DE3032090A1 - IC engine providing rapid warm-up - heats oil and/or coolant upon starting by heat pipe between exhaust by=pass and oil and/or coolant circuit - Google Patents

Abstract

The arrangement is intended for reducing the heating-up time of an i.c. engine by heat transfer from the exhaust gas to the engine oil circuit (6) and/or cooling water using a heat pipe (1) or heat exchanger. The heat pipe pref. has a hot evaporation zone (3), an insulated (12) transfer zone and a condensation zone (5) and is filled with a radially permeable capillary matrix (2). The two-phase heat transfer medium contained in the pipe flows as vapour through the centre of the matrix to the condensation zone and returns as liquid along the outer matrix area. The evaporation zone may be contained in an exhaust bypass (4) controlled by oil (or water) temperature sensor (9) operated dampers (10). The zone condensation is contained in the intake line (6) to the oil (or water) pump.

Description

Process to reduce fuel consumption and pollutant

substance emissions by reducing the friction of an internal combustion engine during the warm-up (shortening the warm-up time) and a device for Execution; of the procedure.

Because of the acute shortage of oil resources and the high level of dependency of the oil-producing countries, procedures must be found with the greatest urgency, to reduce fuel consumption when operating motor vehicles. In the USA are already imposing conditions on the automobile manufacturers on the part of the government, which limit the average maximum consumption of all vehicles produced. Worldwide Therefore, efforts are made to reduce the consumption of vehicles.

It is well known that the fuel consumption of a vehicle during a cold start and while the engine is not yet warm during the warm-up due to the increased frictional power very high. This increased friction, the increased fuel consumption, means increased pollutant emissions and, in addition, higher engine wear, is particularly due to the high viscosity of the engine lubricating oil at low oil temperatures This is why it is required of the engine oil that it is as low as possible Temperatures is thin, i.e. has a low viscosity, but at high Temperatures still has such a viscosity that it remains fully lubricious.

In order to come closer to such requirements, the multigrade oils with a high viscosity index (i.e., the oil viscosity is flat against the Temperature). But with these multigrade oils, which are classified according to SAE classes the viscosity at low temperatures is many times higher than at Engine operating temperatures of 90 - 120 OC (e.g. oil 10 W 30 'At -17.80C: Kinemat.

Toughness 1300 L? p = 2600 c St; at 98.90C: (operating temp.) ginemat.

Toughness 10 = D ~ 13 c St.). Therefore, on the part of the lubricating oil producers Great efforts have been made to produce oils with an even flatter viscosity curve over the Temperature to achieve.

Since the viscosity of the oil is strongly dependent on temperature, it makes sense to the oil, which is still cold after a cold start, by means of additional heating to bring it up to operating temperature quickly, thus reducing the warm-up time with the required mixture enrichment and the associated increased fuel consumption with the increased exhaust mass emissions. Various investigations 51, z have shown that such measures significantly reduce fuel consumption can be lowered. This is especially true in short-distance (city) traffic, if the The main part of the engine operation is still in the warm-up area. Different There are suggestions for quickly heating the engine oil: Heating up the engine oil by electrical heating (e.g. Eckert, R.), by the exhaust gas (e.g. Friedl, Reiner or Andrei-Alexandru, Marcel), through the cooling water (Gaggiano, Forlai), through their own Engine heat in engine parts that heat up quickly (Reinshagen).

Because the battery is already heavily loaded at low temperatures electrical heating of the oil is critical, for electrical heating of the oil or cooling water, for example, electrical energy is required, not applied by the components normally installed in motor vehicles as the performance of commonly used batteries in particular with a cold start below the power required for electrical heating lies. This is especially true for cold starts at low temperatures which the battery is already heavily used.

Also a generator connected to the engine that works exclusively is provided to feed the electrical heating, can not be the desired Result. Because the engine is not running at full capacity just at the beginning of its operation Delivers power, the generator can only deliver a fraction of its power. If you now have an internal combustion engine running at partial load, the generator wants to extract certain, predetermined power, the generator must be correspondingly large designed and oversized; its power consumption is then so great, that the advantage of reducing the frictional power of the engine by preheating the oil will be annulled. This in particular because generators are in the required for this Order of magnitude have a very poor efficiency, so that in turn an enlarged construction is required.

In addition, when using generators for supply the electric heater for the bl or water heating from the engine just in that Moment, namely at the start of operation of the engine, the greatest power for a possible rapid heating of the engine oil 8 resp.

of the cooling water is required, in which the engine is currently the least Performance. The electric heaters are not only uneconomical, but do not even lead to the desired result.

A heating of the oil or cooling water by a gasoline heater could be possible. If in a motor vehicle a gasoline parking heater for preheating of the passenger compartment is built in, so can with this parking heater in particular Cooling water, but also the oil according to Moser g33 during the 1st warm-up phase of the European test (approx. 11 min) with the result of a fuel reduction and a reduction in exhaust emissions be preheated; however, significant warming can then occur during this time hardly enter the passenger compartment. This is a major disadvantage because this is precisely what it is is the original task of petrol parking heaters.

The gasoline heaters are complex devices that have a large number of individual parts and with a number of additional units must be provided, such as gasoline feed pump, ignition, combustion air fan, mixing device and burner. There is also a drive device for the petrol feed pump in the petrol heater and the combustion air fan required either from the battery or from the engine must be fed ago, so that part of the benefit due to the heating of the Engine operating medium is canceled again by reducing the engine power. In addition, a considerable amount of space is required for the gasoline heater the already limited space in motor vehicles, especially in passenger cars, further burdened.

A gasoline heater is therefore very complex, expensive and space-consuming, so that they are practical mainly with a view to comfortable passenger compartment heating and is used economically in particular for larger vehicles; by doing The case when a parking heater is installed in the motor vehicle anyway, this is also the case Use of the heater to heat the equipment with the restrictions mentioned above Given advantages.

In contrast to electric or gasoline heating, the Use of the heat generated in the engine for rapid heating of the oil or cooling water is more sensible in terms of energy and more economical. Investigations by Moser [13 have shown that the exhaust gas heats up the fastest and has the highest temperatures, followed by the coolant and then by the oil.

The exhaust gas reaches the medium speed range in approx. 20 seconds.

Temperatures from 400 to 500 ° C. Therefore, the fastest warming would be the engine oil or the coolant, the exhaust gas is most suitable.

Since the frictional power is essentially dependent on the speed and hardly dependent on the load is, this also applies to the temperature curves of exhaust gas, coolant and oil.

Various proposals in which the exhaust gas heat is used to heat the oil or water is used, have already been made.

In [1], a partial exhaust gas flow is forced through a directly in, the heat exchanger lying in the oil pan. So that this exhaust pipe @ rom with the high pressure drop due to the narrow pipe through the heat exchanger flows, the main exhaust gas flow behind the junction had to go through an exhaust flap be dammed accordingly. The high exhaust gas back pressure generated in this way has the effect however, such a performance hit, dal! the fuel savings due to the oil preheating was practically canceled.

It is expressly pointed out that on a streamlined Design of the heat exchanger must be laid first, i.e. that in the case of the exhaust gas and oil flow caused by a heat transfer system to heat the oil additional pressure losses must be kept as small as possible, so that no Significant losses in engine performance must be accepted, so the advantage reduce as little as possible when heating up the equipment.

In Hofmann's report [2] there are schematically exhaust gas oil (water) heat exchanger concepts with the associated reduction in consumption, but only a partial flow of the Exhaust gas for heating the oil or

of the cooling water is used. It is stated that the largest Fuel consumption reduction with simultaneous heating of oil and cooling water is achieved.

At Moser and Hofmann, only a partial flow of exhaust gas is fed into the oil pan pzw. routed to the exhaust gas oil heat exchanger, resulting in a high pressure loss on the exhaust gas side is produced. If, on the other hand, the entire exhaust gas flow goes through the oil pan or to the oil line guided, there is a lower but still high additional pressure loss (through deflections and an extended exhaust pipe). The construction costs and the required space due to the large exhaust pipe diameter and considerably hardly feasible.

There are also exhaust flaps to divert the exhaust gas to the oil line necessary.

Conversely, if, conversely, the oil flow is passed into the exhaust gas flow via a correspondingly long oil line to absorb heat, the structural complexity and the required installation space should be somewhat lower than in the above case, but in particular due to the large size required Heat exchange surface of the oil lines SX, e.g. due to the larger number of pipe windings required for heat transfer, the pipe length of the oil lines and thus the additionally generated pressure loss on the oil side are considerable, so that the oil can only be safely fed to the exhaust gas heat exchanger on the pressure side of the oil pump. This is a disadvantage, as the oil pump initially only supplies cold oil, which is reflected in the increased power consumption of the oil pump, and this is in turn increased on the pressure side by the additionally increased pressure loss due to the oil / exhaust gas heat exchanger; 1For structural reasons and because of the additional caused pressure loss, a heat transfer system is sought in which the two heat-exchanging media do not have to be brought together, as described above (ie exhaust gas is routed to oil or oil to exhaust gas).

In this case, the oil flow and the exhaust gas flow can be widely separated from one another and they remain undisturbed during heat exchange, i.e.

they suffer practically no additional pressure loss. Here is however, an internal, separate closed heat transfer circuit for the heat exchange required between the two heat-exchanging media (e.g. oil and exhaust gas flow).

If a 1-phase fluid is used as the heat transfer medium (a gas, e.g. air, or a liquid), the device is expensive and requires a lot of space, inter alia because of the large heat transfer surfaces required, with the relatively poor Heat transfer.

