DESC:FIELD OF DISCLOSURE
The present disclosure relates to a cooling system. More particularly, the present disclosure relates to a de-aeration circuit for an engine cooling system.
DEFINITION
Aerated coolant fluid: As intended herein, means a fluid that is used as a coolant in the engine cooling system of an engine and that has air and/or any other gas entrapped therein.
De-aerated coolant fluid: As intended herein, means a fluid that is used as a coolant in the engine cooling system of an engine and that may or may not be completely devoid of the air and/or any other gas entrapped therewith.
BACKGROUND
An engine cooling system includes a coolant fluid flow passage formed around a cylinder/engine block of an engine for extracting heat generated in the engine during operation of the engine. The heated coolant fluid is then circulated to a radiator with the help of a pump for dissipating the extracted heat, wherein the heated coolant fluid is cooled down by airflow and the cooled coolant fluid is circulated back to the coolant fluid flow passage to repeat the cycle of heat extraction from the engine. The radiator includes a pressure cap for facilitating filling coolant fluid inside the radiator. Further, the radiator is connected to a reservoir. More specifically, a vent hose connects the pressure cap of the radiator to the reservoir for collecting the air bubbles carried with the coolant fluid. The air bubbles carried with the coolant fluid held inside the radiator and moving past the cylinder/engine block of an engine are transferred to the reservoir via the vent hose, when the pressure inside the radiator exceeds the pressure cap setting. However such a configuration for de-aeration of coolant fluid has certain drawbacks associated there-with. For example, in case of the conventional de-aeration circuit, the de-aeration from the engine occurs only when thermostat allows flow of engine coolant fluid to the radiator based on the temperature of the engine coolant fluid detected by the thermostat and until that time air, bubbles remain in engine only. However, with such configuration the air remain in engine cooling system of the engine entrapped within the coolant fluid flowing therethrough for longer time and there are chances that overheating may occur because of air pockets formed around the engine in the engine cooling system that may be detrimental for the overall performance and service life of the engine and the performance of the engine cooling system too.
A variety of de-aeration circuits for an engine cooling system having different configuration are known in the prior art
For example, the US Published Patent Application, US2009250019A1 discloses a cooling system (100). The cooling system (100) for an engine (150), comprising at least one coolant fluid pump (120) for pumping a coolant fluid through the engine (150) and a thermostat (140) operable to selectively direct said coolant fluid from said engine (150) via a bypass (115) back to said engine (150) or via a main radiator (110) back to said engine (150) in response to a temperature of said coolant fluid from said engine (150), and an expansion vessel (130) for de-aerating said cooling system (100). The system (100) includes a first de-aeration conduit (13V) connecting a high point of said engine (150) to said expansion vessel (130), and a second de-aeration conduit (138') connecting a high point of said main radiator (110) to said expansion vessel, and said first and second de-aeration conduits (137', 138') are provided with at least one heat exchanger (145, 145') for cooling coolant fluid flowing through said de-aeration conduits (137', 138'). The cooling system (100) for an engine (150) involves use of secondary heat exchangers and is complex and bulky.
Similarly, the US Granted Patent, US4052965 (hereinafter referred to as ‘965 US Granted Patent) discloses an engine cooling system vent valve. The engine cooling system vent valve is provided for allowing air to escape around a closed thermostat during filling and which closes to prevent circulation of coolant fluid from bypassing the thermostat when the engine is cold and the thermostat is closed. The vent valve includes a ball within a housing having an inlet and an outlet and a support adapter having a plurality of grooves thereon for permitting passage of air. The engine cooling system disclosed in the ‘965 US Granted Patent does not disclose a separate passage for facilitating de-aeration of the coolant fluid and such a system is complex in construction. However, the de-aeration circuit has provision for only de-aeration the coolant fluid only during initial filling of the coolant fluid inside the radiator.
Further, the US Granted Patent, US4300718 (hereinafter referred to as ‘718 US Granted Patent) discloses engine cooling system air venting system. The coolant fluid outlet housing of an engine contains a horizontally movable type thermostat and an air vent bypass passage located in the housing at a point above the thermostat to assure the bleed of air from the coolant fluid to the radiator during the filling procedure, the passage containing a one-way ball check valve to permit the bleed of air but prevent the passage of coolant fluid past a closed thermostat to the radiator. The air venting system for the engine cooling system disclosed in the ‘718 US Granted Patent has provision for only de-aeration the coolant fluid during initial filling of the coolant fluid inside the radiator. The air venting system for the engine cooling system for facilitating de-aeration of the coolant fluid is complex in construction.
