DE102015216136A1 - Internal combustion engine with after-cooling - Google Patents

Abstract

The invention relates to an internal combustion engine having at least one liquid cooling system (1), which is equipped to form a cooling circuit (1a) with a pump (4) for conveying the coolant, wherein at least one liquid-cooled component (3), which in an out-of-service internal combustion engine Follow-up cooling requires, via supply line (5) in the cooling circuit (1a) is integrated. It is intended to provide an internal combustion engine of the type mentioned, in which the after-cooling of the at least one liquid-cooled component (3), which requires cooling when the internal combustion engine is out of operation, is optimized. This is achieved with an internal combustion engine of the type mentioned above, which is characterized in that a storage container (7) is provided, which via connecting line (6) with the cooling circuit (1a) is at least connectable, wherein - the connecting line (6) under training a node (6a) upstream of a liquid-cooled component (3) in the supply line (5) opens, and - between the node (6a) and the storage container (7) at least one flow-regulating element (8) in the connecting line (6) is arranged.

Description

The invention relates to an internal combustion engine with at least one liquid cooling, which is equipped to form a cooling circuit with a pump for conveying the coolant, wherein at least one liquid-cooled component, which requires a follow-up cooling when the internal combustion engine is out of operation, is integrated via supply line in the cooling circuit.

In the context of the present invention, the term internal combustion engine includes in particular gasoline engines, but also diesel engines and hybrid internal combustion engines, which use a hybrid combustion process, as well as hybrid drives, which in addition to the internal combustion engine comprise an electric motor which can be electrically connected to the internal combustion engine, which receives power from the internal combustion engine or as an additional auxiliary drive additionally delivers power.

Internal combustion engines have at least one cylinder head and a cylinder block, which are connected to form the individual cylinders. The cylinder head is used regularly to accommodate the valve train. The cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes and often serves as the upper crankcase half for supporting the crankshaft.

The crankshaft mounted in the crankcase receives the connecting rod forces, wherein the oscillating stroke movement of the piston is transformed into a rotating rotational movement of the crankshaft. The crankcase is supplemented by the lower half of the crankcase, which can be mounted on the upper crankcase half and serves as an oil sump. For receiving and supporting the crankshaft at least two bearings are provided in the crankcase, which are usually made in two parts and each include a bearing saddle and connectable to the bearing saddle bearing cap. The bearings are usually lubricated with engine oil, i. Lubricating oil supplied, so that ideally forms with rotating crankshaft - as a plain bearing - a viable lubricating film.

To supply the bearings with oil, a pump for delivering engine oil to the at least two bearings is provided, the pump via oil circuit a main oil gallery, supplied by the channels to the at least two camps, supplied with engine oil. The pump is supplied in the prior art via suction, which leads from an oil pan to the pump, derived from the oil pan engine oil and has a sufficiently large flow rate, i. ensure a sufficiently high delivery volume, and ensure a sufficiently high oil pressure in the oil circuit.

To keep the thermal load of an internal combustion engine within limits, liquid cooling is increasingly often provided, which is also referred to below as engine cooling. In principle, it is also possible to carry out the cooling in the form of an air cooling. Since, however, much larger amounts of heat can be dissipated with liquid cooling, internal combustion engines are preferably equipped with liquid cooling.

The formation of an engine cooling system requires the equipment of the at least one cylinder head and / or the cylinder block with at least one coolant jacket, i. the arrangement of the coolant through the cylinder head or cylinder block leading coolant channels, which causes a complex structure. In this case, the mechanically and thermally highly stressed cylinder head or block is weakened by the introduction of the coolant channels on the one hand in its strength. On the other hand, the heat does not have to be conducted to the surface, as in the case of air cooling, so that it can be removed. The heat is already delivered to the coolant inside the cylinder head or block. The coolant is thereby conveyed by means of a pump arranged in the cooling circuit, which is usually driven mechanically by means of traction drive, so that it circulates. The heat given off to the coolant is removed in this way from the interior of the cylinder head or block and removed from the coolant in a heat exchanger again. In a particular case, a venting container provided in the cooling circuit serves to vent the coolant or the circuit. As a coolant, a water-glycol mixture is usually used. In principle, however, any liquid can be used; for example, engine oil.