With Friedl's invention, the exhaust gas flow remains undisturbed, there in a closed ring channel between the exhaust pipe and line by means of a built-in Blower an air flow is generated, which flows around the exhaust pipe to absorb heat and the exhaust gas heat is transferred to the oil via the air Ul / heat exchanger. Is disadvantageous the great construction costs and space requirements of the ring line with the required fan and its power consumption, which takes advantage of the increased power output of the Engine partially wipes out again due to the oil heating. Furthermore, the Oil exchanger an additional pressure loss on the oil side. The heat transfer from the exhaust gas to the oil is relative because of the high heat transfer resistance (exhaust gas-air, air-oil) bad, which is why large heat transfer surfaces are required on the exhaust and oil side are what pressure loss, construction costs and space requirements of the heat transfer system further-increased. On the other hand, the required high air circulation speed remains questionable for a sufficient heat transfer.

The invention is therefore based on the object of providing a method or

a device for heating the engine oil or cooling water during of warm-up without the disadvantages mentioned.

This task is according to the characterizing features of the claim 1 solved and designed according to those of the subclaims.

The invention has the following advantages: 1. Fastest heating of the engine oil or cooling water by using the exhaust gas heat.

2. Use of the exhaust gas heat of the entire exhaust gas flow.

3. Internal closed heat transfer system (W.U.-S.), at the two heat-exchanging media flows are separated due to structural conditions can lie apart.

4. W.U.-S. with little construction effort.

5. W.U.-S. with minimal influence on the bl (water) and exhaust gas flow, i.e. W.U.-S. with the lowest pressure loss of the individual material flows; 6th W.U.-s. without additional power consumption for fan etc.

7. W.U.-S. with the shortest response times (best dynamic behavior) due to the highest heat transfer coefficients (lowest thermal resistance) and high heat flow capacity (high heat flux densities).

These are the most important criteria, all of which are carried out according to the invention the use of an exhaust gas oil (water) "heat pipe heat exchanger" (W.R.-W.T.) fulfilled will.

This heat pipe heat exchanger works in the heat transferring operating state with a 2-phase fluid that is in every heat exchanger, i.e. on the exhaust gas and a phase change occurs on the operating medium side (oil, cooling water) (evaporation or condensation) and therefore in contrast to a heat transfer system with a 1-phase fluid is not very expensive in terms of construction volume and the above Has advantages In addition to the criteria above, the following measures are still to be taken during when warming up internal combustion engines, which are, among others, according to [1], [2] for the shortest Warm-up time lead to: a) Reduction of the heat capacity of the equipment (oil, Water); this means the heating of only one part of the oil, possibly

the warmiaurs with a water cycle that is as largely dormant as possible during / as a result also loss of the: water pump drive power.

b) Reduction of the power consumption of the oil pump by heating the Of the oil before it enters the oil pump or before the oil pump itself is heated.

c) Simultaneous oil and water heating by exhaust gas.

Examples according to the invention that meet criteria 1. - 6. and measures a) to c) to shorten the warm-up phase of a (vehicle) internal combustion engine, are shown in the drawing and described in more detail on the following pages.

First to the individual drawings.

It shows: Fig. 1 a: Longitudinal section through an exhaust gas bypass and a. Oil line with heat pipe heat exchanger, its evaporation zone in the exhaust gas bypass, and whose condensation zone lies within the line.

Fig. 1 b: as above, but enclosing the condensation zone of the heat pipe The administration.

Fig. 1 c: Cross section through the evaporation or condensation zone of the Heat pipe heat exchanger, according to section AA in Fig. 1 a.

Fig. 2: Longitudinal section through the oil pan, oil heated directly through the heat pipe.

Fig. 3 from As in Fig. 2, but with oil heat exchanger (heat pipe) after Type of a water heater.

FIG. 3 b: as in FIG. 3 a, with an alternative construction of the oil heat exchanger.

Fig. 4 a: or 4 b longitudinal or cross section through a means of a Heat pipe heated oil pump.

Fig. 4c: Longitudinal section through the oil pan and oil pump, the latter heated through interposed heat exchangers (heat storage medium).

Fig. 5: Longitudinal section through the oil pan and heat exchanger on the suction side the pump.

Fig. 6: Longitudinal section through the oil pan and heat exchanger on the pressure side the pump.

Fig. 7: Longitudinal section through the oil pan and heat exchanger, the latter in the oil pressure or return line.

Fig. 8: Longitudinal section through the oil pan and heat exchanger, the latter in a separate oil return line, which is opened depending on the temperature.

Fig. 9: Longitudinal section through oil pan with funnel-shaped insert for Subdivision of the oil volume (heating of a partial amount of oil).

Fig. 10: Longitudinal section through the oil pan with surrounding heat-insulating Housing, whereby the ventilation of the oil pan is controlled depending on the temperature of the oil will.

Fig. Lla: Longitudinal section through oil pan with heat pipe as oil overheating protection (Cooling heat pipe ").

11b: Cross section through the heat pipe according to section AA from FIG. 11 a.

Fig. 12: Longitudinal section through the exhaust pipe and divided into two chambers Oil tank with heat pipe arrangements for healing that takes place one after the other of the individual oil portions, including oil overheating protection.

Fig. 13: Longitudinal section through the exhaust pipe, the oil pan and both Temperature-stabilized heat pipe connecting components as a heat exchanger (with Gas reservoir).

Fig. 14: Longitudinal section through the exhaust pipe, the oil pan and the two Heat pipe heat exchanger connecting components with a "cooling heat pipe" attached to its end as overheating protection for the oil.

Fig. 15: Longitudinal section through the exhaust pipe, the oil-carrying line and the exhaust gas oil heat pipe heat exchanger with alternative arrangements of heat pipes (a, b, c,) as overheating protection.

Fig. 16: Longitudinal section through the exhaust pipe, oil tank and heat pipe Heat exchanger with oil overheating protection in the form of a whole or the oil tank partially non-closing heat pipe.

Fig. 17a: Longitudinal section through a combined exhaust gas oil water heat exchanger, e.g. as a heat pipe heat exchanger; with overheating protection, designed as a heat pipe jacket of the heat exchanger.

Fig. 17b: Section according to AB in Fig. 17a through exhaust gas heat pipe heat exchanger, exhaust side, with tangential exhaust gas inlet.

17c: Longitudinal section through a combined exhaust gas oil water heat exchanger with heat pipes as in Fig. 1? a, but with an additional ring-shaped heat pipe between ol- ui water container so that first the oil and then the water through the Exhaust heat is heated.

17d: longitudinal section through a combined exhaust gas oil water heat exchanger using a temperature-stabilized warm pipe (with gas reservoir) for a priority heating of the oil at part load, while at full load the water is heated.

18: Longitudinal section through a combined exhaust gas oil-water heat exchanger using 2 heat pipes (2 resources).

19a: Longitudinal section through an exhaust gas oil (water) heat pipe heat exchanger with steam throttle located in the steam flow, controlled by the oil (water) temperature.

Fig. 19b: Longitudinal section through exhaust gas oil (water) heat pipe heat exchanger with separate condensate and steam lines; the latter with a steam throttle valve, controlled e.g. by the temperature of the oil (water).

Figure 19c. Section along AA of FIG. 19b; Section through evaporation zone of the heat pipe heat exchanger in the exhaust pipe.

19d: section along BB of FIG. 19b; Section through the condensation zone of the heat pipe heat exchanger in the oil (or water) operating medium.

Fig. 20: Section through a perforated exhaust pipe with in the outer annular space (Bypass) lying evaporation zone of the heat pipe equipment heat exchanger (Avoidance of exhaust flaps).

Fig. 21: Section through an exhaust pipe with an evaporation zone in the bypass the heat pipe equipment heat exchanger and a wing-like guide device in front of the pipe branch to avoid an exhaust flap.

Fig. 22: Longitudinal section through a device that takes all measures to shorten the warm-up time of an internal combustion engine, in the example one Dry sump lubrication with subdivided oil reservoir (partial oil quantities) and if no longer available an exhaust gas bypass through a variable oil level.

Fg.-23: Longitudinal section through the entire system in the example of dry sump lubrication with a subdivided oil tank, but with a combined exhaust gas oil water heat exchanger and in the event that all safety-related measures are met.

Exhaust gas oil heat pipe heat exchanger (W.R.-W.T.) For transferring the Exhaust heat on the operating medium oil or cooling water is advantageously a so-called heat pipe (W.R.1 English "heat pipe") used as a heat exchanger (W.T.), as it is in principle schematically shows Fig.4a.

It consists of a tube closed on both sides (closed heat transfer system) with a capillary structure in the inside of the tube 2 (Longitudinal grooves on the inner wall or network structure), shown by dashed lines. It contains a heat transfer medium as the working medium. The so-called hot zone 3 (heating zone: evaporation zone) is located in the exhaust gas flow, in FIG. encloses the exhaust pipe; the "cold zone 5" (condensation zone) of the WR is in the oil stream 6 or surrounds) according to (11) the oil-carrying lines. The heat-transferring medium in the WR with the corresponding boiling point, which is in the liquid state in the capillary structure, now evaporates in the heating zone 3 when exhaust gas heat is absorbed, transfers the heat to the / cold side in a vaporous state ", (5) e.g. to oil, and releases the transferred exhaust gas heat to the oil under condensation. The condensate flows back to the "hot end" of the WR due to the capillary forces due to the capillary structure (2) To enlarge the heat exchange surfaces, for example, appropriate Tilts 7 are attached; the WR diameter can also be varied in order to achieve a correspondingly high radial heat flow density.

(Heat flow transformer). According to the installation ratios of different lengths and curved (8) and flexible (bendable).

The exhaust gas bypass 4 is measured by the temperature sensor 9 after the oil operating temperature of 900-120 C has been reached 2 exhaust flaps 10 closed so that the heat supply to the oil is cut off.

The exhaust flaps can e.g. can be actuated via the intake manifold vacuum, via electromagnets or via expansion elements. In Fig. 1 2 alternative solutions are shown for heating on the oil side, while the "hot" ribbed zone 5 of the WR 1 in lies directly in the oil line, encloses in the hot zone 11 of the heat pipe the line.

The boiling point of the working medium in the W.R. can range between 100-300 ° C, but by choosing the appropriate flow rate of the oil (choice of heat transfer, quality of heat transfer) thereon care must be taken that the same is not overheated on the W.R. surface and thereby coked. Fig. 1c shows the section AA of the finned heat pipe on the evaporation or condensation side ..

