecting to engine inlet and outlet connections respectively, and may typically be formed of reinforced rubber hoses from 1″ to 2″ internal diameter. Thermostat 19 is only operable at a single set-point temperature typically chosen in the range of 165 degrees F. to 195 degrees Fahrenheit depending upon the manufacturer's specification. Other components of a typical cooling system such as the pressure-release radiator cap, the interior heater, the transmission oil cooling provisions and the internal water flow passageways of the engine and other miscellaneous features known to comprise internal combustion engines and their cooling systems are omitted from the simplified drawing for simplicity. As well, the driving means of the fan and the water pump are omitted from the drawing for simplicity.

[0024] In operation, the thermostatic flow control valve 19 initially remains closed while the engine warms up. At a pre-set temperature the valve begins to open and will have fully opened over a small additional temperature rise of typically 20 degrees Fahrenheit variable loading of th engine imposes variable heat dissipation duty on th cooling system, which responds by appropriately increasing or decreasing the water flow rate by means of variable opening of th temperature-responsive thermostatic flow control valve 19. The cooling fan 16 may be caused to run or to stop running in response to pre-set cooling system parameters, increasing or retarding cooling rates from the IC engine's cooling system, respectively.

[0025] FIG. 3 illustrates a schematic representation of enabling apparatus for the invention of Bigcharles (U.S. Pat. Nos. 4,979,671 and 6,182,617) which comprises a portion of the enabling means for the present invention. In comparison to FIG. 2, an additional thermostat 21 is mounted in a series-wise flow path with initial thermostat 19 in a suitably adapted housing 22 in the cooling water supply passageway 20, such that heated water must flow past the initial thermostat 19 and the additional thermostat 21 in order to reach the radiator 15, eventually returning into the cooling water return passageway 17 and the engine 5. In this case, thermostat 19 is selected to have a “low” temperature set-point of, for example 165 degrees Fahrenheit while additional thermostat 21 is selected to have a “high” temperature set-point of, for example 195 degrees Fahrenheit. There is also provided a low-flow water by-pass passageway 23 at the additional thermostat 21, which passageway always remains open.

[0026] The additional thermostat 21 is provided with an external operator or handle 24 such that operation of the handle 24 places the thermostat into a first “operating” position or a second “bypass” position, as evidenced by the position of the external handle. With the handle in the first closed position, heated water must pass through the thermostat, meaning the water temperature must reach at least the “high” set point before any substantial water flow can be achieved in the cooling water supply passageway 20 to the external radiator 15. With the handle in its second bypass position, however, water flow in the cooling water supply passageway 20 can by-pass the additional thermostat 21. Water flow through the cooling system in this case will be established as soon as the water temperature meets or exceeds the “low” temperature set-point of the initial thermostat 19.

[0027] It is clear, therefore, that operation of the cooling system with handle 24 in the first closed or operating position will result in a nominal cooling water temperature of 195 degrees Fahrenheit being maintained due to the operation of the additional thermostat 21, whereas operation of the cooling system with the handle 24 in the second open or by-pass position will result in a nominal cooling water temperature of 165 degrees Fahrenheit being maintained by the operation of the initial thermostat 19 and by-passing of the additional thermostat 21. It is also clear that the initial thermostat 19 opens fully in the first case for the closed position of handle 24, thereby having no controlling effect upon the cooling system water flow rate and/or temperature. The additional thermostat 21 is effectively by-passed in the second case for the open position of the handle 24, therefore the additional thermostat has no controlling effect upon cooling water flow rate and/or temperature in such a case.

[0028] Low-flow by-pass passageway 23 is beneficial in the first closed position when additional thermostat 21 is closed, said low-flow bypass passageway allowing a nominal flow in cooling water supply passageway 20 after initial thermostat 19 begins to open, said nominal flow being adequately provided at about five percent of the unrestricted full flow rate such that heated water continually reaches the active temperature sensing element of additional thermostat 21. In order to be more responsive to the actual engine operating temperature, additional thermostat 21 is preferably mounted in cooling water supply passageway 20 in relatively close proximity to initial thermostat 19.