The internal combustion engine, which is the subject of the present invention, has at least one liquid cooling or via an engine cooling system.

Fluid-cooled components of the internal combustion engine, which are integrated into the cooling circuit of a liquid cooling system by means of a supply line, and prove problematic when the internal combustion engine is out of operation, are problematic. deactivated coolant pump, require a follow-up cooling; For example, a purpose of charging the internal combustion engine provided exhaust gas turbocharger or its liquid-cooled bearing housing. In the following, this problem is discussed in more detail using the example of a liquid-cooled bearing housing of an exhaust gas turbocharger.

In the prior art, internal combustion engines are being charged increasingly frequently, the charge being primarily a method of increasing performance by compressing the air required for the engine combustion process.

As a rule, an exhaust gas turbocharger is used for the supercharging, in which a compressor and a turbine are arranged on the same shaft. The hot exhaust gas flow is supplied to the turbine and relaxes in the turbine with energy release, whereby the shaft mounted in a bearing housing is rotated. The energy emitted by the exhaust gas flow to the turbine and finally to the shaft is used to drive the compressor, which is also arranged on the shaft. The compressor promotes and compresses the charge air supplied to it, whereby a charge of the cylinder or the internal combustion engine is achieved.

A supercharged internal combustion engine is thermally loaded higher than a conventional naturally aspirated engine due to the increased mean pressure and therefore also requires increased cooling requirements, which is why increasingly supercharged internal combustion engines are increasingly being equipped with engine cooling.

The turbine of an exhaust gas turbocharger is - like the internal combustion engine itself - also subjected to high thermal loads. As a result, the turbine housing according to the prior art is made of temperature-resistant, frequently nickel-containing material or has to be provided with cooling in order to be able to use less temperature-resistant materials.

The latter leads to considerable cost advantages. The EP 1 384 857 A2 and the German Offenlegungsschrift DE 10 2008 011 257 A1 describe liquid-cooled turbines or turbine housings.

The hot exhaust gas of the supercharged internal combustion engine also leads to a high thermal load of the bearing housing and consequently the bearing of the supercharger shaft. This is a correspondingly high heat input in the bearing for lubrication oil supplied connected. Due to the high speed of the loader shaft, the bearing is usually not designed as a rolling bearing but as a slide bearing. Due to the relative movement between the shaft and the bearing housing, a viable hydrodynamic lubricant film is formed between the shaft and the bearing bore.

The oil should not exceed a maximum allowable temperature, since the viscosity decreases with increasing temperature and the friction behavior deteriorates when a certain temperature is exceeded. Too high an oil temperature also accelerates the aging of the oil, which also worsens the lubricating properties of the oil. Both shorten the maintenance intervals for the oil change and can endanger the proper functioning of the bearing, even irreversible destruction of the bearing and thus of the turbocharger is possible.

For the reasons mentioned above, the bearing housing of a turbocharger according to the prior art is often equipped with a liquid cooling. It is to distinguish between the liquid cooling of the bearing housing and the above-mentioned liquid cooling of the turbine housing and the engine cooling. Nonetheless, these liquid coolings may communicate with each other, possibly even temporarily. be connected to each other, so that the cooling parts, for example, share a common pump for conveying the coolant.

The oil supply, i. the oil lubrication of the loader shaft is as such also a liquid cooling, because by the supply of the bearing of the loader shaft with oil or the promotion of lubricating oil through the bearing already takes place a cooling of the bearing or of the bearing housing by means of liquid instead and in the present case by means of a special Liquid, namely oil.

In contrast to the engine cooling or cooling of the turbine housing, the cooling of the bearing housing or the bearing of the supercharger shaft, even when the vehicle is parked, i. shut down internal combustion engine to be maintained at least for a certain period of time after switching off the internal combustion engine to avoid irreversible damage due to thermal overload safely. Thus, the bearing housing or the bearing of the supercharger shaft is a liquid-cooled component, which requires an after-running cooling when the internal combustion engine is out of operation.