Further, the US Granted Patent, US4358051 (hereinafter referred to as ‘051 US Granted Patent) discloses a thermostat assembly for an engine cooling system. A thermostat assembly for an engine cooling system is having a coolant fluid flow passage extending from an inlet connected to the engine and an outlet connected to the engine radiator, a thermostat valve positioned in the inlet to control the flow of fluid, a bleed valve mounted in an air bypass passage to allow air past the thermostat valve during filling, and an integral fill passage through which the whole cooling system may be filled; the fill inlet being the highest point in the housing, the bleed valve being positioned at a level higher than the thermostat valve so that air is completely purged from the system during filling; a further separate air vent passage communicating with the bypass passage to vent air from the top of the engine to which the housing is fixed. The engine cooling system disclosed in the ‘051 US Granted Patent has provision for only de-aeration the coolant fluid during initial filling of the coolant fluid inside the radiator. The engine cooling system for facilitating de-aeration of the coolant fluid is complex in construction.
Further, the US Published Patent Application, US20120097364 (hereinafter referred to as ‘364 US Published Patent Application) discloses a valve system for venting a coolant fluid circuit of an internal combustion engine. The valve system for venting the coolant fluid circuit of the internal combustion engine is having several sub-circuits and includes a valve, which is in fluid communication with a main vent line extending from one of the sub-circuits. At least one secondary vent line is in fluid communication with the valve and extends from another one of the sub-circuits. The main and auxiliary vent lines are connectable to a shared third vent line, which feeds into a compensating reservoir arranged at a geodetically highest point in the coolant fluid circuit. The valve is constructed to establish a continuous fluid communication of the main vent line with the compensating reservoir via the third vent line and to establish a fluid communication of the secondary vent line with the compensating reservoir via the third vent line only in the presence of air bubbles in the secondary vent line. The valve system for venting a coolant fluid circuit of an internal combustion engine as disclosed in the ‘364 US Published Patent Application involves more number of vent lines and as such is complex and ineffective.
Furthermore, US Granted Patent, US4006775 discloses an automatic positive anti-aeration system for engine cooling system. The automatic, positive anti-aeration system is assembled to function cooperatively with an engine cooling system radiator as an integral unit. An accumulator, vented to the atmosphere and containing a substantial amount of coolant fluid liquid, is positioned adjacent to the radiator. Two separate fluid passages communicate respectively between the upper portion of one of the header tanks and the accumulator and between the lower portion of one of the header tanks and the accumulator. Valves control fluid flow in the two passages. When the pressure in the header tank rises above the preselected system operating pressure due to heating and expansion of the coolant fluid liquid, the valve in the upper fluid passage opens, allowing coolant fluid liquid and any gases trapped in the top of the header tank to flow into the accumulator. The gases are vented from the accumulator to the atmosphere and the coolant fluid liquid is stored in the accumulator. When the coolant fluid liquid cools and contracts, lowering the pressure in the cooling system to at least below the preselected system operating pressure, the valve in the lower coolant fluid passageway opens, allowing coolant fluid, but no air, to flow from the accumulator into the header tank. Using this system, the conventional radiator pressure cap and filler neck can be eliminated. The entire cooling system is filled and practically purged of air by pouring coolant fluid into the accumulator. The automatic positive anti-aeration system for engine cooling system is less accurate and is ineffective.
Further, the European Published Patent Application EP0018508A1discloses a vent valve in or for engine cooling systems. The check valve (32) includes a housing (33) having an inlet (34) and an outlet (40) defined therein and first (43) and second (45) ramp surfaces are defined in the housing (33) at varying acute angles (a, b) relative to a longitudinal axis (X) of the valve (32). A valve element (41) is mounted in the housing (33) for sequential movement along the ramp surfaces (43, 45) to close the outlet (40) in response to fluid flow through the valve (32). The check valve (32) finds particular application for use as vent valve in a cooling system (11) for an internal combustion engine to avoid the overcooling problem, which is prevalent with conventional cooling systems wherein a continuously open port is employed in association with a thermostat for air-purging purposes. The automatic positive anti-aeration system for engine cooling system is less accurate and is ineffective.
