WATER-COOLED INTERNAL-COMBUSTION ENGINE TO THE DRIVE OF VEHICLES, IN PARTICULAR DIESEL ENGINE

The invention concerns a water-cooled internal-combustion engine to the drive of vehicles, in particular diesel engine, also from two separated radiator ventilating plants of existing total cooling system for the closed-circuit cooling of the cooling water, by which plants one, seen in driving direction, is arranged at the face of the engine, whereby is mechanically propelled their exhaust of this, this plant warmth, if necessary under utilization of the wind, exhausts and ventilates the second radiator ventilating plant from the engine is propelable likewise. In the course of the efforts for the reduction of the Betriebsgeräusehes of vehicles crucial progress was reached by packaging of the Brennkraftmasehine. It is now still aimed at lowering also the exhaust noise, which is equally large without sehalldämmende measures at the drive internal-combustion engine as the noise emission of the internal-combustion engine, in the same extent as with the internal-combustion engine due to the packaging. Under the condition that e.g. the internal-combustion engine was first just as loud as ventilates and the Brennkraftmasehinengeräuseh by packaging around 12 dBA was lowered, it should be likewise lowered the exhaust noise around 12 dBA. If one assumes that by optimal organization of the exhaust and its viticulture conditions a noise reduction of 2 dBA, would have to be won still 10 is possible dBA at Geräusehverminderung. The invention is the basis now the realization that this important reduction of the sound power of an exhaust can be achieved by decrease of the exhaust number of revolutions, if is ensured at the same time that in those cases, with which in such a way would not be sufficient the radiator ventilating plant reduced in the cool 20 achievement, which is supplemented cooling abilities by a second radiator ventilating plant with likewise relatively slowly running exhaust. The sound power of an exhaust is about proportionally the 5th power of the peripheral speed and thus with given diameter also the 5th power of the number of revolutions. With the example indicated above would have to be won by number of revolutions reduction 10 dBA at noise reduction. That means a decrease of the exhaust number of revolutions on 63,3% of the original value. As consequence of this measure one results on likewise 63.3% decreased cooling air quantity and thus, there the heat transition number only with for instance the 0,8. Power of air speed decreases, one on approximately 69% reduced cooling performance. It is to be noticed that cooling systems must be laid out by vehicles for extreme cases, i.e. e.g. with truck, for full load enterprise at low driving speed (upward gradients) and high outside temperature. The most frequent operating condition in the overland traffic lies however in the range of high driving speeds, where the stagnation pressure supports the cooling air promotion noticeably. In addition extremely high outside temperatures arise only at a small percentage of days of the yearly in our geographical latitudes. In the largest part of the periods of operation one becomes with a more slowly running and therefore importantly less noise-causing radiator fan the resulting warmth would therefore drive off könnens u.zw with the further advantage of one on approximately 25% reduced drive power for the fan. The drive power is proportional the 3rd power of the number of revolutions, therefore the decrease amounts to with the aforementioned example 0.6333 thus about 0,25. The invention goes out from an arrangement of the kind initially specified, how it admits for example from the US-PS Nr.2, 418.294 is. It concerns there however a motorbus with Unterfluor arrangement of the Antriebseinbeit, whereby the allocation of the Gesamtküblanlage takes place perpendicularly to the Sicherstellung of a sufficient air supply over from the vehicle side panels facing forward to the cooling system leading channels. Thereby both exhausts with same number of revolutions are constantly propelled by the internal-combustion engine, what does not permit a relevant noise reduction. Further are solutions admit racing cars with Sportoder, with which the main radiator with fan is in the engine compartment and where an auxiliary radiator with electrical fan is intended, whereby the allocation of the cooling performance in this case from space reasons does not take place and by any means regarding a reduction of the Geräusohentwicklung. With Sportoder racing car takes place the design of the cooling blower after the principle of a maximally permissible achievement portion related to the Motornutzlelstung as well as after maximally permissible size and maximally permissible weight. On noise thereby consideration is not taken so that from the experiences with the Sportoder building of racing cars with normal vehicle engines are also not to be expected realization for a reduction of the exhaust noise. The invention consists of the fact that with the first radiator exhaust plant arranged at the face of the engine ventilates, as actually admits, in relation to which for the removal of the maximally resulting amount of heat necessary number of revolutions relatively slowly runs for example with 63,3% of this number of revolutions, whereby this plant, if necessary under utilization of the wind, exhausts still mindeS stens 60% of the maximally resulting amount of heat, and ventilates the second radiator ventilating - plant, as actually admits, is propelable over a mechanical or hydraulic drive of the engine and runs likewise relatively slowly, whereby with rising heat accumulation by