The connector of the W.R. between evaporation and condensation zone can be surrounded by thermal insulation 12 if necessary.

The heat flow transferred by the W.R. can also be regulated (see Fig. 13, 19a, 19b). With a variable heat supply to the exhaust gas, for example, an at W.R. connected gas reservoir, the transferred heat flow density and thus the temperature of the W.R. be kept constant or it can be through a built-in in the heat pipe Throttle the heat transfer can be controlled or prevented by the steam supply; the same applies to the condensate flow.

Heat pipe W.T. directly in the oil pan or in the main line (type "flow heater"); (Fig. 2 - 6) In this case, the heat must be supplied on the exhaust gas side when the oil operating temperature is reached be switched off (exhaust flaps 3. Is the hot zone "of the W.R. in an exhaust gas bypass installed, the heat can be supplied by closing the bypass after reaching the Oil operating temperature (900 - 1200C) in the oil pan prevented by exhaust flaps will.

In FIG. 2, the oil is heated directly in the oil pan 14 by the WR 13; the heated oil is sucked in by the pump 16 via the suction strainer 15. In Fig. 3 a and 3 b, the WR-WT 17 is installed in the suction line 18, where \ on Due to the lack of space, the HE is outside the oil pan and the oil flows advantageously to the HE. 3b shows an alternative embodiment of the WR-WT 17.

In Fig. 4a and 4b, the oil pump 16 itself serves as a heat exchanger; so z. B. expediently the end faces of the oil pump through the W.R., which the two The end faces of the oil pump surrounds (19), heated.

Is the entire oil pump located directly in the exhaust gas flow or in a secondary one Heat storage medium 20 (Fig 4c), (e.g. also according to the W.R. principle evaporated), so the heat transfer over the entire (ribbed) surface the oil pump. Analog heating of the suction strainer would also be conceivable.

In all cases, Fig. 2-4C, the power consumption of the oil pump Significantly reduced during warm-up.

Installation of the heat pipe heat exchanger (W.T. or W.R. - W.T.) in the oil bypass (Fig. 5,6) In the following figures, the exhaust gas oil heat pipe heat exchanger, the to work according to the principle of Fig. 1, simplified symbolic dargestellc and with .T. designated.

In FIG. 5, the WT 21 is built into an oil bypass line 22 on the suction side. During the warm-up (at low oil temperatures) an electromagnetically controlled 3/2-way valve 23, controlled by the temperature sensor 9 in the oil pan or by a timer, only releases the bypass pump 16 so that the oil flow sucked in in the WT 21 is heated. If the oil in the pan has reached the operating temperature, the temperature sensor 9 or a timer switch according to the set time (e.g. 8 minutes after a cold start) the e.g. electromagnet. Valve 23 actuated, the bypass 22 closed, the main line 24 open. In this case, it may be possible to dispense with an exhaust gas bypass, ie exhaust flaps in the exhaust pipe, since the remaining oil in the heat exchanger can flow back into the oil pan, which prevents the remaining oil from overheating. (The electromagnetic valve can possibly be replaced by a thermostat, eliminating the temperature sensor in the tub.) The WT is similar in Fig. 6, using 2, for example, electromagnetic valves 23 (3/2-way valve) 25 (4l2-way valve ) built into an oil bypass on the pressure side, whereby the in Fig. 51 second Suction line 22 is omitted. During the warm-up, the valves are set so that the oil bypass 22 is open and the oil in the WT21 is heated; After reaching the operating temperature, the oil is conveyed via the short-circuit line (as shown) and the oil bypass is closed by the valve 23, whereby the residual oil in the heat exchanger can flow back into the oil pan via the valve 25 (valve as shown in the position).

Return of the heated oil (Fig. 7,8) to the oil pan in Fig. 7 the W.T. 21 the pressure relief valve that is always required in the oil circuit in the pressure line 26 downstream. During a cold start and during warm-up there would be no pressure relief valve Build up very high pressure in the main line as a result of the cold oil. The pressure relief valve However, it is used to relieve pressure and ensure that a rope of the conveyed Oil quantity immediately via the W.T. 21 flows back into the crankcase oil pan) lE; d. H.

the constant amount of oil delivered by the pump is thus divided into the amount of oil flowing to the lubrication points and the overflow amount of the pressure relief valve during a cold start; The latter is heated in the heat exchanger 21 and returned as close as possible to the suction strainer mouth 27 (28; so that the pump is supplied with as warm an oil as possible with the least possible mixing of the heated and the still cold oil in the pan, in order to reduce the mechanical losses from the start As the oil heats up, the oil pressure in the lines to the lubrication points decreases, which means that the overflow oil quantity is reduced and is finally stopped when the overpressure valve no longer responds, d. h is opened.

The residual amount of oil remaining in the HE can run off through the free outflow, so that even if no closable exhaust gas bypass is provided for the heat absorption of the HE, the risk of overheating of a residual oil is avoided. But in this case, for safety reasons, a thermostatic valve 29 is installed in front of the WT, which is higher when the temperature is higher Oil temperature and in the event of an increased oil counter pressure (e.g. when starting the warm engine), at which the pressure relief valve opens briefly, the warm oil is drained into the oil pan before the heat exchanger.

The arrangement of the W.T. into the overflow line through the oil return as close as possible to the suction cup has the advantage that initially in the first warm-up phase only part of the oil in the oil pan is heated and reaches the lubrication points, the cold oil on the edge of the oil pan only a little later) after mixing with the warm oil, is pumped around.

The oil return of a partial flow of the oil from the pressure side The particular advantage of the suction foot of the pump is that the lubricating oil pump is heated up quickly and delivers warm oil in order to keep its drive power low even when the engine is still cold.

A partial amount of oil can also be returned by means of a thermal staten 30 take place (Fig. 8), which partially releases the / return (secondary) line 28 when the 01 is cold, so that a partial flow flows to the WT 21. When the oil temperature increases, the thermostat closes the return line 28 and thus prevents the heating. The entire flow is now heated to the lubrication points of the motor.

The pressure relief valve must then be installed separately or can be used at Corresponding design of the thermostat is not necessary, as this indirectly has the function of the pressure relief valve can take over.

Instead of the thermostat, a valve can also be installed1 that is controlled by the oil temperature or by a timer.

Partial amount of oil (reduction of the heat capacity of the equipment), In [1] the oil pan is divided into 2 sub-spaces, with the suction strainer of the pump in the smaller sub-space, which, however, includes the entire oil level. This ensures that initially only the smaller part of the oil is pumped around in the engine and (possibly.

is heated by a WT). Opens at higher oil temperature Then a thermostat7 in the dividing wall of both oil chambers, so that now the cold oil flows over to the warm oil and the mixed oil is pumped around.

For simplification or for retrofitting in vehicle engines, the following proposal is made with the same above made: ~~~~~~ 1 in the existing Rurbelwanne / a funnel-shaped sheet metal insert 31 is used according to Fig. 9. so that as much as possible from the The heated amount of oil flowing back from the engine is fed to the suction strainer 27 27.

The cold oil (33) located below the warm oil (32) can as a result its great toughness can hardly get through the narrow annular gap 34 to the suction strainer 27, so that the suction head initially only warmed up oil flows. First when the cold oil has warmed up due to the heated oil and becomes thinner has become, the squeegee also flows oil from the lower space through the narrow annular gap34 to.

For a better mixing of the warm oil with the still cold oil, the lower part of the funnel (35) (approximately vertical wall) is advantageously provided with bores (36) so that the slightly heated cold oil, after it has become a bit thin, also can reach the suction strainer through the funnel.

This suggestion to subdivide the operating resources volume with regard to rapid heating of the same could also be achieved with corresponding systems, e.g. be of interest in process engineering.

Regulated thermal insulation of the oil pan (Fig. 10, 11a, 11b) That the engine oil Reached operating temperature more quickly during warm-up and after switching off of the motor maintains the same for as long as possible, can be achieved by a variable Thermal insulation of the oil pan can be achieved, which depends on the oil temperature in the oil pan is regulated. The oil pan 14, provided with cooling fins 37, is like Fig. 10 shows at a certain distance from a very good heat insulating Housing 38 surrounded; on the front and back of the housing, perpendicular to the direction of travel, there are one or more air flaps 39 or blinds. The flaps or Venetian blinds can be connected to one another by a linkage, since these are always take the same position. The flaps are e.g.

Depending on the oil temperature in the pan (temperature sensor 9) or the engine temperature or via a thermostat (e.g. bimetal or expansion element, depending on the ambient temperature) or controlled by a timer.

(Actuation e.g. via electromagnet 40 or intake manifold vacuum, etc.).

If the temperature of the oil is below the operating temperature, so if the two flaps are closed, the oil heats up due to good thermal insulation faster on; If the oil temperature is too high, both flaps open, so that oil or the motor through the flowing between the oil pan or motor and insulation housing Air flow (airflow) cooled: be. Since the flaps open or close, transitional states are possible.

When the engine is switched off, the air flaps close accordingly the oil (engine) temperature or possibly automatically when the ignition is switched off (e.g. via electromagnets), so that the thermal energy stored in the oil (or in the water and motor) as a result of the trapped, dormant and thus heat-insulating Layer of air. and the heat-insulating housing wall is only slowly released into the environment will.

This means that when the engine is restarted, within a shorter time interval (1st 2 hours) eased warm-up conditions. Ideally, the entire engine will be thermally variably insulated in the same way.

Is it enough to cool the oil resp. The motor is no longer switched off by the airstream, so the required cooling of the Oil (water) is done through an additional heat pipe, which is only at a temperature responds above the permissible temperature of the equipment oil or water. This is guaranteed if, the evaporation temperature of the heat carrier in the heat pipe the maximum permissible equipment temperature (e.g.

for oil 100 - 120 ° C). Such a heat pipe is shown in FIG. 11a 41 e.g. in the oil sump of the oil pan 14 and emits the excess heat via cooling fins F2n surrounding air or to the cooling water.