This can be accomplished in principle by an additional, electrically operated pump, which is supplied for example by the on-board battery, with the engine switched off coolant via supply line through the bearing housing promotes or oil through the bearing of the supercharger shaft and thus cooling of the bearing housing and the bearing also ensured when the internal combustion engine is out of service. However, the provision of an additional pump is a relatively expensive measure.

From the prior art, concepts are also known which do without an additional pump. The German patent DE 34 07 521 C1 describes such a liquid cooling system for a supercharged internal combustion engine. In this case, a riser is placed through the bearing housing of the exhaust gas turbocharger, which acts as a supply line and leads starting from the cooling circuit of the engine cooling through the bearing housing to a vent tank. The promotion of the coolant when the internal combustion engine is switched off by the so-called thermosiphon effect, which is based essentially on two mechanisms.

Due to the - even with the internal combustion engine - continued heat input from the heated bearing housing in the coolant located in the riser, the coolant temperature increases, whereby the density of the coolant decreases and the volume consumed by the coolant increases. Overheating of the coolant may also result in partial vaporization of coolant, so that coolant passes into the gas phase. In both cases, the coolant occupies a larger volume, eventually displacing further refrigerant toward the vent vessel, i. is promoted.

However, the formation of the cooling of the bearing housing using a riser and utilizing the thermosiphon effect does not lead to a needs-based supply of the bearing housing with coolant, which brings disadvantages.

Without further measures, even after a cold start during the warm-up phase coolant is conveyed via riser through the bearing housing in the breather, although at this time no cooling of the bearing is required. The unwanted coolant delivery also counteracts the desired rapid warming of the internal combustion engine. For the reasons mentioned above sees the DE 34 07 521 C1 in the riser between the bearing housing and vent a solenoid valve before, which is opened only when the engine is out of service or is open. In addition, the bearing housing during the warm-up phase of the internal combustion engine by means of thermostatic valve is separated from the actual engine cooling, to prevent that during warming cold coolant from the bearing housing is added to the cooling circuit of the internal combustion engine and thus the warm-up is delayed.

In view of the above, it is the object of the present invention to provide an internal combustion engine according to the preamble of claim 1, in which the follow-up cooling of the at least one liquid-cooled component, which requires cooling when the engine is out of operation, is optimized, in particular with regard to costs and needs-based cooling.

• – die Verbindungsleitung unter Ausbildung eines Knotenpunktes stromaufwärts eines flüssigkeitsgekühlten Bauteils in die Versorgungsleitung mündet, und
• – zwischen dem Knotenpunkt und dem Speicherbehältnis mindestens ein durchflussregulierendes Element in der Verbindungsleitung angeordnet ist.

This object is achieved by an internal combustion engine having at least one liquid cooling, which is equipped to form a cooling circuit with a pump for delivering the coolant, wherein at least one liquid-cooled component, which requires a trailing cooling when the internal combustion engine is out of operation, is integrated via supply line in the cooling circuit , and which is characterized in that a storage container is provided, which is at least connectable via connection line with the cooling circuit, wherein

• - The connecting line opens to form a node upstream of a liquid-cooled component in the supply line, and
• - Between the node and the storage container at least one flow-regulating element is arranged in the connecting line.

According to the invention, a storage container is integrated into the cooling circuit by means of a connecting line, which supplies the at least one liquid-cooled component which requires a follow-up cooling system with coolant when the internal combustion engine is out of operation and thus ensures cooling or after-cooling of the at least one component.

An unwanted cooling of the component after a cold start of the engine or during the warm-up phase is omitted, since the storage container empties itself when switching off the engine and at a restart or start first using the pump via connecting line must be filled with coolant again or to fill.

