EP0539815A1 - Internal combustion engine with improved cooling system - Google Patents

Internal combustion engine with improved cooling system Download PDF

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Publication number
EP0539815A1
EP0539815A1 EP92117772A EP92117772A EP0539815A1 EP 0539815 A1 EP0539815 A1 EP 0539815A1 EP 92117772 A EP92117772 A EP 92117772A EP 92117772 A EP92117772 A EP 92117772A EP 0539815 A1 EP0539815 A1 EP 0539815A1
Authority
EP
European Patent Office
Prior art keywords
coolant
cylinder
internal combustion
combustion engine
inlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92117772A
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German (de)
French (fr)
Other versions
EP0539815B1 (en
Inventor
Urs Wenger
Hans Rudolf Jenni
Hans Peter Goetti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Swatch Group Management Services AG
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SMH Management Services AG
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Publication date
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Publication of EP0539815A1 publication Critical patent/EP0539815A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/14—Cylinders with means for directing, guiding or distributing liquid stream
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/16—Cylinder liners of wet type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F2001/104—Cylinders; Cylinder heads  having cooling means for liquid cooling using an open deck, i.e. the water jacket is open at the block top face
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis

Definitions

  • the present invention relates to an internal combustion engine, the improved liquid cooling circuit of which tends towards optimum operating conditions, consequently reducing very significantly the levels of harmful products in the exhaust gases.
  • the present invention falls under the first category of improvements, acting on the mode of circulation of the coolant: to obtain optimum thermal efficiency, it is indeed important to maintain a regular operating temperature, at all points of the engine.
  • the coolant circulates parallel to the axis of the crankshaft and more generally to the alignment of the cylinders, in the space between the cylinders and the cylinder block ( Figures 1 and 2).
  • Whatever improvements are made acceleration, overpressure, composition of the coolant, etc.
  • there is always a gradient of temperature between the inlet and the outlet of the coolant and therefore a temperature in the combustion chamber of the first cylinder different from that of the last cylinder.
  • turbulence zones are necessarily created between the cylinder block and the cylinders, generating hot spots which are harmful to the optimal functioning of the engine.
  • the abovementioned drawbacks have been remedied by producing a cylinder block and its cylinder head designed on the one hand so that the coolant circulates perpendicular to the alignment of the cylinders, the inlet orifices and the outlet openings located on the same face of the engine, preferably on the intake side, the outlet openings also having a smaller section than the inlet openings to create a slight overpressure, on the other hand so that said coolant circulates around the cylinders in a space of uniform cross section, the passage from the cylinder block to the cylinder head being effected by chimneys, those arranged between the cylinder block and the collar of the jacket having a lower section on the inlet / outlet side of the coolant, compared to those located opposite.
  • the improvements according to the invention find their application in all types of engines regardless of the operating mode, the number and arrangement of the cylinders, the displacement or the fuel used.
  • the cylinder block 1 and the cylinder head 2, in which the coolant circulation takes place, are positioned by assembly pins 26 coming in holes 38 arranged in the cylinder head 1, and assembled by suitable means such as fixing screws engaged in holes 20.
  • FIGs 5 and 6 are shown the inlet duct 3 and the outlet duct 5 of the coolant, said ducts being respectively fixed by fixing lugs 8 and screws 9 to the cylinder block 1, and by a lug 12 and a fixing screw 13 to the cylinder head; the arrows represent the main inlet 4 of the coolant, and its main outlet 7.
  • FIG. 6 it also appears that the conduits 3 and 5 are positioned on the same face of the engine as the intake orifices 15 of the fuel mixture.
  • the inlet orifices 16 and outlet 18 for the coolant are also shown in dotted lines: this shows, in accordance with the principle diagram 4, that the outlet orifice has a diameter smaller than that of the inlet.
  • FIG. 7 shows an exploded perspective view is intended to better understand the mode of circulation of water according to the invention as well as the views and sections of the following figures.
  • the holes 10 serve to fix the tabs 8.
  • the communication chimneys between the cylinder block and the cylinder head appear the communication chimneys between the cylinder block and the cylinder head, the chimneys 22, coolant inlet / outlet side, having a smaller cross section than those 24 which are opposite; this difference appears even more clearly in FIG. 8, or in FIG. 10, where the communication orifices 23 and 25 formed in the cylinder head are shown opposite the chimneys 22 and 24 of the cylinder block.
  • This difference in section makes it possible to force the circulation of the coolant in the annular recess 34, before passing through the circulation channels 36 of the cylinder head.
  • FIG. 7 also shows that the cylinder liners 28, having upper 30 and lower flanges 31 on which are provided plates 32 and 33 allowing the immobilization of said liners in rotation.
  • FIGS. 8 and 9 make it possible to understand the circulation of the coolant in the cylinder block 1 from the inlet 26 to the chimneys 22 and 24, in communication with the holes 23 and 25 respectively of the cylinder head. 2, shown in Figure 10 from below.
  • FIG. 10 also shows the circulation channels 36 of the coolant between the different parts machined in the cylinder head for the valve seats 43, and the spark plug wells 44.
  • FIG. 11 which shows in dotted lines the exhaust orifices 40 of the gases, on the side opposite to the outlet orifices 18 for the coolant, makes it possible to better understand the sections represented in FIGS. 13 and 14, which, supplemented by the section of FIG. 12, illustrate the circulation of the coolant in the channels 36 of the cylinder head 2.
  • figure 15 constituted by the assembly of figures 9 and 13, represents a synthesis detailed explanations above, showing the circulation of the coolant in the cylinder block 1 and the cylinder head 2, perpendicular to the alignment of the cylinders, from the inlet orifice 16, through the annular recess 34 of the cylinder liner 28, then communication chimneys 22-23 and 24-25, to finally pass through the circulation channels 36 to the outlet orifice 18, located on the same face of the engine as the orifice inlet 16 but having a smaller diameter.
  • the coolant inlets and outlets are located on the side of the fuel mixture intake pipe; it is also possible while remaining within the framework of the invention to produce an engine having the inlets and outlets of the coolant on the side of the exhaust pipes. Likewise, while remaining within the scope of the invention, it is possible to produce engines having more than two cylinders and / or a displacement greater than 250 cc or else two-stroke engines, or engines having a fuel other than gasoline.
  • the cooling system according to the invention will in all cases allow a gain in efficiency and / or in fuel consumption.
  • the aforementioned gain as well as a reduction in the rate of harmful products in the exhaust gases is obtained by running the engine at constant speed.
  • the engines according to the invention find their application in all types of machines such as motor vehicles, and in the drive of all types of machines, such as pumps or generators of Electric power.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Fixed Capacitors And Capacitor Manufacturing Machines (AREA)