Fig. Lib shows a section through the ribbed condensation zone of the cooling heat pipe.

Avoidance of an exhaust bypass and / or exhaust flaps (Fig. Ir- 21) In addition to the suggestions in Fig. 5 to 8, the following suggestions in Fig. 12 to 19 an exhaust bypass with the necessary exhaust flaps can be dispensed with, because other measures prevent the oil from overheating after it has warmed up.

a.) Removal or use of excess heat (quasi constant oil temperature) Fig. 12 shows an oil container divided into 2 chambers 43, 44 (e.g. with dry sump lubrication), chamber 43, into which the oil flows back from the engine, is well insulated (Thermal insulation 45) and through an overflow 46 with the non-thermally insulated chamber communicates.

During the warm-up, the pump 16 now delivers via the valve 47, controlled depending on the temperature of the oil in the chamber 43 (temperature sensor 9) is, first oil from chamber 43. This is through the "cold zone" 48 of the heat pipe 49, the "hot zone 50 of which is heated up in the exhaust gas flow. All the oil from the engine flows back to chamber 43. The heat pipe connector between the zones 48 and 50 can advantageously be provided with thermal insulation 51 the oil in 43 reaches its operating temperature of approx. 100 - 120 OC, so it evaporates accordingly selected heat transfer medium in the heat pipe 52, the chamber 43 with chamber 44 connects, so that the excess heat is transferred from the oil in 43 to the oil in 44 and thus the oil in 44 is heated. The oil temperature in 43 thus remains approximately constant.

If the oil in 44 has also reached its operating temperature, so the valve 47, z. B. controlled by the temperature sensor 9, so that the oil is now conveyed from 44, which constantly passes from 43 to 44 via the overflow 46.

If the oil in 44 also exceeds the operating temperature (if the cooling by the airstream is not sufficient), then heat pipe 53 (with the same heat transfer medium as in 52) in operation, d. H.

its working medium also begins when the permissible limit is exceeded Oil operating temperature to evaporate and transfers the excess heat over the finned "cold end" 53a to the environment, this being advantageously cooled by the airflow will.

This principle of successive heating of media separated by partition walls to a certain temperature by means of a heat pipe. that the two neighboring media connects (52) with the corresponding boiling temperature of the heat carrier, which corresponds to the heating temperature of the media, can also be used in general, for example for "charging" a heat accumulator, with the advantage that the storage medium, even if only a partial amount , heats up quickly.

The individual storage chambers (subsets) can then be used with the respective Heat extraction can be discharged individually.

When the engine is switched off, the oil in 44 cools down the fastest, while the oil temperature in the thermally insulated container cools down very slowly, since the heat transfer through heat pipe 52, according to the boiling point of the Heat transfer medium, from 43 to 44 when the oil temperature falls below the maximum permissible operating temperature is immediately interrupted again in 43; the same applies to heat pipe 53.

The valve 47 could also be controlled by a timer.

Instead of the valve 47, a thermostatically actuated one could possibly also be used Valve used '.

The working medium for the heat pipe 52 or 53 are media with evaporation temperatures of around 90-100 ° C. with a corresponding vapor pressure; for example water or Tri C2 H Methanol or acetone at a little overpressure.

In Fig. 13, only a single heat pipe 54 is required for heating the oil to a more or less constant temperature, which, as a result of a gas reservoir 55 (filled with noble gas) located at the end of the heat pipe, has a more or less constant temperature in the heat-emitting stream even with a variable heat flow available on the heating side 56 in the exhaust gas stream Part 57 in the oil bath 58 guaranteed (temperature-stabilized heat pipe). If the heat flow density transferred through the heat pipe increases, the noble gas located outside the oil bath is pushed back in the direction of the gas reservoir as a result of the higher steam pressure, so that the heat transferring steam also enters the finned heat pipe part 59 located in the cooling air flow CF, ahrtwind) can, so as to give off its excess heat to the environment (airflow). If the vapor pressure drops again, the inert gas expands and blocks the ribbed pipe end 59 located outside the oil bath for cooling. The fold linings 60 at the end of the pipe in front of the reservoir also allow the desired working temperature of the W.Rg to be set within certain limits by external mechanical intervention on the gas pressure.

Fig. 14 also shows a temperature-stabilized heat pipe, with / th "end of the heat pipe 61, which transfers exhaust heat to the oil bath 62 in the crankcase, a further heat pipe 63 is plugged in, the excess heat through with close contact, at temperatures above the oil operating temperature ribbed WR end 64 gives off to the environment, advantageously to the airstream (boiling temperature of the heat carrier as in WR 52, 53 in Fig. 12).

In Fig. 15 there are three alternative constructions for overheating protection of the exhaust-gas heated oil. The heat pipes that serve as protection against overheating ("Cooling heat pipes"), do not start to work until the oil operating temperature is exceeded (by choosing the heat transfer medium in the W.R. with the corresponding Boiling point); all 3 alternatives are ring-shaped heat pipes, which enclose the heat exchanger 65 or the oil-carrying line 66 in the shape of a ment: in a.) the evaporation part 67 of the "cooling heat pipe" encloses the exhaust gas oil W.T. 65, while the condensation section 68 outside the W.T. the excess heat to the U-environment gives; in case b.) there is a finned heat pipe 69 (or a rib face) in conjunction with the annular W.R.

70; at c.) is the evaporation zone 71 of the cooling W.R. in close physical contact with line 66; the two ends of the WR.?2 then represent the main condensation zones for heat dissipation to the environment. To increase heat dissipation, the W.R.

as in a.) be treated with ribs.

In FIG. 16, the oil container, for example the oil pan 14, is completely or partially surrounded by a wall in the form of a heat pipe 74. Below the operating temperature, this "heat pipe jacket" 74 acts as thermal insulation. Because only above the oil operating temperature does the heat transfer through the WR casing come into operation, ie the heat transfer medium in WR 74 only then evaporates and releases the excess heat of the oil via the cooling surfaces provided with cooling fins 75, which are advantageously in the airstream.

The inner Cooling circuit in the engine or the cooling water in a separate water tank, radiator etc. are heated up quickly.- These methods or devices according to Fig. 1 - 16 are not only limited to the internal combustion engine, but can @ .part in general can be used in technology for heating any medium.

FIGS. 17 and 18 show combined exhaust gas, oil, and cooling water heat exchangers, since, as is well known, the engine warm-up according to Hofmann 52] takes place fastest when at the same time the engine oil and the cooling water are heated up by the exhaust gas.

In Fig. 17a, the finned condensation zone 76 of the exhaust gas heated W.R. 77 surrounded by oil. This annular "exhaust gas oil W.T." 78 becomes annular again from a water w.T. 79, which is attached to the inner cooling circuit 80 of the engine connected. To ensure good heat transfer from the exhaust gas to the one in the exhaust gas flow "hot zone" 81 of the, To achieve the heat pipe, the exhaust gas is in the Abgs-t5l-W.T. 82, as also the section in FIG. 17b shows, tangentially in and out diverted, so that an exhaust gas vortex with good heat transfer at e.g. helical Rib 83 of the W.R. 81 is generated. During the engine warm-up, the Cooling water also through heat transfer via the inner "exhaust gas oil W.T." 78 heated, with annular ribs 84 and baffles 85 both in the oil and in the water W.T. ensure good heat transfer, because the temperature of the water cooling circuit of the engine thermally controlled, d. H. because after reaching a certain water temperature the cooling water reaches the radiator via the thermostat in the external cooling circuit, in order to be cooled there by means of a fan, with their appropriate design Overheating of the oil (max. 1200C) as a result of the "water cooling" is avoided. As a further protection against overheating, a separate annular heat pipe 86 on the Extent of the W.T. 79 serve, which is above the operating temperature of the water (or Oil responds and releases the excess heat via the condensation zone 87 to the environment.

17c and 17d show combined exhaust gas-oil-water heat exchangers, in which the cooling water is only heated up by the exhaust gas heat after the oil has reached its operating temperature.

For this purpose, in the embodiment of FIG. 17c between O1 and Water heat exchangers (78 and 79) an annular heat pipe 87a interposed, which is in the closest physical contact with the (inner) oil heat exchanger and a Contains heat transfer medium that only evaporates above the oil operating temperature and thus only gives off excess oil heat to the water.

In FIG. 17d, a temperature-stabilized heat pipe 54, im Principle analogous to Fig. 13, with smaller and medium heat flux densities of the exhaust gas Heat pipe heat exchanger 54, so in the characteristic for the engine warm-up Operating states essentially only the oil in the oil container 78 is heated; at higher However, heat flux densities are due to the higher vapor pressure in the heat pipe 54 Inert gas displaced and pushed towards the gas reservoir, so that the Condensation zone of the W.R. enlarged so that the in the water tank 79 lying part of the heat pipe Exhaust heat to the cooling water flow can deliver. With increased heat supply on the exhaust side, this will eventually Noble gas pushed back completely in the gas reservoir, so that the exhaust gas excess heat via the heat pipe condensation section located outside the heat exchangers 78 and 79 is given off to the environment or the airflow. In FIG Fig. 17 in addition to the oil also at the same time the cooling water by an additional gas heated W.R. 88 heated, the condensation zone 89 of which is, for example, annular in shape with cooling fins 90, so that e.g. with tangential inlet and outlet of the cooling water in 79 there is a water vortex with good heat transfer. Overheating of If the water circuit is designed accordingly, oil and water are available with a cooler and Fan avoidable; For the sake of safety, FIG. 18 shows the heating of the W.R. 88, however, in an exhaust gas bypass 9l, which after reaching the oil or water operating temperature is closed by the exhaust flap 92. (temperature or time-controlled Exhaust flap In all the arrangements of Fig.l2 to Fig. 18, the shown Take precautions to avoid overheating the oil after warming up, presumably on an exhaust gas bypass with the required temperature or time-dependent controlled Exhaust flaps are dispensed with.