So that the pressure of the coolant in the cooling circuit after a start of the internal combustion engine as fast as possible, i. with only a slight delay, can rebuild and the coolant circulates, at least one flow-regulating element is provided in the connecting line to the storage container, with which the filling of the storage container at the start of the internal combustion engine is delayed. Omitting the flow-regulating element would result in unimpeded rapid filling of the container, which is why the pressure in the cooling circuit during start-up of the internal combustion engine is slow, i. would build up with a greater delay, because the filling of the storage container would counteract or counteract a rapid increase in pressure in the circuit, which is generally sought.

Compared to conventional embodiments without a storage container, the phase of pressure build-up in the refrigeration cycle is due to the use of a flow-regulating element but only slightly prolonged. A flow-regulating element impedes the passage of coolant regularly by reducing the flow cross-section or reducing the coolant throughput.

When switching off the internal combustion engine, the pressure in the cooling circuit gradually decreases as a result of stationary coolant pump and thus also the pressure in the storage container, which corresponds to the pressure in the cooling circuit substantially or corresponds. The storage container empties under pressure decrease and ensures a sufficiently long-lasting after-cooling of the at least one liquid-cooled component, which requires this follow-up cooling.

As flow-regulating elements, automatically controlling elements are used according to the invention which regulate, reduce and delay the coolant throughput without control and additional energy requirement, for example a throttle or orifice.

The cost of an additional, electrically operated pump or the cost of a solenoid valve and a thermostatic valve, which are required for the needs-based use of the thermosiphon effect, accounts for these components.

The internal combustion engine according to the invention thus solves the problem underlying the invention, namely to provide an internal combustion engine according to the preamble of claim 1, in which the follow-up cooling of the at least one liquid-cooled component, which requires cooling when the internal combustion engine is out of operation, is optimized, in particular with regard to costs and a needs-based cooling.

The at least one liquid-cooled component is supplied to the internal combustion engine by means of connection line with coolant from the storage container, wherein the connecting line opens to form a node upstream of the liquid-cooled component in the supply line.

Further advantageous embodiments of the internal combustion engine are discussed in connection with the subclaims.

Embodiments of the internal combustion engine in which at least one exhaust-gas turbocharger is provided for charging the internal combustion engine, in which a compressor and a turbine are arranged on the same shaft, are advantageous.

The advantage of an exhaust gas turbocharger, for example in comparison to a mechanical supercharger, is that no mechanical connection is required for transmitting power between the supercharger and the internal combustion engine. While a mechanical supercharger obtains the energy required for its drive completely from the internal combustion engine and thus reduces the power provided and thus adversely affects the efficiency, the exhaust gas turbocharger uses the exhaust gas energy of the hot exhaust gases.

Charged internal combustion engines are often equipped with a charge air cooling, with which the compressed combustion air is cooled before entering the cylinder. As a result, the density of the charge air supplied continues to increase. The cooling also contributes in this way to a compression and better filling of the cylinder.

The charge is a suitable means to increase the capacity of an internal combustion engine with unchanged displacement, or to reduce the displacement at the same power. In any case, the charging leads to an increase in space performance and a lower power mass. If the cubic capacity is reduced, the load spectrum can be shifted to higher loads at the same vehicle boundary conditions, where the specific fuel consumption is lower.

The interpretation of the turbocharger turbocharger is difficult, with basically a noticeable increase in performance in all speed ranges is sought. In the prior art, a strong torque drop is often observed when falling below a certain speed. The torque characteristic of a supercharged internal combustion engine is attempted to be improved by different measures according to the prior art, for example by providing a plurality of superchargers - exhaust gas turbocharger and / or mechanical supercharger - parallel and / or arranged in series in Abgasabführsystem.

Embodiments of the internal combustion engine in which the at least one exhaust-gas turbocharger is the at least one liquid-cooled component which requires overrun cooling when the internal combustion engine is out of operation are advantageous.

In this context, embodiments of the internal combustion engine in which the shaft of the at least one exhaust gas turbocharger is rotatably mounted in a liquid-cooled bearing housing are advantageous, wherein the bearing housing is equipped with at least one coolant jacket to form a cooling, which is integrated into the cooling circuit of the at least one liquid cooling. The supply line then leads to the liquid-cooled bearing housing or through the liquid-cooled bearing housing therethrough.