Most of the above mentioned de-aeration circuits for de-aerating coolant fluid of the engine cooling system fails to address aeration issues arising due to coolant fluid filled up to the vent valve and air pockets formed in engine cylinder head due to infiltration of the air carried with the coolant fluid into engine cylinder head, wherein the formation of the air pockets in the engine cooling system that is provided around engine cylinder may hamper function of the engine cooling system and that may cause over-heating of the engine even at idling condition and thermostat closed condition.
Accordingly, there is a need for a de-aeration circuit for collecting the air bubbles carried with the coolant fluid, thereby preventing the air bubbles from reaching and remaining in the engine cooling system for longer time and thereby eliminating drawbacks associated with air bubbles carried with coolant fluid remaining in the engine cooling system. Furthermore, there is a need for a de-aeration circuit that continuously de-aerates the coolant fluid irrespective of the operational configuration of the thermostat valve and the engine operational conditions. More specifically, the de-aeration circuit continuously de-aerates the coolant fluid in all conditions such as initial filling condition, idling condition, thermostat closed condition as well as thermostat open condition. Further, there is a need for a system that ensures proper handling of the air bubbles carried with coolant fluid and prevent overheating that may occur because of air pockets formed in the engine cooling system that is disposed around the engine. Further, there is a need for a system that improves performance of the engine cooling system and enhances service life of the engine. Furthermore, there is a need for a system that facilitates in efficient operation of the engine cooling system. Still further, there is a need for engine cooling system that provides better controllability of the engine coolant fluid flow and air bubbles carried with the coolant fluid between the radiator and the engine cooling system.
OBJECTS
Some of the objects of the present disclosure are described herein below:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a de-aeration circuit for collecting air bubbles carried with a coolant fluid of an engine cooling system, thereby preventing the air from remaining inside the engine the engine cooling system, disposed around the engine, for longer time and eliminating drawbacks associated with air carried with coolant fluid remaining in the engine cooling system.
Another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that ensures proper handling of the air carried with coolant fluid and prevents overheating caused by air pockets formed around the engine in the engine cooling system. Still another object of the present disclosure is to provide a de-aeration circuit for de-aerating coolant fluid of an engine cooling system that exhibits enhanced de-aeration rate.
Yet another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that improves performance of the engine cooling system and enhances service life of the engine.
Another object of the present disclosure is to provide a de-aeration circuit that continuously de-aerates the coolant fluid in all conditions such as initial filling condition, idling condition, and thermostat valve closed condition as well as thermostat valve open condition.
Still another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that facilitates efficient operation of the engine cooling system.
Yet another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that is reliable.
Still another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that provides better controllability of the engine coolant fluid flow and air bubbles carried with the coolant fluid between the radiator and the engine.
Another object of the present disclosure is to provide a de-aeration circuit for engine cooling system that is efficient.
SUMMARY
A de-aeration circuit for separating air entrapped in a coolant fluid flowing through an engine cooling system, wherein the engine cooling system is meant for extracting heat from the engine, the de-aeration circuit in accordance with the present disclosure comprises a main conduit and an auxiliary conduit.
The main conduit is having a first end connected to and in fluid communication with a throat of a pressure cap that is configured on a radiator and second end connected to and in fluid communication with the engine cooling system via a thermostat valve housing that houses a thermostat and a thermostat valve. The main conduit is adapted to facilitate flow of a first part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine to the pressure cap throat.
The auxiliary conduit having a first end and a second end connected to and in fluid communication with the pressure cap throat of the radiator and a thermostat valve housing of a thermostat valve respectively, the auxiliary conduit is adapted to continuously facilitate flow of a second part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine to the pressure cap throat irrespective of the configuration (open or closed condition of the thermostat valve) of the thermostat valve or irrespective of temperature of the heated aerated coolant fluid.
Further, the pressure cap throat is adapted to at least partially separate, transfer air entrapped in the first, and the second part of the heated aerated coolant fluid to a reservoir connected thereto to form of partially deaerated heated coolant fluid that is transferred to the radiator.