Abstract

The present invention relates to an internal combustion engine possessing an improved cooling circuit. The circuit in which the liquid for cooling the cylinder block 1 and the cylinder head 2 flows, successively includes an inlet orifice 16 having its axis perpendicular to the alignment of the cylinders, an annular recess 34 in the cylinder lining 28, communication shafts 22-23 and 24-25, circulation channels 36 and an outlet orifice 18 whose diameter is less than that of the inlet orifice 16, and is located on the same side of the engine. This engine, whether as a main engine or an auxiliary engine, finds it application for the traction of all types of vehicle, or for driving machines which are preferably capable of operating at constant speed. <IMAGE>

Description

La présente invention a pour objet un moteur à combustion interne dont le circuit perfectionné de refroidissement par liquide permet de tendre vers les conditions de fonctionnement optimum réduisant en conséquence de façon très significative les taux de produits nocifs dans les gaz d'échappement.The present invention relates to an internal combustion engine, the improved liquid cooling circuit of which tends towards optimum operating conditions, consequently reducing very significantly the levels of harmful products in the exhaust gases.

Pour augmenter le rendement thermique et réduire le caractère polluant des moteurs à combustion interne, la recherche s'est orientée à la fois vers le perfectionnement du fonctionnement interne du moteur, et vers celui du traitement des gaz d'échappement, principalement par post-combustion thermique ou catalytique. Pour obtenir une teneur faible en produits nocifs, il est très souvent nécessaire de faire appel à ces deux types d'amélioration dans la même réalisation technique.To increase the thermal efficiency and reduce the polluting character of internal combustion engines, research has been directed both towards improving the internal functioning of the engine, and towards that of the treatment of exhaust gases, mainly by post-combustion. thermal or catalytic. To obtain a low content of harmful products, it is very often necessary to use these two types of improvement in the same technical implementation.