The methods or devices of a combined exhaust gas / operating medium heat pipe heat exchanger, as shown in FIGS. 17a-18 can also be used generally in the art for a heat exchanger for heat transfer with different media of interest be and be applied.

b) Interruption of heat transport in the heat transfer system heat pipe (Fig. 19) Another possibility to dispense with an exhaust gas bypass would be the Stop heat transport in the heat pipe even above the oil operating temperature. This can be done by interrupting the condensate return flow or the steam flow. The latter is shown in FIGS. 19a to 19c. In Fig. 19a expands above the Oil operating temperature a liquid or a gas in the vessel 88, de is in the oil bath 14 is located in such a way that the steam throttle 89 is in the W. R. 77 opposite compression spring 90 closes so that the steam flow in the W.R. and thus the heat transport from the exhaust gas to the oil is prevented. 19b shows the same principle, but with a separate one Condensate (91) and steam line (92); in the latter it depends on the temperature of the oil bath via the temperature sensor 9 controlled steam throttle valve 93, which at Mechanically or electromagnetically closed if the oil operating temperature is exceeded will. 19c shows the section AA through the evaporation zone of the heat pipe in Exhaust pipe, Fig. 19d 'the section BB of the condensation zone of the heat pipe in the oil bath 14th

c) Exhaust gas bypass without flaps (Fig. 20, 21) Figs. 20 and 21 show possibilities to divert the exhaust gas flow into a bypass (i.e. to the exhaust gas oil water) -W.T.) Avoidance of the use of exhaust flaps. In the arrangement of FIG. 20, occurs mean exhaust gas flows (in the lower and middle speed range and at partial load), i.e. During the engine warm-up, a substantial partial flow of exhaust gas from the inner exhaust pipe 95 through the bores 94 into the jacket-shaped outer space 96 (exhaust gas bypass) from zin; the the finned evaporation zone 97 of the heat pipe 77 is advantageously located, whereby the heat is transported to heat the oil with the increase in the exhaust gas flow (increasing exhaust gas velocity) a smaller and smaller exhaust gas partial flow occurs the bores of the inner tube in the W.T. bypass 96, so that a further oil heating cannot take place. This is due to the fact that with increasing flow velocity the pipe friction (resistance) coefficient of the inner pipe decreases, while the drag coefficient the holes remains practically constant.

In Fig. 21 is in front of the exhaust bypass 99, advantageously in an exhaust pipe part of rectangular cross-section, a fixed wing 98 (equivalent to a wing) installed as a guide device. This takes place at low exhaust gas speeds Separation of the flow on the upper side of the E-wing with vortex formation early on, e.g. at point A, so that most of the exhaust gas flow passes into the exhaust gas bypass 99, in which the evaporation zone 97 of the heat pipe 77 is located; if a certain flow velocity (corresponding to the "critical Reynolds number") however, if the current is longer on the wing, up to the end of the wing, so that A diversion of the main exhaust gas flow into the bypass 96 is inevitable. One additional reinforcement of the curvature of the 'wing due to its thermal expansion at high Temperatures supports this current deflection in the case of large, hot exhaust gas flows.

The method and the device according to FIGS. 20, 21 for deflection a gas or steam flow in a bypass, depending on the level of the mass flow or the temperature, can also generally, z. B. in process engineering will.

Fig. 22 shows a device for shortening the warm-up time in Example of dry sump lubrication, with practically all possible measures with regard to the shortest warm-up time and at the same time on one Exhaust bypass can be dispensed with.

The separate oil container 99 consists of a smaller thermally insulated chamber 100 and the larger chamber 101 provided with cooling fins 117, which when the oil operating temperature is reached in the container 100 through The opening thermostats 102 in the partition 103 are connected to one another. The two chambers are also connected to one another through the overflow 104.

It works as follows: When the engine is cold, the oil level is in both chambers 100 and 101 at the same height on the mirror plane I-I.

The oil pump 105 now delivers the oil from the oil sump 106 of the crankcase 107, which advantageously runs into it, into the heat-insulated container 100.

It conveys about 30-50% more oil than the pump 108 sucks out of chamber 100 at the same time, so that on the one hand it is ensured that the Pump 108 does not suck in air The thermostatically controlled valves (thermostats) 102 'and 109 in the side walls of the oil container 100 are closed when the oil is not at operating temperature, so that the oil level in chamber 100 corresponds to the oil volume that was previously in the oil sump 106 of the crankcase 107 found (approx. 1 ltr.) increases rapidly. The finned condensation zone 110 of the heat pipe 111, the finned evaporation zone 112 of which lies directly in the exhaust gas flow of the exhaust gas pipe 113 for heat absorption, is thus immersed in the rising oil bath and heats the oil in the container 100.

If the oil sump in the crankcase 107 is almost empty, it runs practically only as much oil is fed to the pump 105 as the pump 108 from container 100 pumps out. To be on the safe side, the oil can escape from the chamber when the overflow 104 is exceeded 100 overflow into the chamber 101. The chamber 100 still needs a ventilation opening 140. By means of baffles 114 in container 100 it is ensured that this is still little The oil warmed up and cooled down a little in the engine, which is fed into the container by means of pump 105 100 is returned, is forced to go to the W.T. 110 to flock to there to be further heated before it is sucked again by the pump 108. If the oil in container 100 finally reaches its operating temperature of approx. 90 - 100 ° C, the thermostats 102 and 109 open, reducing the oil volume in the container 100 between oil level II and I as hot oil, partly above the open thermostat 109 flows back into the oil sump 106 of the crankcase 107 and partly as hot oil mixed with the cold oil in chamber 101 when the thermostat 102 is open. The oil level in both chambers then returns to the same level I - I a. When the oil level in chamber 100 drops from level II to level I, the evaporation zone comes into play 110 of the W.R. again to lie outside the oil bath 100 (or oil flow), whereby the W.T. is practically put out of service; i.e. there is only a small amount of heat transfer from W.R.-W.T.

on the oil as a result of radiation and free convection over the above Oil level lying air. The oil on the heat pipe can drip off, so there is no danger overheating.

When the engine is at operating temperature, the thermostat 102 must be guaranteed ensure that there is constant good mixing of the oil from chamber 100 and 101; this can be done, for example, by an oil inlet jet directed towards chamber 101 115 take place, or that from reaching the operating temperature by a thermal controlled valve 116 in the pressure line of the pump 105, the oil access to the chamber 100 is closed and opened to chamber 101. Cooling fins 117 on the chamber wall 101 ensure that the oil is cooled if it is at operating temperature Overtemperature. This task can also be performed by a heat pipe 118 which is in an oil bath 101 (or 100) and from a maximum permissible temperature (e.g. t> 1000 C equal to the boiling point of the heat carrier in the W.R. 118) remove the excess heat releases the oil to the environment (airflow) or to the cooling water.

If, for example, the oil temperature falls in Chamber 100 again from below the operating temperature of about 900 C, so close Thermostats 102 and 109 again and the Ul level in chamber 100 rises again, so that the oil is again on the W.R. 110 can heat up.

When the engine is switched off, the thermostats 102 and 109 close, if the oil temperature in chamber 100 falls below the operating temperature.

Because of the very good thermal insulation of the chamber 100, the cools only very slowly, so that when the engine is restarted within a certain period of time (approx. 1 to 2 hours) there is still warm oil for engine operation. During this period, there are also many engine starts when a vehicle is driven in town or on short journeys.

If you take a possibly slight overheating of the engine oil in the chamber 100 through heat build-up, the oil will cool down after the engine has been switched off further delayed by the thermostats being switched off, for example 109 and 102 can be closed immediately, e.g. via electromagnetic actuation (not shown in Fig. 22).

Then the engine warms up by heating up the oil at the same time and cooling water takes place the fastest, may be advantageous instead of the one described Exhaust oil W.T. 111 a combined exhaust gas oil water W.T.

used (analogous to 78, 79 in Fig. 17) or in addition to the exhaust gas oil W.T.111 another heat pipe- W.T. analogous to 88 in FIG. 18 for the additional heat transfer from the exhaust gas to the internal cooling circuit of the engine.

In the described arrangement of FIG. 22, the heat exchange regulated between exhaust gas and oil by the variable oil level in chamber 100. This The method has the advantage that the evaporation zone of the W.T. directly in the exhaust gas flow and thus an exhaust gas bypass and exhaust flaps can be omitted.

In Fig. 23, a suggestion is made for the case that a local Overheating of the oil must be ruled out in all cases. Everyone will Measures taken with regard to safety and rapid air heating, whereby of the basic system components, as shown in Fig. 22, entirely will. Therefore, only the essential differences should be mentioned here of the system in relation to FIG. 23.

So now the evaporation zone 112 of the WR 111 is placed in an exhaust pass 119. by exhaust flap 120, depending on the oil temperature in chamber 101 is opened or closed via temperature sensor 9.

is closed. The condensation zone 110 of the heat pipe 111 lies in a combined exhaust gas-oil-water-W.R.-W.T. 121, according to the design 17 and 18. The solid lines represent the oil circuit, the dash-dotted lines represents the inner water cycle, i.e. the W.T. 121 is to the internal water cycle of the motor connected.

The oil, regulated by the oil thermostat 124, which works in the same way as the cooling water thermostat as an automatic temperature regulator, can be drawn in either from chamber 100 or 101 via the respectively associated suction line 122 or 123. The thermostat is advantageously an expansion thermostat whose expansion material i'm. Control range, ie melts at oil operating temperature, so that one supply line is closed and the other is opened. The oil heating in the WT, 121 takes place in an oil bypass and is also automatically regulated by an oil thermostat 125. In the T-piece 126 of the line, the @@ bypass connects to the main oil line. So that the oil pump itself quickly receives warm oil and is heated to reduce its drive power, the heat exchanger 121 is on the suction side of the pump 108. This should still be permissible with regard to the suction height that occurs, since the oil flow along the WR-heat exchanger suffers only a slight loss of pressure - an advantage for the use of the WR compared to conventional heat exchangers. In the other case, the heat exchanger 121 must be installed on the pressure side of the pump 108, as indicated by dashed lines 121 '. Analogous to the bypass for the oil heating, a bypass for a possibly zo. awarse, 17qJ oil cooling 127 can be provided, whereby a 4/3-degeventil 128 for the three possibilities, oil passage, heating or oil cooling 'must be installed instead of a thermostat, which is controlled by the temperature sensor 129 depending on the oil temperature. The oil pump 105 should deliver about 30% more oil than the pump 108 so that the crankcase is reliably pumped empty.