Embodiments of the internal combustion engine in which the shaft of the at least one exhaust gas turbocharger is rotatable and lubricated by means of oil lubrication in a bearing housing are also advantageous in connection with an exhaust gas turbocharger, the oil lubrication also acting as liquid cooling and representing liquid cooling of the internal combustion engine.

Embodiments of the internal combustion engine may also be advantageous in which an exhaust manifold integrated in the at least one liquid-cooled cylinder head is the at least one liquid-cooled component which requires overrun cooling when the internal combustion engine is out of operation.

In internal combustion engines having at least two cylinders, in which each cylinder has at least one outlet opening for discharging the exhaust gases from the cylinder and each outlet opening adjoins an exhaust pipe, namely embodiments are advantageous in which the exhaust pipes of at least two cylinders to form at least one exhaust manifold within of the cylinder head to at least one total exhaust line merge.

By merging the exhaust pipes within the cylinder head, the total travel distance of the exhaust pipes decreases and the line volume of the Abgasabführsystems decreases. The merging of the exhaust pipes within the cylinder head allows a tight packaging of the drive unit.

Advantages arise in the exhaust turbocharger, since the turbine can be arranged close to the engine, whereby the exhaust enthalpy of the hot exhaust gases, which is largely determined by the exhaust pressure and the exhaust gas temperature can be optimally used and a quick response of the turbine or the turbocharger is guaranteed. Furthermore, the path of the hot exhaust gases to the various exhaust aftertreatment systems is short, which the exhaust gases little time to cool down and the exhaust aftertreatment quickly reach their operating temperature or light-off, especially after a cold start of the engine.

In addition, the at least one manifold due to the cooling of the cylinder head can be made of less thermally resilient materials, resulting in cost advantages.

Embodiments of the internal combustion engine in which a bypass line is provided in order to bypass the at least one flow-regulating element which branches off from the connecting line between the storage container and the at least one flow-regulating element are advantageous.

In the embodiment described above, a bypass line ensures that when the engine is out of operation, the storage container can empty unhindered, namely via bypass line and not emptied via a flow-regulating element, which delays the emptying - as the filling - and thus a satisfactory aftercooling is detrimental, if necessary, a needs-based aftercooling even prevented.

• – die Förderung von Kühlmittel in Richtung des Speicherbehältnisses unterbindet, und
• – die Förderung von Kühlmittel in Richtung des flüssigkeitsgekühlten Bauteils zulässt.

In this connection, embodiments of the internal combustion engine in which a check valve is provided in the bypass line are advantageous

• - The promotion of coolant in the direction of the storage container prevents, and
• - The promotion of coolant in the direction of the liquid-cooled component allows.

The check valve ensures that the storage container is not filled when operating internal combustion engine via bypass line and the bypass line only unimpeded emptying of the storage container is used when the internal combustion engine is out of operation.

Also advantageous in this connection are embodiments of the internal combustion engine in which the bypass line opens into the cooling circuit between the at least one flow-regulating element and the liquid-cooled component. In particular, the bypass line can open into the connecting line or into the supply line of the cooling circuit upstream of the liquid-cooled component.

• – die Förderung von Kühlmittel in Richtung des flüssigkeitsgekühlten Bauteils zulässt, und
• – die Förderung von Kühlmittel in eine andere Richtung unterbindet.

Embodiments of the internal combustion engine in which a further check valve is provided upstream of the node in the supply line, which are advantageous, are advantageous

• - The promotion of coolant in the direction of the liquid-cooled component allows, and
• - prevents the pumping of coolant in another direction.

The further check valve ensures that the storage container is isolated when the internal combustion engine is out of operation and thus preferably supplies the at least one liquid-cooled component with coolant, which actually requires the after-cooling. Can be achieved this in that the supply line leading to the component, is separated from the rest of the cooling circuit. In the present case, this is achieved by using a further check valve, ie realized, which allows the promotion of coolant only in the direction of the liquid-cooled component and prevents the promotion in any other direction.