La présente invention relève de la première catégorie de perfectionnements, en agissant au niveau du mode de circulation du liquide de refroidissement : pour obtenir un rendement thermique optimum, il est en effet important de maintenir une température de fonctionnement régulière, en tout point du moteur. Or, dans les moteurs actuellement connus, et plus particulièrement dans les moteurs à cylindres en ligne, le liquide de refroidissement circule parallèlement à l'axe du vilebrequin et de façon plus générale à l'alignement des cylindres, dans l'espace se trouvant entre les cylindres et le bloc-cylindres (figures 1 et 2). Quelles que soient les améliorations apportées (accélération, surpression, composition du liquide de refroidissement, etc.), il existe toujours un gradient de température entre l'entrée et la sortie du liquide de refroidissement, et donc une température dans la chambre de combustion du premier cylindre différente de celle du dernier cylindre. De plus, le liquide de refroidissement n'ayant pas toujours la même section d'écoulement, il se crée nécessairement, entre le bloc-cylindres et les cylindres, des zones de turbulence, génératrices de points chauds néfastes au fonctionnement optimal du moteur.The present invention falls under the first category of improvements, acting on the mode of circulation of the coolant: to obtain optimum thermal efficiency, it is indeed important to maintain a regular operating temperature, at all points of the engine. However, in currently known engines, and more particularly in in-line cylinder engines, the coolant circulates parallel to the axis of the crankshaft and more generally to the alignment of the cylinders, in the space between the cylinders and the cylinder block (Figures 1 and 2). Whatever improvements are made (acceleration, overpressure, composition of the coolant, etc.), there is always a gradient of temperature between the inlet and the outlet of the coolant, and therefore a temperature in the combustion chamber of the first cylinder different from that of the last cylinder. In addition, since the coolant does not always have the same flow section, turbulence zones are necessarily created between the cylinder block and the cylinders, generating hot spots which are harmful to the optimal functioning of the engine.

Selon l'invention, on a pu remédier aux inconvénients précités en réalisant un bloc-cylindres et sa culasse conçus d'une part de telle sorte que le liquide de refroidissement circule perpendiculairement à l'alignement des cylindres, les orifices d'entrée et les orifices de sortie se trouvant sur une même face du moteur, - de préférence du côté de l'admission - , les orifices de sortie ayant en outre une section plus petite que les orifices d'entrée pour créer une légère surpression, d'autre part de telle sorte que ledit liquide de refroidissement circule autour des cylindres dans un espace de section uniforme, le passage du bloc-cylindres à la culasse s'effectuant par des cheminées, celles aménagées entre le bloc-cylindres et la collerette de la chemise ayant une section inférieure du côté entrée/sortie du liquide de refroidissement, par rapport à celles situées à l'opposé.According to the invention, the abovementioned drawbacks have been remedied by producing a cylinder block and its cylinder head designed on the one hand so that the coolant circulates perpendicular to the alignment of the cylinders, the inlet orifices and the outlet openings located on the same face of the engine, preferably on the intake side, the outlet openings also having a smaller section than the inlet openings to create a slight overpressure, on the other hand so that said coolant circulates around the cylinders in a space of uniform cross section, the passage from the cylinder block to the cylinder head being effected by chimneys, those arranged between the cylinder block and the collar of the jacket having a lower section on the inlet / outlet side of the coolant, compared to those located opposite.

Les perfectionnements selon l'invention trouvent leur application dans tous les types de moteurs quel que soit le mode de fonctionnement , le nombre et la disposition des cylindres, la cylindrée ou le carburant utilisé.The improvements according to the invention find their application in all types of engines regardless of the operating mode, the number and arrangement of the cylinders, the displacement or the fuel used.

Afin de mieux comprendre l'invention et d'en faire apparaître plus clairement d'autres buts, caractéristiques, détails et avantages, la description détaillée ci-après concerne, à titre d'exemple non limitatif, un moteur à 4 temps, de 2 cylindres en ligne à chemise humide, de 250 cc et à essence.In order to better understand the invention and to show more clearly other objects, characteristics, details and advantages, the detailed description below relates, by way of nonlimiting example, to a 4-stroke engine, of 2 in-line cylinders with wet jackets, 250 cc and petrol.