[0029] FIG. 4 is a schematic view of an alternate enabling apparatus comprising a portion of the enabling means of the present invention. In contrast to FIG. 3, the additional thermostat 21 is mounted in a parallel flow path to initial thermostat 19 in a suitably adapted cooling water supply passageway 25, in which block valve 26 is mounted series-wise with initial thermostat 21 and is provided with an external operator or handle 27 such that operation of the handle places block valve 26 into an open or closed position, as evidenced by the position of the handle. With the handle in the open position, heated water flow will be established from the engine 5 to the radiator 15 through cooling water supply passageway 25 as soon as the water temperature meets or exceeds the “low” temperature set-point of initial thermostat 19, but additional thermostat 21 will remain closed. With handle 26 of block valve 27 in the closed position, heated water flow will be established from the engine 5 to the radiator 15 through cooling water supply passageway 25 as soon as the water temperature meets or exceeds the “high” temperature set-point of additional thermostat 21. Although initial thermostat 19 is also open at the “high” temperature, no flow occurs because block valve 27 is closed.

[0030] It is clear, therefore, that operation of the cooling system with handle 27 in the closed position will result in a nominal cooling water temperature of 195 degrees Fahrenheit being maintained due to the operation of the additional thermostat 21, whereas operation of the cooling system with the handle 27 in the open position will result in a nominal cooling water temperature of 165 degrees Fahrenheit being maintained by the operation of initial thermostat 19.

[0031] Whereas low-flow by-pass passageway 23 in FIG. 3 beneficially allows a nominal five percent flow in cooling water supply passageway 20 before additional thermostat 21 begins to open, a similar low-flow by-pass passageway means (not shown) is beneficially provided for additional thermostat 21 of FIG. 4. In order to be more responsive to the internal engine operating temperature, additional thermostat 21 is preferably mounted in cooling water supply passageway 25 in relatively close proximity to water pump 18.

[0032] FIG. 5 illustrates a preferred embodiment of mounting additional thermostat 21 of FIG. 3 in its closed or operating position as evidenced by the position of handle 24 in which a conventional thermostatic flow control valve element 21 is positioned and held in clamped relationship between two cylindrical housing components comprising an inlet housing 27 and an outlet housing 28.

[0033] FIG. 6 illustrates a view of additional thermostat 21 of FIG. 5 shown in its open or by-pass position as evidenced by the position of handle 24 in which the conventional thermostatic flow control valve element 21 is positioned and held by typical retaining fasteners 29 in clamped relationship between lower stub shaft 30 and upper protruding shaft 31 in outlet housing 28 equipped with seal 32 at protruding stub shaft 31. The clamping means 33 is shown to be a circular ring in this figure of comparable outside diameter to th inside diameter of housing 28 in which it is held, but due to its orientation in the open or by-pass position of FIG. 5 it offers no resistance to the flow of cooling water entering the inlet housing 27 and flowing past the clamping ring 33. Similarly, additional thermostat 21 in this case is held by stub shafts 30 and 31 and clamping ring 33 in a cross-wise orientation to the cooling water flow and therefore offers no resistance to the passage of the cooling water. FIG. 6 also illustrates the connection of inlet housing 27 to outlet housing 28 by means of mating threads 34. The use of known sealing or locking compounds between the threads will prevent leakage of cooling water from the housing.

[0034] It will be clear to those skilled in the art that the handle 24 of FIG. 3 which actuates or controls the additional thermostatic flow control valve or the handle 27 of FIG. 4 which opens and closes the block valve could be actuated by electrical solenoid actuation (not shown). Solenoid actuators are well known in the art to enable control of a function electrically in response to a computer output signal. In the cases of FIGS. 3 and 4 it is clear that the actuator would be required to move the handles 24 and 27 through an arc of about 90 degrees, or alternately to rotate the protruding stub shaft through the same arc between closed and open positions as directed by the electronic engine management system means.