Embodiments of the internal combustion engine in which a throttle element is arranged as a flow-regulating element in the connecting line are advantageous. A throttle element is characterized by a constriction of the flow cross section, wherein the flow cross section initially narrows continuously in the flow direction, in order to continue to expand continuously further downstream.

Also advantageous are embodiments of the internal combustion engine, in which a diaphragm is arranged as a flow-regulating element in the connecting line. The aperture ensures - as the throttle element - also for a narrowing of the flow cross-section. In contrast to a throttle element, however, the diaphragm is characterized in that the flow cross section narrows abruptly and widens again.

Embodiments of the internal combustion engine may also be advantageous in which a pressure-adjusting valve is arranged as a flow-regulating element in the connecting line, which releases the connecting line for conveying coolant in the direction of the storage container as soon as a coolant pressure present in the circulation exceeds a predeterminable pressure or blocks the connecting line.

A pressure switch valve is actuated by the applied coolant pressure, i. controlled, and only opens when the coolant pressure exceeds a predetermined value. When starting the internal combustion engine, the pump thus initially builds up the pressure in the cooling circuit, wherein the connecting line to the storage container remains closed, as long as the coolant pressure is not large enough to open the pressure switching valve. Only when the coolant pressure exceeds the predetermined value, the pressure switching valve opens and releases the connecting line to the storage container, so that the storage container is filled with coolant. This variant is preferable if, before filling the storage container, a minimum pressure in the cooling circuit to be built up, for example, because consumers are to be supplied immediately after starting the engine via the circuit with oil.

Embodiments of the internal combustion engine may also be advantageous in which a throttle element and a pressure-switching valve are arranged as flow-regulating elements in the connecting line, wherein the pressure-adjusting valve releases the connecting line for conveying coolant in the direction of the storage container as soon as a coolant pressure present in the circulation exceeds a predeterminable pressure, or the connecting line is blocked. The throttle element is preferably arranged upstream of the pressure-adjusting valve.

This embodiment takes into account the fact that the pressure switch valve either blocks or releases the connection line, i. either prevents the promotion of coolant in the direction of the storage container or allows unimpeded filling of the storage container. In this respect, it may be useful to provide a throttle element which reduces the coolant flow rate when the pressure switch valve is open, i. delays the filling process of the storage container.

Embodiments of the internal combustion engine in which a bladder accumulator serves as a storage container are advantageous.

Advantageous embodiments of the internal combustion engine, in which the at least one flow-regulating element is an automatically controlling element which controls the coolant flow rate automatically.

Embodiments of the internal combustion engine in which the at least one flow-regulating element is integrated in the storage container are advantageous. This results in further advantages, in particular a compact design. In addition, the essential components of the inventive concept are combined in an independent independent marketable assembly, which simplifies the assembly, in particular with respect to the retrofitting of an internal combustion engine.

Embodiments of the internal combustion engine in which the bypass line, the at least one flow-regulating element and the storage container form an integral component, are also advantageous for the abovementioned reasons.

In the following the invention is based on three embodiments according to the 1a . 1b and 2 explained in more detail. Hereby shows:

1a 1 is a schematic diagram of a section of the cooling circuit of a first embodiment of the internal combustion engine,

1b schematically based on a schematic diagram of a portion of the cooling circuit of a second embodiment of the internal combustion engine, and

2 schematically based on a schematic diagram of a portion of the cooling circuit of a third embodiment of the internal combustion engine.

1a schematically shows a section of the cooling circuit based on a schematic diagram 1a the liquid cooling 1 a first embodiment of the internal combustion engine.

In the present case, the means of oil lubrication 2 lubricated shaft 3a an exhaust gas turbocharger as a liquid-cooled component 3 considered that requires a lag cooling when the internal combustion engine is out of service. The wave 3a is rotatably mounted in a bearing housing of the exhaust gas turbocharger. The oil lubrication 2 also functions as liquid cooling 1 and is therefore also called liquid cooling 1 considered the internal combustion engine.