Aux dessins annexés :

  • les figures 1 et 2 représentent le schéma de principe de la circulation du liquide de refroidissement dans un moteur conventionnel;
  • les figures 3 et 4 représentent le schéma de principe de la circulation du liquide de refroidissement dans un moteur selon l'invention;
  • la figure 5 représente une vue de face du moteur complet selon la flèche V de la figure 6;
  • la figure 6 représente une vue de côté du moteur complet selon la flèche VI sur la figure 5;
  • la figure 7 représente une vue en perspective éclatée schématique du moteur, limité au bloc-cylindres et aux chemises de cylindre selon la ligne VII-VII de la figure 5;
  • la figure 8 représente une vue de dessus du bloc moteur selon la ligne VIII-VIII de la figure 6, les deux chemises du cylindre ayant été coupées au niveau de la collerette;
  • la figure 9 représente la coupe brisée selon la ligne IX-IX du bloc-cylindres et de la chemise de cylindre de la figure 8 dans sa partie inférieure, et selon la ligne XV-XV dans sa partie supérieure.
  • la figure 10 représente une vue de dessous de la culasse selon la ligne X-X de la figure 6 ou 11;
  • la figure 11 représente une vue de côté de la culasse selon la flèche XI de la figure 10;
  • la figure 12 représente la coupe de la culasse de la figure 10 selon la ligne XII-XII;
  • la figure 13 représente une coupe brisée de la figure 11 selon la ligne XIII-XIII;
  • la figure 14 représente une coupe brisée de la figure 11 selon la ligne XIV-XIV;
  • la figure 15 montre finalement, par assemblage des coupes représentées aux figures 9 et 13, la circulation du liquide de refroidissement dans le bloc-cylindres et la culasse;
   Dans toutes les figures ci-dessus énumérées, les parties hachurées horizontales discontinues représentent le liquide de refroidissement, et les flèches non référencées le sens de circulation dudit liquide. De façon générale le bloc-cylindres est désigné par la référence 1 et la culasse par la référence 2. Les autres parties du moteur ne concernant pas directement l'invention (carter d'huile, filtre à huile, pistons, bielles, poulies, etc.) sont, soit non représentées, soit non référencées.In the accompanying drawings:
  • Figures 1 and 2 show the block diagram of the circulation of the coolant in a conventional engine;
  • Figures 3 and 4 show the block diagram of the circulation of the coolant in an engine according to the invention;
  • FIG. 5 represents a front view of the complete engine according to arrow V in FIG. 6;
  • FIG. 6 represents a side view of the complete engine according to arrow VI in FIG. 5;
  • 7 shows a schematic exploded perspective view of the engine, limited to the cylinder block and the cylinder liners along the line VII-VII of Figure 5;
  • 8 shows a top view of the engine block along the line VIII-VIII of Figure 6, the two cylinder liners having been cut at the flange;
  • Figure 9 shows the broken section along line IX-IX of the cylinder block and the cylinder liner of Figure 8 in its lower part, and along line XV-XV in its upper part.
  • Figure 10 shows a bottom view of the cylinder head along line XX of Figure 6 or 11;
  • FIG. 11 represents a side view of the cylinder head according to arrow XI of FIG. 10;
  • Figure 12 shows the section of the cylinder head of Figure 10 along the line XII-XII;
  • Figure 13 shows a broken section of Figure 11 along the line XIII-XIII;
  • Figure 14 shows a broken section of Figure 11 along the line XIV-XIV;
  • FIG. 15 finally shows, by assembling the sections shown in FIGS. 9 and 13, the circulation of the coolant in the cylinder block and the cylinder head;
In all of the above-listed figures, the discontinuous horizontal hatched portions represent the coolant, and the arrows not referenced the direction of flow of said liquid. In general, the cylinder block is designated by the reference 1 and the cylinder head by the reference 2. The other parts of the engine not directly relating to the invention (oil pan, oil filter, pistons, connecting rods, pulleys, etc. .) are either not represented or not referenced.

Le bloc-cylindres 1 et la culasse 2, dans lesquels s'effectue la circulation du liquide de refroidissement, sont positionnés par des goupilles d'assemblage 26 venant dans des trous 38 aménagés dans la culasse 1, et assemblés par des moyens appropriés telles que des vis de fixation engagées dans des trous 20. Sur les figures 5 et 6 sont représentés le conduit d'arrivée 3 et le conduit de sortie 5 du liquide de refroidissement, lesdits conduits étant respectivement fixés par des pattes de fixation 8 et des vis 9 au bloc-cylindres 1, et par une patte 12 et une vis de fixation 13 à la culasse; les flèches représentent l'entrée principale 4 du liquide de refroidissement, et sa sortie principale 7.The cylinder block 1 and the cylinder head 2, in which the coolant circulation takes place, are positioned by assembly pins 26 coming in holes 38 arranged in the cylinder head 1, and assembled by suitable means such as fixing screws engaged in holes 20. In Figures 5 and 6 are shown the inlet duct 3 and the outlet duct 5 of the coolant, said ducts being respectively fixed by fixing lugs 8 and screws 9 to the cylinder block 1, and by a lug 12 and a fixing screw 13 to the cylinder head; the arrows represent the main inlet 4 of the coolant, and its main outlet 7.