[0035] The additional thermostat 21 in FIG. 5 is shown to be oriented into the closed or operating position, with the outside diameter of clamping ring 33 being closely adjacent to the inside diameter wall surfaces of housing 28 such that passage of water is prevented unless the thermostat itself begins to open due to the cooling water temperature having reached or exceeded the thermostat's set-point temperature. Leakage of cooling water flow corresponding to the continuous leakage function of by-pass passageway 23 in FIG. 3 can be easily achieved by providing a nominal clearance between ring 33 and the internal diameter of the housing 28 in its closed position such as to maintain the desired nominal flow rate of about 5 percent of full flow rate of the thermostatic control valve.

[0036] The graphical representation in graphical FIG. 7 shows temperature “T” on the vertical axis and time “t” on the horizontal axis. After starting and beginning to run an IC engine from an initially cold condition, the temperature of the cooling water would be expected to rise at some rate represented by the initial slope of the graph until the cooling water temperature began to approach and stabilize at a steady state temperature under the controlling influence of the thermostatic valve. Two different temperature set points are illustrated in FIG. 7; one at 165 degrees Fahrenheit and one at 195 degrees Fahrenheit. Also illustrated are operating temperature bands or ranges about each set-point in which the 165 degrees Fahrenheit thermostat will actually begin to open at 155 degrees Fahrenheit and will not be fully opened until the cooling water temperature reaches 175 degrees Fahrenheit. The actual cooling water temperature in an IC engine will typically remain within this temperature band or range primarily depending upon the loading and other conditions imposed on the IC engine. Similarly, the 195 degree Fahrenheit thermostat will have an operating temperature band or range in which it will begin to open at 185 degrees Fahrenheit and will not be fully opened until the cooling water temperature reaches 205 degrees Fahrenheit. Although the purpose of the thermostatic control valve is to control the temperature of the cooling water, it is clear that its means of operation is to control cooling water flow rate through the engine and external radiator cooling system, thereby to control the rate of heat rejection from the IC engine system. It is also clear from FIG. 7 that if the two thermostats illustrated were exposed to the same temperature of cooling water flow, the 165 degree Fahrenheit thermostat would have achieved full flow rate or cooling rate before the 195 degree Fahrenheit thermostat had even begun to open, thus imposing a lower equilibrium operating temperature upon the engine.

[0037] A similar effect is illustrated in graphical FIG. 8 in which cooling water flow rate “Q” is shown on the vertical axis and temperature “T” is shown on the horizontal axis. The cooling water flow rate is clearly shown to range from zero to 100 percent over the same 20 degree Fahrenheit temperature bands or ranges as in FIG. 7 for the 165 degree Fahrenheit and 195 degree Fahrenheit set-point thermostats. Although the temperature ranges do not overlap for the two thermostatic set-points chosen, it is clear that they could be arranged to overlap or not overlap depending upon the selection of the thermostatic valve set points. It is also clear that if control of the cooling water flow rate was shifted from one thermostat to the other, an immediate increase or decrease in cooling water flow rate would occur, thereby effecting an immediate corresponding increase or decrease in IC engine cooling rate, respectively. Taking the thermal inertia effect into play the IC engine temperature would consequently begin to decrease or increase immediately in response to the immediate increase or decrease in cooling water flow rate, respectively.

[0038] The logical decision tables of FIGS. 9, 10, 11 and 12 illustrate the preferred operation modes of a logical controller or an electronic engine management system or of any computer system programmed to receive input data from sensors and perform logical comparisons or interpretations of such inputs, thereby to arrive at a control decision and to send output signals to cause the implementation of the decision. The logical interpretation process can perform logical operations including “AND”, “OR”, “NOT”, “MORE THAN” and “LESS THAN OR EQUAL TO” comparisons among multiple input data. Since the computer constantly compares multiple data inputs and pre-programmed set-point values using the logical operations noted so as to arrive at desirable “decisions” concerning control output signals; its functioning can be termed as “artificial intelligence”.