The oil then runs advantageously to the pump and is always in the thermally insulated Container 100 promoted.

The system works as follows: During a cold start and the warm-up is when the oil is cold in 100 through the thermostat 124, the suction line 122 opened, the suction line 123 closed) the thermostat 125, which is the same as the 124 working is installed in such a way that it can supply the entire still cold oil flow to the Heating in the W.T. 121 conducts, while the short-circuit line to the pump 108 is closed is. The exhaust flaps are set so that the entire exhaust gas flow through the bypass 119 for the fastest heating of the W.R. 111 flows Reaches the oil in the thermally insulated Container 100-the operating temperature of 90 to 1000 C, the thermostat closes 124 the suction line 122 and opens the suction line 123, so that the still cold oil is sucked from the larger non-thermally insulated container 101, whereby the Thermostat 125 still open the oil bypass to the W.T. '24 because the oil is still cold holds. This also heats up this oil from chamber 101. Since the pump 105 feeds the oil Conveys only into the container 100, but the pump 108 pumps the oil out of the container 101 sucks off, the slightly heated oil arrives after mixing with the operating temperature Oil in chamber 100 via the overflow 104 to chamber 101i thereby suffers the temperature of the oil reaching the engine when switching over the oil supply from the chamber 100 in chamber 101 no significant drop in temperature.

Finally, the mixed oil in 101 also has the operating temperature reached, the thermostat 125 closes the oil bypass line to the W.T. 121 and releases the short-circuit line to the pump 108. This is the heating of the oil (outside the engine) ended. At the same time, the exhaust flaps 120 close Exhaust gas bypass, controlled by temperature sensor 9 in the oil bath of chamber 101.

This prevents overheating of the W.T. 121 remaining residual oil avoided.

Since the chamber 100 is very well insulated against heat loss, wherein the partition 130 to the oil chamber 101 is still advantageously a heat insulating one Air layer 131 has in order to avoid heat conduction losses to the oil bath 101 as much as possible, the oil in chamber 100 cools down very slowly after the motor has been switched off, so that when the engine is restarted, the oil is still warm within 1 to 2 hours can. If the installation conditions permit, the oil container 100 can be equipped with a corresponding The overflow device can advantageously also be arranged above the container 101. This eliminates the insulating layer of air in the swish wall, as the one on the oil level Air resting in the container 101 also has a strong heat-insulating effect. A thermal insulation the oil pan 107 and the oil-carrying lines and the heat pipe connector between the evaporation and condensation zone (112 and 110) would also be favorable When the engine is restarted, the oil is either regulated according to the oil temperature conveyed from chamber 100 or 101, in the latter case at the corresponding oil temperature even without additional oil heating, as described in detail above.

Other possible combinations of the individual components as described here, for the same purpose, to shorten the warm-up phase of an internal combustion engine lead, are also within the meaning of this set out inventive proposals and thus covered with this registration: REFERENCES [1] oser " F .: About the behavior of vehicle gasoline engines, especially carburetor engines, when not at operating temperature and ways to improve exhaust emissions and fuel consumption in the warm-up phase.

VDI-Z progress reports, Series 6, No. 54, 1978.

[2] Hofmann, R .; Mayr B. and Schäfer, J .: Possibilities for reduction the fuel consumption of the car engine that is not at operating temperature.

VDI-Z progress reports, Series 12, No. 34, 1979.

c3] Moser, F .: Petrol parking heaters for motor vehicles: operating behavior, Energy and exhaust gas balance, ATZ, 81 (1979) 11, pp. 599 to 603.

Patent specifications: Eckert, Rolf: OS 27 13 153 Friedl, Reiner: OS 26 17 948 -Andrei-Alexandru, Marcel: OS 23 31 831 Gaggiano, Nicola; Forlai, Giorgio: OS 27 45 931 Reinshagen, Ernst Ewald: OS 1 948 216

Claims (1)