To form a cooling circuit 1a or an oil circuit 2a is a pump 4 provided for promoting the acting as a coolant oil, wherein the rotatably mounted in the bearing housing shaft 3a via supply line 5 in the oil circuit 2a is involved.

One as a storage container 7 bladder accumulator for oil 7a is via connection line 6 with the oil circuit 2a connected. The connection line 6 opens upstream of the bearing housing and thus the shaft 3a forming a node 6a into the supply line 5 , being between the node 6a and the storage container 7 a throttle element 8a as a flow regulating element 8th in the connection line 6 is arranged. The throttle element 8a delays when the internal combustion engine is in operation, the filling of the storage container 7 with oil, so that the oil pressure in the oil circuit 2a can build faster.

A bypass line 9 between the storage container 7 and the throttle element 8a from the connection line 6 branches, serves to bypass this flow-regulating element 8th , The bypass line 9 opens between the throttle element 8a and the node 6a back into the connection line 6 and ensures that the storage container 7 can empty unhindered when not in operation internal combustion engine and not via a flow-regulating or flow-reducing element 8th to empty.

In the bypass line 9 is a check valve 9a provided, which is the promotion of oil in the direction of the storage container 7 stops and allows the transport of oil in the direction of the bearing housing of the loader. The check valve 9a thus prevents filling of the storage container 7 via bypass line 9 when the internal combustion engine is in operation.

1b schematically a schematic diagram of a section of the cooling circuit 1a a second embodiment of the internal combustion engine. It should only be complementary to that in 1a Otherwise, reference is made to FIG 1a , The same reference numerals have been used for the same components.

At the in 1b illustrated oil circuit 2a is upstream of the junction 6a another check valve 10 in the supply line 5 provided, which allows the supply of oil in the direction of the bearing housing and prevents the promotion of oil in the other direction. In this way, the bearing housing with storage container 7 isolated when the internal combustion engine out of service. The wave 3a , which requires the follow-up cooling, is separated and preferably supplied with oil.

2 schematically a schematic diagram of a section of the cooling circuit 1a a third embodiment of the internal combustion engine. It should only the differences to the in 1a Otherwise, reference will be made to FIG 1a , The same reference numerals have been used for the same components.

Unlike the in 1a embodiment shown is in the in 2 illustrated embodiment instead of a throttle element 8a a pressure switch valve 8b as flow-regulating element 8th in the connection line 6 arranged.

The pressure switch valve 8b gives the connection line 6 for conveying oil in the direction of the storage container 7 only free when in the oil circuit 2a a minimum oil pressure is present. Before filling the storage container 7 should first a minimum pressure in the oil circuit 2a being constructed.

LIST OF REFERENCE NUMBERS

1

 liquid cooling

1a

 Cooling circuit

2

 oil lubrication

2a

 Oil circuit

3

 Liquid-cooled component which requires a follow-up cooling

3a

 rotatably mounted in a bearing housing and lubricated by means of oil lubrication shaft of an exhaust gas turbocharger

4

 pump

5

 supply line

6

 connecting line

6a

 junction

7

 storage container

7a

 bubble memory

8th

 flow-regulating element

8a

 throttle element

8b

 Pressure sequence

9

 bypass line

9a

 check valve

10

 another check valve

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1384857 A2 [0014]
• DE 102008011257 A1 [0014]
• DE 3407521 C1 [0021, 0024]

Claims (15)