Typically, the auxiliary conduit is connected to and in fluid communication with pressure cap throat and the thermostat valve housing in gradient up-direction that help in removing/moving air bubbles along with coolant from the engine continuously to the radiator at all conditions i.e Initial filling, Idling condition and thermostat closed condition and even thermostat opened condition, so that engine overheating issue can be avoided, as there are chances of air pockets at complex shapes in engine cylinder head and block water jackets, entrained air in cooling circuit and exhaust gases infiltration into cooling/water jacket which may lead to overheating of engine even at idling conditions and thermostat closed conditions if not removed.
Typically, the thermostat valve is adapted to selectively facilitate flow of the heated aerated coolant fluid through the main conduit based on temperature of the heated aerated coolant fluid flowing out from the engine cooling system as sensed by the thermostat. Particularly, if the temperature of the heated aerated coolant fluid is greater than a predetermined value, the thermostat valve is configured to allow flow of the heated aerated coolant fluid to the radiator, whereas if the temperature of the heated aerated coolant fluid is less than the predetermined value, the thermostat valve is configured to block flow the heated aerated coolant fluid to the radiator.
Typically, the volume of the first part of the heated aerated coolant fluid flowing through the main conduit is greater than the second part of the heated aerated coolant fluid flowing through the auxiliary conduit when the thermostat valve is in open condition.
Typically, the coolant fluid is water. Other possible coolant fluids that may be used apart from water are Glycol and water mixtures of different proportions (30:70, 50:50, 70:30 etc.), Propylene and water mixtures etc.
BRIEF DESCRIPTION
The objects and features of the present disclosure will be more clearly understood from the following description of the disclosure taken in conjunction with the accompanying drawings, in which,
Figure 1a and Figure 1b illustrates a schematic representation of conventional engine cooling system utilizing a conventional de-aeration circuit, wherein a vent hose or conduit connects a pressure cap of a radiator to a reservoir for collecting air bubbles carried with the coolant fluid;
Figure 2a illustrates a schematic representation of a de-aeration circuit for an engine cooling system in accordance with an embodiment of the present disclosure;
Figure 2b and Figure 2b illustrates a schematic representation of a de-aeration circuit for an engine cooling system in accordance with an embodiment of the present disclosure, wherein an auxiliary conduit from operative top of a thermostat valve housing to the radiator in gradient up-direction is used for achieving continuous de-aeration of the coolant fluid;
Figure 3a illustrates an isometric view of the thermostat assembly, depicting the auxiliary vent and the main vent of the de-aeration circuit of the present disclosure along with a by-pass passage to engine;
Figure 3b illustrates a schematic representation of the thermostat assembly wherein the thermostat valve is in closed condition and air carried with the coolant fluid flows to the radiator via the auxiliary vent and also flows towards the engine via the by-pass passage to the engine, thereby facilitating de-aeration of the coolant fluid even in case the thermostat valve is in in closed condition;
Figure 3c illustrates a schematic representation of the thermostat assembly of wherein the thermostat valve is in open condition and air carried with the coolant fluid flows towards the radiator via the main vent as well as the auxiliary vent;
Figure 4a illustrates a schematic representation of the radiator pressure cap filler neck depicting the auxiliary vent port and the vent port disposed at the filler neck area and the pressure cap area respectively; and
Figure 4b illustrates an enlarged view of the radiator pressure cap filler neck having the vent port and the auxiliary vent port disposed thereon.