regulation first only ventilates the first plant works and only at further increase of the heat accumulation additionally the exhaust second Radiator exhaust plant in enterprise is. L0 is found in the very most operating cases with the first radiator exhaust plant the sufficiency, which, as with the aforementioned example, reduced one to approximately 69% cooling performance-exhibited. The exhaust noise is so far reduced thereby that it corresponds to the noise reduction obtained by packaging of the internal-combustion engine. On the second radiator ventilating unit thereby, again after the managing example, IS about 31% of the warmth which can be exhausted with full load fall, so that this plant is many smaller than the main plant and from there easily lets themselves accommodate and regarding noise within low borders be held can. The drive of the fan of the first plant will be made generally by drive belts; the drive of the fan of the second plant can likewise be made by drive belts or however by means of a drive shaft, electrostatically or hydrostatically. It will in most cases be possible that, as with the main plant, which stagnation pressure of the wind is used for cooling air promotion. The regulation of the cooling performance of a radiator exhaust plant by change of the number of revolutions of the exhaust is well-known thereby actually from the CH-PS Nr.323708, whereby from this writing however no suggestions are in such a way to be inferred, how the exhaust noise can be lowered with in each case ge2S of gebener necessary cooling performance. The hydraulic drive of the exhaust from the internal-combustion engine is likewise actually well-known from this writing. Additionally is also still on the GB-PS Nr.792 to refer 698 and/or DE-AS 1455741 .die the direct drive of the exhausts of a multipart cooling system of an internal-combustion engine in each case treat, but beyond that likewise no suggestions for the invention give. In further arrangement of the invention the regulation of the fan drives can either dependent on the temperature of the cooling water or dependent on the temperature of the cooling air, in whose direction of flow behind the radiator, takes place, whereby when thermalstatic hydraulic regulation the regulation of the exhaust of the second radiator ventilating plant responds at a somewhat higher temperature than the regulation of the exhaust of the first radiator exhaust plant. This makes an regulatory Zuschaltung of the first and second cooling system for 3S possible by the thermostats, because at rising temperature a thermostat switches on first the fan of the first plant and the fan for the second radiator ventilating plant by the second thermostat is only connected, as soon as the first plant cannot prevent a further rise of the temperature of the cooling water and/or the warmed up cooling air any longer. Apart from the advantage of small noise emission the plant according to invention has the further advantage of a maximum fuel saving, since the cooling system takes up in principle only as much achievement, when is actually for the removal of the resulting warmth from the engine necessary. It is favourable, if, after a further characteristic of the invention, which erfoIgt regulation at least one exhaust by means of an actually well-known hydraulic or electromagnetic 4s clutch. The invention is more near described below on the basis a remark example. The design shows a front steering wheel truck in schematic representation in scrap view. The vehicle frame is also --1--, the internal-combustion engine fastened to this in not represented, usual way also --2-- and the front axle of the vehicle also --3-- designated. S0 at the face of the internal-combustion engine is ventilates --4-- with thermalstatic-hydraulic speed regulation and in driving direction before this the heat exchanger and/or radiator --5--. The exhaust --4-- becomes from the crankshaft of the internal-combustion engine not visible in the design out in well-known way over the wave --16-- and the v-belt drive --6-- at the same time with the generator --15-- propelled. By this cooling system at least 60 becomes? 0 of the maximally resulting amount of heat exhausted. In driving direction right from this first cooling system a smaller is, from exhaust --7-- and heat exchangers and/or radiators --8-- formed second cooling system, whereby ventilates --7-- likewise with thermalstatic-hydraulic speed regulation works and from an auxiliary machine drive --14-- the internal-combustion engine at the Schwungradseite out over the drive shaft --9--, one at the vehicle frame --1-- fastened intermediate shaft --10-- and an appropriate v-belt drive --11-- is propelled. That ventilates --7-- is by means of the camp --12-- at the vehicle frame --1-- fastened. The exhausts --4 and 7-- the two radiator exhaust plants are also in well-known way temperature-dependent adjustable hydraulic clutches provided, which are not represented in the detail. The two radiators --5 and 8-- can be water-laterally in series or joined in parallel. In the design the feeder lines of the better descriptiveness necessary for it are just as dargestelt because of as the feeder lines of the radiators with the refrigerating chamber of the internal-combustion engine. Both radiators --5 and 8-- it is in the same way exposed to the wind, which is suggested by the arrows 13, whereby the necessary drive power for ventilates itself --4 and 7-- is decreased and also their noise is reduced. With dash-dotted lines are the outlines of the driving cab --17-- and the bumper --18-- the vehicle suggested, in order to illustrate the installation position of internal-combustion engine and cooling system better.