Internal combustion engine with at least one liquid cooling ( 1 ) used to form a refrigeration cycle ( 1a ) with a pump ( 4 ) is provided for conveying the coolant, wherein at least one liquid-cooled component ( 3 ), which requires after-running internal combustion engine, a wake-up cooling, via supply line ( 5 ) in the cooling circuit ( 1a ), characterized in that a storage container ( 7 ), via the interconnector ( 6 ) with the cooling circuit ( 1a ) is at least connectable, wherein - the connecting line ( 6 ) forming a node ( 6a ) upstream of a liquid-cooled component ( 3 ) into the supply line ( 5 ), and - between the node ( 6a ) and the storage container ( 7 ) at least one flow-regulating element ( 8th ) in the connection line ( 6 ) is arranged. Internal combustion engine according to claim 1, characterized in that for charging the internal combustion engine at least one exhaust gas turbocharger is provided, in which a compressor and a turbine on the same shaft ( 3a ) are arranged. Internal combustion engine according to claim 2, characterized in that the at least one exhaust gas turbocharger, the at least one liquid-cooled component ( 3 ), which requires overrun cooling when the internal combustion engine is out of operation. Internal combustion engine according to claim 3, characterized in that the shaft ( 3a ) of the at least one exhaust gas turbocharger is rotatably mounted in a liquid-cooled bearing housing, wherein the bearing housing is equipped to form a cooling with at least one coolant jacket, which in the cooling circuit ( 1a ) of the at least one liquid cooling ( 1 ) is involved. Internal combustion engine according to claim 3 or 4, characterized in that the shaft ( 3a ) of the at least one exhaust gas turbocharger rotatable and by means of oil lubrication ( 2 ) is slidably mounted in a bearing housing, wherein the oil lubrication ( 2 ) as liquid cooling ( 1 ) and the at least one liquid cooling ( 1 ) represents the internal combustion engine. Internal combustion engine according to one of the preceding claims, characterized in that a bypass line ( 9 ) for the purpose of bypassing the at least one flow-regulating element ( 8th ) is provided, which between the storage container ( 7 ) and the at least one flow-regulating element ( 8th ) from the connection line ( 6 ) branches off. Internal combustion engine according to claim 6, characterized in that in the bypass line ( 9 ) a check valve ( 9a ) is provided, which - the promotion of coolant in the direction of the storage container ( 7 ), and - the promotion of coolant in the direction of the liquid-cooled component ( 3 ) allows. Internal combustion engine according to claim 6 or 7, characterized in that the bypass line ( 9 ) between the at least one flow-regulating element ( 8th ) and the liquid-cooled component ( 3 ) in the cooling circuit ( 1a ) opens. Internal combustion engine according to one of the preceding claims, characterized in that a further check valve ( 10 ) upstream of the node ( 6a ) in the supply line ( 5 ) is provided, which - the promotion of coolant in the direction of the liquid-cooled component ( 3 ), and - prevents the pumping of coolant in another direction. Internal combustion engine according to one of the preceding claims, characterized in that a throttle element ( 8a ) as flow-regulating element ( 8th ) in the connection line ( 6 ) is arranged. Internal combustion engine according to one of the preceding claims, characterized in that a diaphragm as flow-regulating element ( 8th ) in the connection line ( 6 ) is arranged. Internal combustion engine according to one of the preceding claims, characterized in that a pressure switch valve ( 8b ) as flow-regulating element ( 8th ) in the connection line ( 6 ) is arranged, which the connecting line ( 6 ) for conveying coolant in the direction of the storage container ( 7 ) as soon as one is in circulation ( 1a ) present coolant pressure exceeds a predetermined pressure, or the connecting line ( 6 ) blocked. Internal combustion engine according to one of the preceding claims, characterized in that a throttle element ( 8a ) and a pressure switch valve ( 8b ) as flow-regulating elements ( 8th ) in the connection line ( 6 ) are arranged, wherein the pressure switch valve ( 8b ) the connection line ( 6 ) for conveying coolant in the direction of the storage container ( 7 ) as soon as one is in circulation ( 1a ) present coolant pressure exceeds a predetermined pressure, or the connecting line ( 6 ) blocked. Internal combustion engine according to one of the preceding claims, characterized in that a bladder accumulator ( 7a ) as a storage container ( 7 ) serves. Internal combustion engine according to one of the preceding claims, characterized in that the at least one flow-regulating element ( 8th ) an automatically controlling element ( 8th ), which controls the coolant flow rate automatically.

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