DETAILED DESCRIPTION
The disclosure will now be described with reference to the accompanying embodiments, which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein, the various features, and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Referring to Figure 1a and Figure 1b, an engine cooling system 10 utilizing a conventional de-aeration circuit is illustrated. The engine cooling system 10 includes a coolant fluid flow passage formed around a cylinder/engine block 02 of an engine for extracting heat generated in the engine block 02 during operation of the engine. The engine outlet is connected to radiator inlet 03 and coolant fluid after extracting heat from the engine is directed to the radiator 04. More specifically, the heated coolant fluid is circulated to the radiator 04 with the help of a pump for dissipating the extracted heat, wherein the heated coolant fluid is cooled down by airflow caused by a fan 06 and the cooled coolant fluid is circulated back to the coolant fluid flow passage to repeat the cycle of heat extraction from the engine block 02. The radiator 04 includes a pressure cap 08 for facilitating filling coolant fluid inside the radiator 04. Further, the radiator 04 is connected to a reservoir 09. More specifically, a vent hose or a main conduit 07 connects the pressure cap 08 of the radiator 04 to the reservoir 09 for collecting the air bubbles in the coolant fluid. The bubbles carried with the coolant fluid held inside the radiator 04 and moving past the cylinder/engine block 02 of an engine are transferred to the reservoir 09 via the vent hose 07, when the pressure inside the radiator 04 exceeds the pressure cap 08 setting. However such a configuration for de-aeration of coolant fluid has certain drawbacks associated there-with. For example, in case of the conventional de-aeration circuit, the de-aeration from the engine occurs only when a thermostat valve allows flow of engine coolant fluid to the radiator 04 based on the temperature of the engine coolant fluid detected by the thermostat 05 and until that time air, bubbles remain in engine only. However, with such configuration the air bubbles remain in the engine cooling system for longer time and there are chances that overheating may occur because of air pockets formed around the engine inside the engine cooling system that may be detrimental for the overall performance and service life of the engine and the performance of the engine cooling system.
The present disclosure envisages an engine cooling system utilizing a de-aeration circuit in accordance with an embodiment of the present disclosure. The engine cooling system includes a coolant fluid flow passage formed around a cylinder/engine block of an engine for extracting heat generated in the engine block during operation of the engine. The de-aeration circuit collects air carried with the coolant fluid of the engine cooling system irrespective of the operational configuration of the thermostat, thereby preventing the air from remaining inside the engine for longer time and eliminating drawbacks associated with air carried with coolant fluid remaining in the engine.
Referring to Figure 2a that illustrates a schematic representation of a de-aeration circuit for an engine cooling system 100 in accordance with an embodiment of the present disclosure in conjunction with Figure 2b and Figure 2c, the engine cooling system 100 is equipped with a de-aeration circuit for collecting air carried or entrapped with the coolant fluid. More specifically, the de-aeration circuit for separating air entrapped in a coolant fluid flowing through an engine cooling system 100 meant for extracting heat from the engine, the de-aeration circuit in accordance with the present disclosure comprises a main conduit 107 and an auxiliary conduit 110.
The main conduit 107 having a first end 107a connected to and in fluid communication with a throat of a pressure cap 108a that is configured on a radiator 104 and second end 107b connected to and in fluid communication with the engine cooling system (not shown in the figure) via a thermostat valve housing 120 that house a thermostat and a thermostat valve of the engine E via a thermostat valve configured in a thermostat valve housing 120 and the main conduit 107 is adapted to facilitate flow of a first part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine E to the pressure cap throat 108a. The pressure cap throat 108a functions as an air separator and separates air from the coolant fluid received from the main conduit 107 through the vent 107a into the pressure cap throat 108a. The flow of the coolant fluid to the radiator is switched ON or OFF depending on the temperature of the coolant fluid as sensed by the thermostat. This temperature is used make a decision either to open the thermostat valve to allow the flow of the coolant fluid to the radiator or close the thermostat valve and shut off the coolant fluid flow to the radiator. Thus, the flow of the coolant fluid to the radiator via the thermostat valve is discontinuous and only occurs in case the temperature of the coolant fluid exceeds the acceptable limit.
In accordance with the present disclosure there is provided an auxiliary conduit 110 that facilitates continuous flow of the coolant fluid to the radiator from the engine cooling system. This facilitates continuous de-aeration of the coolant fluid irrespective of whether the thermostat valve is open or closed. In accordance with present disclosure, the auxiliary conduit 110 is having a first end 113 and a second end 111 connected to and in fluid communication with the pressure cap throat 108a of the radiator 104 and a thermostat valve housing 120 of a thermostat valve respectively, the auxiliary conduit 110 is adapted to continuously facilitate flow of a second part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine E to the pressure cap throat 108a irrespective of the configuration of the thermostat valve or irrespective of temperature of the heated aerated coolant fluid. This ensures that the coolant fluid is de-aerated continuously.
Further, the pressure cap throat 108a is adapted to at least partially separate, transfer air entrapped in the first, and the second part of the heated aerated coolant fluid to a reservoir 109 connected thereto to result in formation of partially deaerated heated coolant fluid that is transferred to the radiator 104.