[0039] The preferred embodiment of the invention can be described as the combined usage of sensors in the IC engine system dedicated to measuring specific operating data about the IC engine system, such information being sent to an electronic engine management system capable of performing logical interpretation of the comparison of multiple ones of the data and pre-programmed set point values so as to arrive at control decisions and implement control actions upon the IC engine cooling system, thereby to set in place desirable operating modes of said cooling system in anticipation of the heat rejection needs of the IC engine. In particular, the electronic engine management system “evaluates” specific input data to anticipate whether or not the rate of internal heat generation has or is about to increase or decrease, thereby to select a desirable higher or a desirable lower cooling water flow rate, respectively, without conscious input from the operator.

[0040] For example, the first, second and fourth Input Condition Sets in the table of FIG. 9 have three inputs and three logical tests. If the answer to all logical tests is true a decision will be made to actuate or control the additional thermostatic flow control valve into its closed or operating position. If the answer to one test was true but the answer to the other test was false or if the answers to both tests were false the decision would be made to actuate or control the additional thermostatic flow control valve into its open or by-pass position. Th third Input Condition Set in the table has only two inputs needing two logical comparison tests; if the logical comparison answer is true the additional thermostatic flow control valve will be actuated or controlled into the closed or operating position, but if the answer was false the additional thermostatic control valve would be actuated or controlled into its open or by-pass position. The second column of the tables reveals both the “interpretation” of the logical test results and also indicates the “control” decision to be implemented in that case.

[0041] On the first row of the table in FIG. 9, if the answers to the logical tests “throttle position is LESS THAN OR EQUAL TO 15 percent of travel AND exhaust gas temperature is LESS THAN OR EQUAL TO a pre-determined set-point are true, the most probable interpretation is that the “Vehicle engine has begun to operate either at idling or low speed and the catalytic converter is heating up”. Under this combination of operating conditions the inventors judge that it is preferable to facilitate engine heating to enable better catalytic converter operation and interior heating of the vehicle. Therefore the electronic engine management system will be programmed to actuate or control the additional thermostatic control valve into its closed or operating position to facilitate these functions.

[0042] By similar reasoning the logical interpretation of the Input Condition Sets in FIG. 10 and 12 will cause the additional thermostatic control valve to be actuated or controlled into its open or by-pass position, but the logical interpretation of the Input Condition Sets in FIG. 11 will cause the additional thermostatic control valve to be actuated or controlled into its closed or operating position. The inventors intend that FIGS. 9 and 10 will represent appropriate control logic for cooling systems for gasoline fueled IC engines but FIGS. 11 and 12 will represent appropriate control logic for cooling systems for diesel fueled IC engines.

[0043] By enabling an electronic engine management system to receive multiple inputs, make logical decisions and cause an appropriate control response to increase or decrease cooling water flow rates instantaneously, thereby to reduce or increased the internal temperature of the IC engine the inventors have discovered means to control the IC engine cooling system “anticipatorily” as opposed to the typical reactive control modes based on cooling water temperature measurement as previously known and practiced in the art. Further, the described means of anticipatory control overcomes the lagging response characteristics resulting from IC engine thermal inertia and the temperature range effect associated with conventional mechanical thermostatic cooling water control valves. By enabling instantaneous changes in cooling water flow rate, in particular in response to a sudden increase in engine loading, the inventors can reduce the IC engine's known propensity for pre-ignition and thereby can open up the possibility for IC engine designers to use higher compression ratios. Also, by using existing sensors and existing electronic engine management system means in combination with known thermostatic control valves and solenoid or other actuators the inventors have satisfied the objectives of simple implementation of the improved IC engine cooling system, without requiring any active manual involvement of the operator.

[0044] The inventors intend without limiting the generality of the inventive concept that the term “cooling water” be interpreted to include mixtures of water and antifreeze or other suitable fluid mixtures which might be used to serve as the IC engine coolant circulating throughout the IC engine cooling system.