Claims method for shortening the warm-up time of Brennkraftma machines with at least one means for heat transfer between the exhaust pipe and Engine oil circuit and / or cooling water circuit, characterized in that as means at least one heat pipe or one heat exchanger is used. 2. Apparatus for performing the method according to claim 1, characterized characterized in that in the heat pipe an evaporation zone (3), in particular one after outside isolated transport zone (1) and a condensation zone (5) arranged one after the other is as well as with a radially permeable capillary structure inside the pipe (e.g. gutters, Net, helically wound wire), the inside of the condensation zone (5) flowing steam and outside the liquid flowing to the evaporation zone3), and that in particular for the longest possible maintenance of the Beriebsmittel- or engine temperature even after the engine has been switched off (in view of a renewed short warm-up) heat-insulating measures for the equipment or the engine are hit. 3 device in particular according to claim 2, characterized in that that the heat-absorbing part of the heat exchanger and in the special case of the heat pipe heat exchanger the heat pipe section (3) with evaporation zone in a controllable passage as well as closable bypass pipe (4) (temperature or time dependent) of the exhaust gas exhaust pipe an internal combustion engine or if appropriate precautions are taken to avoid it overheating of the operating medium oil or water lies directly in the exhaust pipe. 4. Apparatus according to claim 2 or 3, characterized in that the exhaust gas heat absorbing or emitting end of the exhaust gas equipment heat exchanger and in particular the evaporation zone (7) or the condensation zone (5) of the exhaust gas heat exchanger heat pipe (1) have rib surfaces (7) to enlarge the heat transfer surfaces and The condensation zone (5) is in the oil bath (14) of the crank pan, or on the suction side respectively. The pressure side of the oil pump (16) lies in an oil heat exchanger (57), (17a) directly in the suction line or in the pressure line, or in particular encloses the end faces of the oil pump (19) or the suction cup (27) or is connected to a filter or with odez Without an additional heat storage medium as an intermediate heat transfer medium (Fig. 4c) (or the exhaust gas itself) the entire oil pump or the air lines, the filter, or the suction strainer surrounds (flows around), or that the condensation zone (5) also advantageously (additionally) lies in the internal cooling circuit in the engine, or in a separate heat exchanger or container connected to the internal cooling circuit, or in the radiator. 5. Device according to one of claims 2 to 4, characterized in that the heat pipe section with transport zone (2) flexible ausaebilden and is heat-insulated and in particular outside half of the exhaust pipe or the oil pan and / or oil lines, a helically wound wire or a mesh or a grooved structure preferably serving as the capillary tube. 6. Device in particular according to one of the preceding claims, -characterized in that the exhaust gas equipment heat exchanger or the heat pipe exchanger in a bypass line, secondary line or return line of the main oil line or the cooling water line or the advantageous inner cooling water system. 7. Apparatus according to claim 6, characterized in that the oil bypass line (22) with the heat exchanger (21) is on the suction side of the oil pump and is advantageous has a separate suction cup (filter) in the oil pan. (Fig. 5) 8. Device according to claim 6 or 7, characterized in that the reversal of the oil from the oil bypass line to the main line after the end of the warm-up, i.e. after Reaching the oil operating temperature, controlled by a valve (e.g. 3/2-way valve) by a temperature sensor (9) in the oil bath or by a timer, or by an automatic thermostat takes place. (Fig. 5) 9. Device according to claim 8, characterized in that the control is electromagnetic or mechanical, e.g. via the intake manifold vacuum. 10. Device according to one of claims 6 to 9, characterized gekennzeicho net that the bypass line with the heat exchanger (21) on the pressure side of the oil pump is, the control of the oil branch from the main line by a 4/2-way valve (25) or the union of the branch with the main oil line by a 3/2-way valve (23) +19.0 or that when installing an exhaust gas bypass with lockable flaps the branching by a 3/2-way valve or by an automatic thermostat can take place, the valve at the union of the bypass line with the main line can be omitted. 11. Device according to one of claims 6 to 10, characterized in that that the heat exchanger (21) is installed in an oil bypass line on the pressure side of the pump the oil heated in the heat exchanger (21) in the oil bath is as close as possible to the squeegee (27) is returned. 12. Device according to one of claims 6-11, characterized in that that the heat exchanger (21) in the overpressure line behind the generally required Pressure relief valve (26) is installed, with between the pressure relief valve and the To be on the safe side, a thermostat (299) can be provided for the heat exchanger If the oil operating temperature exceeds the oil in the overpressure line upstream of the heat exchanger can flow back into the oil pan. 13. Device according to one of claims 6-12, characterized in 1 that a separate oil return line (28a) is provided for the heat exchanger (21) which is advantageously controlled by an automatic thermostat (30) (or by a Valve that is electromagnetically or mechanically operated and controlled by the oil temperature in the oil pan or controlled by a timer) after reaching the oil operating temperature is closed. in particular 14. device / according to one of the preceding claims, characterized in that a funnel-shaped insert (31) in the oil pan (14) collects the entire amount of oil flowing back from the engine ("collecting funnel") and the Recirculated smaller portion of the remaining portion below the funnel larger amount of cold oil (33) separates, with the circulated Ulpart amount as possible is returned close to the suction cup (27), so that initially during the first warm-up phase only a partial amount is circulated and thus quickly heated up. 15. The device according to claim 14, characterized in that the funnel-shaped insert (31) at its lower has steep un 'conically tapering part bores (36). so that the warmed up in the meantime Kaltol underneath the insert quickly 'over the holes in the funnel uid so that you can get to the suction cup. 16. Device, in particular according to one of the other claims, characterized characterized in that the oil pan (14) or the engine at a certain distance is surrounded by a heat-insulating housing (38), provided with flaps or Blinds (39) are advantageous on the front and back as seen in the direction of travel of the housing, so that the oil pan or the motor is provided when the flaps are open with cooling fins (37), are well cooled by the airflow or the surrounding air. 17. The device according to claim 16, characterized in that the Flaps or blinds (39) depending on the motor or Ambient temperature a bimetal or, depending on the oil temperature, a temperature sensor (9) e.g. be controlled in the oil pan, after reaching the oil operating temperature open the flaps or close them when the engine (or ignition) is switched off, whereby the actuation of the flaps is electromagnetic or mechanical, e.g. via a Expansion element, a bimetal or can take place via the suction pipe negative pressure. 18. Device according to one of the preceding claims, characterized in that that the (heat-absorbing part of the) exhaust gas oil heat exchanger and in particular as Heat pipe formed, is located directly in the exhaust pipe, with an exhaust gas bypass, the one Flap control makes it necessary to open or close, is omitted. / characterized / 19. Device, in particular according to one of the preceding claims / characterized in that a "cooling heat pipe" is used as overheating protection in the bl (water) bath (or in any medium) (Fig. 11a), its heat transfer medium in the heat pipe only in the area of the permissible oil) operating temperature or a specified medium temperature, i.e. its evaporation zone in the bl (water) bath or the excess heat of the oil (water) or of the medium, after the end of the engine warm-up phase and via the advantageously ribbed condensation zone outside the oil bath (water bath) (41) releases to the environment or to the airstream or to another medium. Device according to one of the preceding claims, characterized in e-20, kQ nnzeic net that the oil pan in a small thermally insulated chamber (43) and a adjacent, larger, non-thermally insulated chamber, advantageously provided with cooling fins (44) is subdivided, with the total return flow of oil from the engine in the smaller thermally insulated Chamber (43) takes place. 20a device, in particular according to claim 20, characterized in that the two chambers or containers (43, 44) filled with oil (or any media) are connected by a heat pipe according to (52) or the same as a partition wall in such a way that suitable choice of a heat transfer medium enclosed in the heat pipe (52) with a corresponding boiling point - the oil (or the medium) in chamber (44) first after reaching the operating temperature of the oil (or the required temperature of any medium) in the chamber (43) is heated (principle of "charging" and "Discharge" of a heat accumulator divided into individual chambersN). 21. Device according to claims 20,20a, characterized in that in the 1st part of the warm-up phase, the oil from the heat-insulated comb through the heat-emitting side of the AbRas oil heat exchanger and especially when using the Heat pipe is heated by the condensation zone (48) of the heat pipe (49), is sucked in, whereby after reaching the oil operating temperature an automatic thermostat (47) in the oil suction line closes the suction line to the heat-insulated chamber (43) and the suction line to the non-heat-insulated chamber (44 ) opens, at the same time the heat pipe (52) connecting the two chambers transfers the excess heat from the thermally insulated chamber (43) to the other chamber (44), which is achieved by appropriate selection of the boiling point of the heat carrier enclosed in the heat pipe (52). 22. Device according to claim 20, 20a or 21, characterized in that that in place of the thermostat (47) a valve is used, which is in the thermally insulated chamber (43) or temperature sensor built into the chamber (44) (9) on reaching the oil operating temperature in (439 or in (44) on the suction line the non-thermally insulated chamber (44) switches over, so that the oil is now out of chamber (44) is funded. 23. Device according to one of claims 48 -22, characterized in that a "cooling heat pipe" (53) the non-heat-insulated chamber (44) is used, which after reaching the oil Operating temperature in (44) the excess heat of the . Khtasse / s) Olsan the Environment to the outside or to the airflow or to the cooling water (made possible by a suitable choice of the heat carrier in the heat pipe (53) with the corresponding boiling point). 24. Device according to one of the preceding claims, characterized in that as an exhaust gas oil heat exchanger (or similarly as an exhaust gas water heat exchanger) a so-called. "temperature-stabilized heat pipe" (54) is used, its condensation zone is variable, with a part z. B. lies directly in the oil bath of the oil pan and the other advantageously also ribbed part (59) protrudes from the oil pan and for cooling is advantageously in the airstream by the heat pipe with a gas reservoir (55) ends, which is filled with noble gas, so that with a variable heat flow supply (variable Heat flux density) on the evaporation side (56) of the heat pipe (ski) in the exhaust pipe due to the variable vapor pressure in the heat pipe, a correspondingly variable heat-emitting condensation zone sets, whereby in all engine operating conditions an approximately constant temperature in the condensation zone, d. H. in an oil bath (58) adjusts. 25. Device according to one of the preceding claims, characterized in that that between the gas reservoir and the condensation zone of the heat pipe there is an expandable tubular element or a tubular bellows (6o) is installed, which through mechanical intervention a certain Adjustment of the working temperature of the heat pipe allowed. 26. Device according to one of claims 18-25, characterized in that that the exhaust gas equipment heat exchanger or the heat pipe (61), its condensation zone z. B. the oil bath (62), e.g. B. heats up in the crankcase, outside the oil bath second, separate "cooling heat pipe" (63) is connected downstream, which is the end of the 1. Heat pipe (61) encloses with the most intimate touch contact, so that when a certain temperature is exceeded on the condensation zone of the 1st Heat pipe to evaporate the heat transfer medium in t'Kühlwärmerohr "(63) begins and thus the excess heat of the oil over the ribbed ondensationszone (64) gives off to the environment or the airstream. 27. Device according to one of claims 18-26, characterized in that the exhaust-gas-oil (water) heat exchanger (67) or the operating-medium-carrying means as overheating protection of the operating medium Lines (66) or the oil pan (14 in Fig. 16) itself thereby so-called. "Cooling heat pipes (67r70,71r74) are in the most intimate physical contact, for example, are enclosed in a ring, so that when the operating temperature is exceeded the operating fluids (oil, water) flowing in the pipe, for example, in the heat pipe The heat transfer medium located begins to evaporate, thus reducing the excess heat of the equipment via the one located in the immediate vicinity or from another Coolant flowed around, advantageously finned condensation zone (68,69,72,74,75) a cooling medium e.g. B. dissipate to the wind. 28. Device in particular according to one of the preceding claims, characterized in that a combined exhaust gas-oil-water heat exchanger and im specially designed as a heat pipe heat exchanger, is used in which the (Inner) heat exchanger (78) for heating z. B. the oil from a second z. B. water-bearing heat exchanger (79) is enclosed or both are adjacent to each other, so that in particular the overheating z. B. the oil to the surrounding or adjacent Cooling water over a ribbed wall (84) (to enlarge the heat exchange surfaces) with appropriate deflection devices (85) of the material flows (to improve the Heat transfer) is released, the cooling water temperature in turn by Cooler and fan and possibly. z. B. through a cooling heat pipe (86), which the water tank (79) encloses or penetrates or adjoins it. 29. The device according to claim 28, characterized in that between a heat pipe (87a) is connected to the 1st and 2nd heat exchangers (78 and 79) (Fig. 17c.), whose heat carrier only then evaporates and thus the heat transport between the 1st and 2nd equipment is only produced after the equipment in the 1st heat exchanger, E.g. the oil has reached its operating temperature, so that the heating of the 2nd Equipment after the heating of the 1st equipment and then only takes place by the excess heat of the 1st equipment. 