In accordance with the present disclosure, the auxiliary conduit 110 is connected to and in fluid communication with pressure cap throat 108a and the thermostat valve housing 120 in gradient up-direction that help in removing/moving air bubbles along with coolant from the engine continuously to the radiator at all conditions i.e Initial filling, Idling condition and thermostat closed condition and even thermostat opened condition, so that engine overheating issue can be avoided, as there are chances of air pockets at complex shapes in engine cylinder head and block water jackets, entrained air in cooling circuit and exhaust gases infiltration into cooling/water jacket which may lead to overheating of engine even at idling conditions and thermostat closed conditions if not removed.
In accordance with the present disclosure, the thermostat valve is adapted to selectively facilitate flow of the heated aerated coolant fluid through the main conduit 107 based on temperature of the heated aerated coolant fluid flowing out from the engine cooling system as sensed by the thermostat. Particularly, if the temperature of the heated aerated coolant fluid is greater than a predetermined value, the thermostat valve is configured to allow flow of the heated aerated coolant fluid to the radiator, whereas if the temperature of the heated aerated coolant fluid is less than the predetermined value, the thermostat valve is configured to block flow the heated aerated coolant fluid to the radiator.
In accordance with the present disclosure, the volume of the first part of the heated aerated coolant fluid flowing through the main conduit is greater than the second part of the heated aerated coolant fluid flowing through the auxiliary conduit.
In accordance with the present disclosure, the coolant fluid is water. Other possible coolant fluids that can be used apart from water are Glycol and water mixtures of different proportions (30:70, 50:50, 70:30 etc.), Propylene and water mixtures etc.
Referring to Figure 3a, 3b and 3c wherein the auxiliary conduit 110 (not shown in the figure) of the de-aeration circuit is connected to a first auxiliary vent port 111 disposed on an operative top of the thermostat valve housing 120 and extends between the operative top of the thermostat valve housing 120 and the radiator 104.
The auxiliary conduit 110 from operative top of the thermostat valve housing 120 to the radiator 104 in gradient up-direction is used for achieving continuous de-aeration of the coolant fluid. More specifically, the auxiliary conduit 110 connects the first auxiliary vent port 111 disposed at the operative top of the thermostat to the auxiliary vent port 113 at filler neck area 108a of the radiator 104. With such configuration, the auxiliary conduit 110 enables continuous de-aeration of the coolant fluid and directs the air carried with the coolant fluid to the radiator 104 irrespective of the configuration of the thermostat valve, thereby considerably reducing the chances of the air carried with the coolant fluid from remaining inside the engine cooling system of the engine E for longer time and eliminating drawbacks associated with air carried with coolant fluid remaining in the engine cooling system. Further, such configuration of the de-aeration circuit and provision of providing auxiliary conduit 110 facilitates collection of air carried with the coolant fluid of the engine cooling system and directing the collected air towards the reservoir 109 and accordingly reduces chances of overheating of the engine because of air pockets formed around the engine in the engine cooling system.
Figure 3a illustrates an isometric view of the thermostat assembly or thermostat valve housing 120, depicting the first auxiliary vent 111 connected to the auxiliary conduit 110 and the main vent 107c of the de-aeration circuit 100 along with a by-pass passage 140 to engine E. Figure 3b illustrates a schematic representation of the thermostat assembly or thermostat valve housing 120, wherein the thermostat valve V is in closed condition and air carried with the coolant fluid flows to the pressure cap 108 of the radiator 108 via the auxiliary conduit 110 through the first auxiliary vent 111 and also flows towards the engine via the by-pass passage 140 to the engine, thereby facilitating de-aeration of the coolant fluid even in case the thermostat valve is in in closed condition. Figure 3c illustrates a schematic representation of the thermostat assembly or thermostat valve housing 120, wherein the thermostat valve is in open condition and air carried with the coolant fluid flows towards the radiator pressure cap 108 via the main conduit through the main vent 107c as well as the first auxiliary vent 111.