[0045] In this specification the inventors use many quantitative values to describe and discuss IC engine and thermostatic control valve operation by way of example, but do not intend thereby to limit the generality of the inventive concepts discussed or the preferred embodiments of the invention. Similarly, the inventors intend that the invention will be beneficially applied to IC engines of all fuel types including at least gasoline and diesel powered engines and intend further that all applications for IC engine use including but not limited to road or rail or farm or recreational or forest or marine or stationary or airborne applications be candidates for the beneficial use of the invention.

Claims

1. Means for regulating cooling water flow rate in an internal combustion engine system comprising at least an engine with an external radiator, cooling water supply and return passageway means connecting between said engine and said radiator, a fan means arranged to motivate air flow through said radiator, a cooling water pump means arranged to motivate cooling water flow through said engine and said radiator via said cooling water supply and return passageway means, a first and an additional thermostatic valve means mounted in said cooling water supply and return passageway means being arranged series-wise in the cooling water flow path with said first thermostatic valve means having a lower temperature set point and said additional thermostatic valve means having a higher temperature set point, said additional thermostatic valve means being arranged with a first operating position and a second by-pass position,

said additional thermostatic valve means being controlled by an actuating means between said first operating position and said second by-pass position, said actuating means being controlled by a logical controller means, said logical controller means being arranged to receive variable input information and to perform logical interpretation of said variable input information,

said variable input information being at least the amount of power output being developed by said engine,

said logical interpretation of said variable input information including logical “AND”, “OR”, “NOT”, “MORE THAN” and “LESS THAN OR EQUAL TO” comparisons among multiple ones of said variable input information and pre-arranged values stored in said logical controller means enabling the determination of controlling said actuator means to control said additional thermostatic control valve means into said first operating position or said second by-pass position,

the op ration of said actuator means enabling control of said cooling water flow rate by said first thermostatic control valve means or by said additional thermostatic control valve means in response to said logical interpretation of said variable input information for the purpose of controlling the cooling water flow rate in said internal combustion engine.

2. Means for regulating cooling water flow in an internal combustion engine system as in claim 1 wherein said input information is the temperature of said cooling water in combination with the amount of power output being developed by said engine.

3. In a motor vehicle motivated by an internal combustion engine, means for regulating cooling water flow rate in said engine as in claim 1 wherein said input information includes at least one of the temperature of said cooling water, the occurrence and severity of engine knock, the oxygen content of the exhaust gases, the temperature of the exhaust gases, the ignition timing, the speed of the vehicle, the temperature of the ambient air and whether or not the motor vehicle's brakes are being applied in combination with the amount of power output being developed by said internal combustion engine.

4. Means for regulating cooling water temperature in an internal combustion engine system comprising at least an engine with an external radiator, cooling water supply and return passageway means connecting between said engine and said radiator, a fan means arranged to motivate air flow through said radiator, a cooling water pump means arranged to motivate cooling water flow through said engine and said radiator via said cooling water supply and return passageway means, a first and an additional thermostatic valve means mounted in said cooling water supply and return passageway means being arranged series-wise in the cooling water flow path with said first thermostatic valve means having a lower temperature set point and said additional thermostatic valve means having a higher temperature set point, said additional thermostatic valve means being arranged with a first operating position and a second by-pass position,

said additional thermostatic valve means being controlled by an actuating means between said first operating position and said second by-pass position, said actuating means being controlled by a logical controller means, said logical controller means being arranged to receive variable input information and to perform logical interpretation of said variable input information,

said variable input information being at least the amount of power output being developed by said engine,

said logical interpretation of said input information including “AND”, “OR”, “NOT”, “MORE THAN” and “LESS THAN OR EQUAL TO” comparisons among multiple ones of said variable input information and pre-arranged values stored in said logical controller means enabling the determination of controlling said actuator means to control said additional thermostatic control valve means into said first operating position or said second by-pass position,

the operation of said actuator means enabling control of said cooling water temperature by said first thermostatic control valve means or by said additional thermostatic control valve means in response to said logical interpretation of said variable input information for the purpose of controlling said cooling water temperature in said internal combustion engine.