29a. Device according to claims 28, 29, characterized in that that the combined exhaust gas / oil / water heat exchanger in 2 adjacent oil or. water-flowing Chambers (78.79 in Fig. 17d) is divided by an exhaust-gas heated, temperature-stabilized Heat pipe (54) with noble gas reservoir (55) at the other end according to the heat supply be heated differently on the exhaust gas side (see also claim 24), whereby 7 lower Heat flux densities of the heat pipe t4) predominantly - the oil in the first chamber (78), and in the case of a larger heat flow, additionally through the enlarged condensation zone Due to the increased steam pressure in the heat pipe, the cooling water flow in the 2nd chamber (79) is heated. 30. Device according to claim 28 or 29 or 29a, characterized in that that the heating of both resources, oil and water, each by a separate one Exhaust gas equipment heat exchangers, which are used in particular as heat pipes (77, 88 in Fig. 18) are formed, whereby both operating media through the exhaust gas at the same time be heated, but z. B. the exhaust-water heat exchanger (89) the exhaust-oil heat exchanger (78) surrounds the oil so that its excess heat is also transferred to the cooling water can, since the temperature of the'Wassers in turn by appropriate measures, such as is limited by coolers and fans, and / or taking care of any possible overheating to avoid the heat-absorbing part of the exhaust gas equipment heat exchanger advantageous is placed in an exhaust gas bypass controlled by flaps. 31.Vorrichtung according to any one of claims 28-30, characterized in that that the exhaust gas or the water or the oil flow tangentially into the heat exchanger are introduced (Fig. 17, 1o), so that a corresponding swirl flow of this Material flows are generated, supported by appropriate swirl or helical shape trained UmleUk devices (e.g. 83i85) in the heat exchanger, so that a good To achieve heat transfer between the individual heat transfer media. 32. Device according to one of the preceding claims, characterized characterized in that after reaching the operating temperature of the equipment (e.g. oil and / or water) the heating of the equipment through a heat pipe thereby is stopped that the steam flow in the heat pipe from the evaporation to the condensation zone by a shut-off valve (89 in Fig. 19a) or a throttle valve (93 in Fig. 19b) is prevented, with the droSselung depending on the operating fluid temperature is controlled. 33. Apparatus according to claim 32, characterized in that the Throttling of the steam sirome in the transport zone of the heat pipe by the temperature-dependent Expansion of a liquid or gaseous medium in a vessel (88) or through an expansion element, which is located in the equipment (14) itself, takes place, by, for example, a throttle piston (89) at a certain operating fluid temperature escape a spring force (90) the valve (89) in the heat pipe closes and the steam flow shuts off, or that a throttle valve rotatably mounted in the heat pipe, analogous to (93), z. B. controlled depending on the temperature via the temperature sensor (9) in the operating medium bath (14), interrupts the flow of steam. 34. Apparatus according to claim 32 or 35, characterized in that that the steam and the condensate return flow of the heat pipe in spatially separate Lines flows (Fig. 19b), whereby one or the other material flow, so z. B. the Steam flow in (92) via a throttle valve (93) depending on the temperature of the operating medium, e.g. controlled by the temperature sensor (9), or depending on the warm-up time throttled and thus the heat transport within the heat pipe for heating up Equipment can be prevented. 35. Device in particular after. one of the preceding claims, gekennzeichniet that in the exhaust gas bypass exhaust flaps to close the bypass after reaching the operating medium temperature can be omitted by fluidic Measures are taken (Fig.20,21) in such a way that with small and medium-sized Exhaust gas velocities, i.e. during the engine warm-up at partial load, the exhaust gas flow is automatically diverted into the exhaust gas bypass (96, 99), in which the heat-absorbing Part of the exhaust gas equipment heat exchanger, i.e. the condensation zone in the heat pipe (97) lies, while at higher gas velocities the exhaust gas flow in the exhaust main pipe without Heat dissipation to the heat pipe remains (95) or flows (96). 36.Vorrichtung according to claim 35, characterized in that the Main exhaust pipe (95) has bores (94) on the circumference, so that at low gas velocities a large part of the exhaust gas flow from the inner tube (95) through the bores (94) in the outer annular space (96) surrounding the inner tube flows out and thereby the heat exchanger (97) located therein, which is advantageous for good heat absorption is provided with a twist-shaped lining, flows around and heats up. 37. Apparatus according to claim 35, characterized in that before the Junction point of the exhaust gas bypass (99) from the main exhaust pipe (96 in FIG. 21), which is advantageous has a rectangular cross-section, a guide device (98), for example with a wing-like Profile is installed in such a way that the replacement at low exhaust gas velocities the gas flow along the "airfoil" early on, e.g. in the middle of the "wing" takes place (detachment Sepunkt A), so that by detaching the gas flow the main exhaust gas flow reaches the bypass (99) with heat generation and the heat exchanger there <97) aurheiat, whereas at higher gas velocities, i.e. after exceeding the "critical Reynolds number" the gas flow along the flows through the entire wall of the airfoil-like guide device (98), i.e. rests, so that the exhaust gas flow is directed substantially into the main exhaust pipe (96), whereby the heat exchanger (97) in the exhaust gas bypass (99) does not heat up. 38. Device according to one of claims 35, 37, characterized in that that the deflection of the gas flow into the main exhaust pipe with increasing gas temperature thereby supported or strengthened that the guide device is at the appropriate Design (choice of material and construction) with increasing yes temperatures and / or heating in the gas stream expands in such a way that they intensify in the Dimensions bends so that the exhaust gas safely enters the main exhaust pipe at higher gas temperatures (96) arrives and thus bypasses the bypass (99). 39. Device in particular according to one of the preceding claims, characterized in that the oil in the oil pan (106) is the same as in the so-called dry sump lubrication initially by a separate oil pump, which is advantageously located below the sump (105) is pumped into a separate oil container, which is, however, advantageously in two Chambers is divided into a smaller thermally insulated chamber (ion) and an adjoining one chamber (101) advantageously provided with cooling fins (117), the oil being fed through a second oil pump (108) from one of these chambers or one after the other from one of them is pumped from the other chamber and then to the lubrication points of the engine to get. 40. Apparatus according to claim 39, characterized in that in one oil chamber and advantageously in the upper part of the smaller thermally insulated chamber (100) the heat-emitting part of the heat exchanger or in particular the finned condensation zone (110) of the Heat pipe 4111), the heat-absorbing part or the evaporation zone (112) can lie directly in the exhaust gas flow of the exhaust pipe (113). 41. Apparatus according to claim 39, - 40, characterized in that the oil pump (105) delivering from the oil pan (107) has a significantly larger oil flow and although advantageously only delivers into the chamber (100) than the pump (108) sucks off from there (30 to 50% higher flow rate), so that during the first few minutes of warm-up the oil level in the chamber (100) rises rapidly, causing the exhaust gas heat exchanger (111) and especially (110) is fully immersed in the oil bath and thus heats it up. 42. Device according to one of claims 39-41, characterized in that that in the partition (103) of the two chambers (100) and (101) an overflow (104) is provided so that the oil level in the thermally insulated chamber (100) has a maximum Height does not exceed (mirror surface il-il). 43. Device according to one of claims 39-42, characterized in that that a thermostat (109) is installed in the side wall of the smaller chamber (100) and also a thermostat in the partition (103) of the two chambers (100) and (101) (102) is located, with the warm-up after reaching the operating temperature (from 90 - 1200 C) in the small chamber (lot) open both thermostats so that on the one hand the partial oil volume between the mirror surfaces II-II to I-I via the thermostat (1o9) flows back into the oil pan (107) and on the other hand through the thermostat (102) a certain temperature equalization between the hot and the still cold oil bath in (100) and (101) takes place, whereby the lowering of the oil level from II-II to the level level I-I in the chamber (loo) the heat-emitting part (110) of the heat exchanger emerges from the oil bath, which prevents further substantial oil heating will. 44. Device according to one of claims 9-49, characterized in that that in the oil bath of the chamber (101) a cooling device is provided, which - e.g. as Heat pipe (118) formed - after reaching the oil operating temperature, the excess heat gives off to the environment or to the airstream, by the heat transfer medium in this example begins to evaporate in the heat pipe (118) at oil operating temperature (analogous to claim 19, 2?) 45. Device according to one of Claims 39-44, characterized in that the oil supply into the smaller chamber (100) is introduced so that the Ölstrghl in the direction of the thermostat (102), so that hot oil and while the thermostat is open for the purpose of good oil mixing or for the purpose of temperature compensation the hot oil jet enters the still cold oil bath of the chamber (ion). 46. Device according to one of claims 39-45, characterized in that that in the oil bath the? smaller chamber (100) a deflection device (114) is provided in this way is that the oil flow supplied by the oil pump (105) is not yet at operating temperature is passed along the heat exchanger (110) to heat it. 47. Device according to one of claims 39-46, characterized in that that a thermostat (116) is built into the pressure line of the first oil pump (105) is that after the oil operating temperature has been reached, the oil is fed into the small chamber (ion) and the line to the chamber (lol) is released. 48. Device according to one of the preceding claims, characterized in that that the heat-emitting part of the exhaust gas operating medium heat exchanger (121 in Fig. 23) and in particular the condensation zone (110) of the heat pipe heat exchanger (111) is outside the oil chamber (100), and the heat-absorbing part of the heat exchanger or the evaporation zone (112) of the heat pipe (111) advantageously in one through Exhaust flaps (120) controlled exhaust gas bypass (119) or possibly directly in the exhaust gas flow lies. 49. Device according to one of claims 39 to 48, characterized in that that the oil pump (105) sucking oil out of the oil pan (107) has a somewhat larger flow of oil promotes into the chamber (100) as the pump (108) sucks from there, so that during the first warm-up phase, the oil level in chamber (100) rises somewhat, and that a Overflow (104) in the partition (130) of the two chambers (100) and (101) for one Connection of both chambers ensures. (Figc 23) 50. Device according to one of the preceding Claims, characterized in that the partition (130) between the two chambers (100) and (101) advantageously from a double wall with regard to good thermal insulation with an enclosed air layer (131). 51. Device according to one of claims 48 to 50, characterized in that that in the suction line of the pump (108) a thermostat (124) or one of the oil temperature A dependently controlled valve is installed which, depending on the position, allows to pump out the oil either from the thermally insulated chamber (100) or from the chamber (101). 52. Device according to one of claims 48 to 51, characterized in that after the thermostat or valve (124) Another thermostat (125) installed tar only releases the oil bypass line to the exhaust gas operating medium heat exchanger (121) when the oil is not at operating temperature and when the oil operating temperature is reached, the oil only passes through the short-circuit line directly to the pump (108). 53. Device according to one of claims 48 to 52, characterized in that that while the oil is warming up, the thermostat (124) is placed in the suction line of the pump (108) so that the oil only comes from the heat-insulated Chamber (100) is pumped out via the suction line (122) and via the thermostat (125) for heating in the advantageously combined exhaust gas oil water heat exchanger (121) and in particular enters the heat pipe heat exchanger of an oil bypass line. 54. Device according to one of claims 48 to 53, characterized in that that when the oil in the chamber (100) has reached its operating temperature, the Thermostat (124) closes the suction line (122) of the chamber (100) and the suction line (123) the 'chamber (101) opens, so that now the still cold oil from the chamber (101) reaches the heat exchanger (121) via the thermostat (125). 55. Device according to one of claims 48 to 54, characterized qe Indicates that when the oil overflowing from chamber (100) \ into chamber (101) has also reached its operating temperature, the thermostat (125> the oil bypass line to the heat exchanger (121) closes so that the oil can be heated without further heating flows directly via the short-circuit line to the oil pump (108). 56. Device according to one of the preceding claims, characterized in that that the exhaust gas heat exchanger (121) is installed on the pressure side of the pump (121 '), an upstream thermostat (128) or a valve that is controlled by the temperature sensor (129) is controlled, the oil e.g. alternatively via three possible lines to the Lubricating points of the engine conducts, in fact at low temperatures for oil heating via the heat exchanger (121 '), after reaching the operating temperature via the short-circuit line and at an impermissibly high temperature via a cooling device (127). 57. Device according to one of the preceding claims, characterized characterized in that the oil chamber (101) above and below the thermally insulated Oil chamber (100) is attached, so that the double-walled heat-insulating partition (131) does not apply because the air layer in chamber (100) above the oil level or (101) itself has a heat-insulating effect.