Such a configuration of the de-aeration circuit and provision of providing auxiliary conduit 110 enables removal of the air entrapped in the operative top of the engine cooling system of the engine during initial filling, as during initial filling of the coolant fluid in the radiator the coolant fluid flows to the operative bottom of the engine cooling system and the coolant fluid level rises inside the engine and air is entrapped in the operative top of the engine as the thermostat valve is closed during filling. Further, such a configuration of the de-aeration circuit and provision of providing auxiliary conduit 110 improves the de aeration rate compared to conventional de-aeration circuit and also prevents over heating issues in cooling systems due to air entrapped in the operative top of the engine. Such configuration of the de-aeration circuit of the cooling system having auxiliary conduit 110 extending from the operative top of the thermostat housing to the radiator filler neck enables removal of the air trapped in the engine cooling system and directing the entrapped air to the radiator during initial filling, thermostat closed condition (as illustrated in Figure 3b) and also thermostat opened condition (as illustrated in Figure 3b), thereby avoiding engine over heating due to air pockets formed inside the engine cooling system.
Figure 4a illustrates a schematic representation of the radiator pressure cap filler neck 108a depicting the second auxiliary vent 113 and the vent port 114 disposed at the filler neck area and the pressure cap area 108a respectively. The vent port 114 is connected to the reservoir 109 via the main vent 107c. Similarly, the second auxiliary vent port 113 is connected to the operative top of the thermostat valve housing 120 via the auxiliary conduit 110. Figure 4b illustrates an enlarged view of the radiator pressure cap filler neck 108a having the vent port 114 and the second auxiliary vent port 113 disposed thereon. The second auxiliary vent port 113 is disposed on the radiator 104 at filler neck area 108a just below the pressure cap 108 and above the radiator inlet.
The preceding description recites the provision of the vent port 111 disposed at the operative top of the thermostat valve housing 120, the main vent 107c on one side and the by-pass passage on the right of the thermostat valve housing with the coolant fluid entering into the thermostat valve housing 120 from side opposite to that of the vent port 111. However, any other possible configuration of the thermostat valve housing 120 including the vent port 111, the main vent 107c and the by-pass passage is equally possible and the present disclosure is not limited by the ‘exemplary’ configuration described hereinabove and that realised in the accompanying drawings.
TEST DATA
Filling test and De-aeration test were performed under similar set of operating conditions on the de-aeration circuit of the present disclosure having additional and the conventionally known de-aeration that is without auxiliary conduit to determine the effectiveness of the de-aeration circuit of the present disclosure equipped with the auxiliary vent hose in continuously de-aerating the coolant fluid and preventing built up of the air pockets inside the engine. It was observed that initial filling and De-aeration performance was very good in case of the de-aeration circuit having auxiliary conduit as compared to conventional de-aeration circuit without auxiliary conduit.
Following are the test data for various performance parameters corresponding to the conventional de-aeration circuit without auxiliary conduit:
De-aeration Test Results On a Vehicle without Auxiliary conduit
Test Condition Time (minutes) Filled Coolant fluid Qty (litres) Time required to fill (minutes) Remarks
Engine off 10 1.55 37 Sec OK
Idle 10 0.1 9 Sec OK
1500RPM 10 0.63 39 Sec OK
Wide open Throttle 10 0 -- OK
Total 40 2.28 1 minutes 42 seconds OK

Sr. No. Parameter Acceptance Observations Remarks
1 Air bubble during coolant fluid flow (In site glass) Air bubble should not observed Foam Observed in WOT Condition Not OK
2 Total coolant fluid volume -- 2.28 Litres NIL
3 Time required to fill the coolant fluid Less than 10 Minutes 1 min 42 seconds OK
From the above test, data it is clear that the de-aeration achieved with conventional de-aeration circuit is not as per requirement and foam as seen even after 40 minutes of test due to air remaining in the coolant fluid.
Following are the test data for various performance parameters corresponding to the de-aeration circuit with auxiliary conduit:

De-aeration Test Results On a Vehicle With Auxiliary conduit
Test Condition Time (minutes) Filled Coolant fluid Qty (litres) Time required to fill (minutes) Remarks
Engine off 10 2.29 1 minute 37 seconds OK
Idle 10 0 -- OK
1500RPM 10 0 -- OK
Wide open Throttle 10 0 -- OK
Total 40 2.29 1 minute 37 seconds OK

Sr. No. Parameter Acceptance Observations Remarks
1 Air bubble during coolant fluid flow (In site glass) Air bubble should not be observed No Air Bubble Observed OK
2 Total coolant fluid volume -- 2.29 Litres NIL
3 Time required to fill the coolant fluid Less than 10 Minutes 1 min 37 seconds OK

From the above test data, it is clear that the de-aeration achieved with de-aeration circuit having auxiliary conduit is as per requirement and there is no air bubble or foam formation.