5. Means for regulating cooling water temperature in an internal combustion engine system as in claim 4 wherein said variable input information is the temperature of said cooling water in combination with the amount of power output being developed by said engine.

6. In a motor vehicle motivated by an internal combustion engine, means for regulating cooling water temperature in said engine as in claim 4 wherein said input information includes at least one of the temperature of said cooling water, the occurrence and severity of engine knock, the oxygen content of the exhaust gases, the temperature of the exhaust gases, the speed of the vehicle, the temperature of the ambient air and whether or not the motor vehicle's brakes are being applied in combination with the amount of power output being developed by said internal combustion engine.

7. Means for regulating cooling water flow rate in an internal combustion engine system comprising at least an engine with an external radiator, cooling water supply and return passageway means connecting between said engine and said radiator, a fan means arranged to motivate air flow through said radiator, a cooling water pump means arranged to motivate cooling water flow through said engine and said radiator via said cooling water supply and return passageway means, a first and an additional thermostatic valve means mounted in said cooling water supply and return passageway means being arranged in parallel flow relationship in the cooling water flow path with said first thermostatic valve means having a lower temperature set point and said additional thermostatic valve means having a higher temperature set point, said first thermostatic control valve means also having a series-wise block valve means, said block valve means being arranged with a first open position and a second closed position,

said block valve means being controlled by an actuating means between said first open position and said second closed position, said actuating means being controlled by a logical controller means, said logical controller means being arranged to receive variable input information and to perform logical interpretation of said variable input information,

said variable input information being at least the amount of power output being developed by said engine,

said logical interpretation of said variable input information including logical “AND”, “OR”, “NOT”, “MORE THAN” and “LESS THAN OR EQUAL TO” comparisons among multiple ones of said variable input information and pre-arranged values stored in said logical controller means enabling the determination of controlling said actuator means to control said block valve means into said first open position or said second closed position,

the operation of said actuator means enabling control of said cooling water flow rate by said first thermostatic control valve means or by said additional thermostatic control valve means in response to said logical interpretation of said variable input information for the purpose of controlling the cooling water flow rate in said internal combustion engine.

8. Means for controlling the predisposition of an internal combustion engine system towards pre-ignition of fuel-air mixtures in the combustion chambers, said internal combustion engine system comprising at least an engine with an external radiator, cooling water supply and return passageway means connecting between said engine and said radiator, a fan means arranged to motivate air flow through said radiator, a cooling water pump means arranged to motivate cooling water flow through said engine and said radiator via said cooling water supply and return passageway means, a first and an additional thermostatic valve means mounted in said cooling water supply and return passageway means being arranged series-wise in the cooling water flow path with said first thermostatic valve means having a lower temperature set point and said additional thermostatic valve means having a higher temperature set point, said additional thermostatic valve means being arranged with a first operating position and a second by-pass position,

said additional thermostatic valve means being controlled by an actuating means between said first operating position and said second by-pass position, said actuating means being controlled by a logical controller means, said logical controller means being arranged to receive variable input information and to perform logical interpretation of said variable input information,

said variable input information being at least the amount of power output being developed by said engine,

said logical interpretation of said variable input information including logical “AND”, “OR”, “NOT”, “MORE THAN” and “LESS THAN OR EQUAL TO” comparisons among multiple ones of said variable input information and pre-arranged values stored in said logical controller means enabling the determination of controlling said actuator means to control said additional thermostatic control valve means into said first operating position or said second by-pass position,

the operation of said actuator means enabling control of said cooling water flow rate by said first thermostatic control valve means or by said additional thermostatic control valve means in response to said logical interpretation of said variable input information for the purpose of controlling said cooling water flow rate in said internal combustion engine and thereby to control its internal temperature,

the effectiveness of said control of internal temperature minimizing said predisposition of said internal combustion engine towards said pre-ignition of said fuel-air mixtures in said combustion chambers.