Sur la figure 6, il apparaît également que les conduits 3 et 5 sont positionnés sur la même face du moteur que les orifices d'admission 15 du mélange carburant. Sur la figure 6, on a également représenté en pointillés les orifices d'arrivée 16 et de sortie 18 du liquide de refroidissement : cela fait apparaître, conformément au schéma de principe 4 que l'orifice de sortie a un diamètre inférieur à celui de l'orifice d'entrée.In FIG. 6, it also appears that the conduits 3 and 5 are positioned on the same face of the engine as the intake orifices 15 of the fuel mixture. In FIG. 6, the inlet orifices 16 and outlet 18 for the coolant are also shown in dotted lines: this shows, in accordance with the principle diagram 4, that the outlet orifice has a diameter smaller than that of the inlet.

La figure 7, qui représente une vue perspective éclatée est destinée à mieux comprendre le mode de circulation de l'eau selon l'invention ainsi que les vues et les coupes des figures suivantes. Outre les éléments déjà décrits, les trous 10 servent à fixer les pattes 8. Sur la surface plane du bloc-cylindres 1 apparaissent les cheminées de communication entre le bloc-cylindres et la culasse, les cheminées 22, côté entrée/sortie liquide de refroidissement, ayant une section inférieure à celles 24 qui sont à l'opposé; cette différence apparaît encore plus nettement sur la figure 8, ou sur la figure 10, où sont représentés les orifices de communication 23 et 25 pratiqués dans la culasse en regard des cheminées 22 et 24 du bloc-cylindres. Cette différence de section permet de forcer la circulation du liquide de refroidissement dans l'évidement annulaire 34, avant le passage dans les canaux de circulation 36 de la culasse.Figure 7, which shows an exploded perspective view is intended to better understand the mode of circulation of water according to the invention as well as the views and sections of the following figures. In addition to the elements already described, the holes 10 serve to fix the tabs 8. On the flat surface of the cylinder block 1 appear the communication chimneys between the cylinder block and the cylinder head, the chimneys 22, coolant inlet / outlet side, having a smaller cross section than those 24 which are opposite; this difference appears even more clearly in FIG. 8, or in FIG. 10, where the communication orifices 23 and 25 formed in the cylinder head are shown opposite the chimneys 22 and 24 of the cylinder block. This difference in section makes it possible to force the circulation of the coolant in the annular recess 34, before passing through the circulation channels 36 of the cylinder head.

La figure 7 fait également apparaître que les chemises de cylindres 28, possédant des collerettes hautes 30 et basses 31 sur lesquelles sont prévus des plats 32 et 33 permettant l'immobilisation desdites chemises en rotation.FIG. 7 also shows that the cylinder liners 28, having upper 30 and lower flanges 31 on which are provided plates 32 and 33 allowing the immobilization of said liners in rotation.

Outre les éléments déjà mentionnés, les figures 8 et 9 permettent de comprendre la circulation du liquide de refroidissement dans le bloc-cylindre 1 depuis l'entrée 26 jusqu'aux cheminées 22 et 24, en communication respectivement avec les trous 23 et 25 de culasse 2, représentée à la figure 10 en vue de dessous.In addition to the elements already mentioned, FIGS. 8 and 9 make it possible to understand the circulation of the coolant in the cylinder block 1 from the inlet 26 to the chimneys 22 and 24, in communication with the holes 23 and 25 respectively of the cylinder head. 2, shown in Figure 10 from below.

La figure 10 montre également les canaux de circulation 36 du liquide de refroidissement entre les différentes parties usinées dans la culasse pour les sièges de soupape 43, et les puits de bougie 44.FIG. 10 also shows the circulation channels 36 of the coolant between the different parts machined in the cylinder head for the valve seats 43, and the spark plug wells 44.

La figure 11, qui fait apparaître en pointillés les orifices d'échappement 40 des gaz, sur le côté opposé aux orifices de sortie 18 du liquide de refroidissement, permet de mieux comprendre les coupes représentées dans les figures 13 et 14, qui, complétées par la coupe de la figure 12, illustrent la circulation du liquide de refroidissement dans les canaux 36 de la culasse 2.FIG. 11, which shows in dotted lines the exhaust orifices 40 of the gases, on the side opposite to the outlet orifices 18 for the coolant, makes it possible to better understand the sections represented in FIGS. 13 and 14, which, supplemented by the section of FIG. 12, illustrate the circulation of the coolant in the channels 36 of the cylinder head 2.