TECHNICAL ADVANCEMENTS
The de-aeration circuit for an engine cooling system in accordance with the present disclosure has several technical advantages including but not limited to the realization of:
? a de-aeration circuit for removing and collecting air bubbles carried with a coolant fluid of an engine cooling system, thereby preventing the air bubbles from remaining inside the engine cooling system of the engine for longer time and eliminating drawbacks associated with air bubbles carried with coolant fluid remaining in the engine cooling system;
? a de-aeration circuit for de-aerating a coolant fluid of an engine cooling system that exhibits enhanced de-aeration rate;
? a de-aeration circuit for engine cooling system that ensures proper handling of the air bubbles carried with coolant fluid and prevents overheating caused by air pockets formed around the engine in the engine cooling system;
? a de-aeration circuit for engine cooling system that improves performance of the engine cooling system and enhances service life of the engine;
? a de-aeration circuit for engine cooling system that is reliable;
? a de-aeration circuit for engine cooling system that facilitates in efficient operation of the engine cooling system;
? a de-aeration circuit that continuously de-aerates the coolant fluid in all conditions such as initial filling condition, idling condition, thermostat closed condition as well as thermostat open condition;
? a de-aeration circuit for engine cooling system that is efficient; and
? a de-aeration circuit for engine cooling system that provides better controllability of the engine coolant fluid flow and air bubbles carried with the coolant fluid between the radiator and the engine.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure, as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A de-aeration circuit for separating air entrapped in a coolant fluid flowing through an engine cooling system, said de-aeration circuit comprising:
? a main conduit having a first end and a second end connected to and in fluid communication with a pressure cap throat of a radiator and said engine cooling system respectively via a thermostat valve housing, said main conduit adapted to facilitate flow of a first part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine to said pressure cap throat; and
? an auxiliary conduit having a first end and a second end connected to and in fluid communication with said pressure cap throat of said radiator and a thermostat valve housing of a thermostat valve respectively, said auxiliary conduit adapted to continuously facilitate flow of a second part of a heated aerated coolant fluid flowing out from the engine cooling system of the engine to said pressure cap throat; and
said pressure cap throat adapted to:
o at least partially separate and transfer air entrapped in said first and said second part of said heated aerated coolant fluid to a reservoir connected to and in fluid communication with said pressure cap throat to result in formation of partially deaerated heated coolant fluid that is transferred to said radiator.
2. The de-aeration circuit as claimed in claim 1, wherein said auxiliary conduit is connected to and in fluid communication with pressure cap throat and said thermostat valve housing in gradient up-direction.
3. The de-aeration circuit as claimed in claim 1, wherein said thermostat valve housing houses a thermostat valve, a thermostat and has
a first vent configured thereon that is connected to said pressure cap throat via said main conduit;
a second vent configured thereon connected to said pressure cap throat via said auxiliary conduit;
a third vent configured thereon connected to said engine cooling system; and
a fourth vent configured thereon connected to said engine cooling system to facilitate flow of said coolant fluid back to said engine cooling system when the thermostat valve is in closed condition.
4. The de-aeration circuit as claimed in claim 1, wherein said thermostat valve is adapted to selectively facilitate flow of said heated aerated coolant fluid through said main conduit based on temperature of said heated aerated coolant fluid flowing out from the engine cooling system, wherein if the temperature of said heated aerated coolant fluid is greater than a predetermined value, said thermostat valve is configured to allow flow of said heated aerated coolant fluid to said radiator, whereas if the temperature of said heated aerated coolant fluid is less than said predetermined value, said thermostat valve is configured to block flow said heated aerated coolant fluid to said radiator.
5. The de-aeration circuit as claimed in claim 1, wherein the volume of said first part of said heated aerated coolant fluid flowing through said main conduit is greater than said second part of said heated aerated coolant fluid flowing through said auxiliary conduit.
6. The de-aeration circuit as claimed in any of the preceding claims, wherein said coolant fluid is water.