En dernier lieu la figure 15, constituée par l'assemblage des figures 9 et 13, représente une synthèse des explications détaillées qui précèdent, en montrant la circulation du liquide de refroidissement dans le bloc-cylindre 1 et la culasse 2, perpendiculairement à l'alignement des cylindres, depuis l'orifice d'entrée 16, à travers l'évidement annulaire 34 de la chemise de cylindre 28, puis des cheminées en communication 22-23 et 24-25, pour passer enfin dans les canaux de circulation 36 jusqu'à l'orifice de sortie 18, se situant sur la même face du moteur que l'orifice d'entrée 16 mais ayant un diamètre inférieur.Finally figure 15, constituted by the assembly of figures 9 and 13, represents a synthesis detailed explanations above, showing the circulation of the coolant in the cylinder block 1 and the cylinder head 2, perpendicular to the alignment of the cylinders, from the inlet orifice 16, through the annular recess 34 of the cylinder liner 28, then communication chimneys 22-23 and 24-25, to finally pass through the circulation channels 36 to the outlet orifice 18, located on the same face of the engine as the orifice inlet 16 but having a smaller diameter.

Dans cet exemple détaillé les entrées et sorties du liquide de refroidissement sont situées du côté de la pipe d'admission du mélange de carburant; il est également possible en restant dans le cadre de l'invention de réaliser un moteur ayant les entrées et sorties du liquide de refroidissement du côté des pipes d'échappement. De même, en restant dans le cadre de l'invention, il est possible de réaliser des moteurs ayant plus de deux cylindres et/ou une cylindrée supérieure à 250 cc ou encore des moteurs à deux temps, ou des moteurs ayant un carburant autre que l'essence.In this detailed example, the coolant inlets and outlets are located on the side of the fuel mixture intake pipe; it is also possible while remaining within the framework of the invention to produce an engine having the inlets and outlets of the coolant on the side of the exhaust pipes. Likewise, while remaining within the scope of the invention, it is possible to produce engines having more than two cylinders and / or a displacement greater than 250 cc or else two-stroke engines, or engines having a fuel other than gasoline.

Le système de refroidissement selon l'invention permettra dans tous les cas d'obtenir un gain en rendement et/ou en consommation de carburant. Selon une réalisation préférée, le gain précité ainsi qu'une réduction du taux de produits nocifs dans les gaz d'échappement est obtenu en faisant tourner le moteur à régime constant.The cooling system according to the invention will in all cases allow a gain in efficiency and / or in fuel consumption. According to a preferred embodiment, the aforementioned gain as well as a reduction in the rate of harmful products in the exhaust gases is obtained by running the engine at constant speed.

Les moteurs selon l'invention, en tant que moteur principal ou moteur auxiliaire, trouvent leur application dans tous types d'engins tels que les véhicules automobiles, et dans l'entraînement de tous types de machines, tels que des pompes ou des générateurs de courant électrique.The engines according to the invention, as main engine or auxiliary engine, find their application in all types of machines such as motor vehicles, and in the drive of all types of machines, such as pumps or generators of Electric power.

Claims (9)

Moteur à combustion interne ayant au moins deux cylindres et comportant un circuit de refroidissement du bloc-cylindres (1) et de la culasse (2), caractérisé d'une part en ce qu'il comprend des moyens de circulation du liquide de refroidissement en légère surpression dans une direction généralement perpendiculaire à l'alignement des cylindres, d'autre part en ce que les arrivées (16) du liquide de refroidissement ménagées dans le bloc-cylindre (1), et les sorties (18) ménagées dans la culasse (2), sont situées sur la même face du moteur.Internal combustion engine having at least two cylinders and comprising a cooling circuit for the cylinder block (1) and the cylinder head (2), characterized on the one hand in that it comprises means for circulating the coolant in slight overpressure in a direction generally perpendicular to the alignment of the cylinders, on the other hand in that the inlets (16) of the coolant formed in the cylinder block (1), and the outlets (18) formed in the cylinder head (2), are located on the same side of the engine. Moteur à combustion interne selon la revendications 1, caractérisé en ce que l'arrivée (16) et la sortie (18) du liquide de refroidissement se situent du côté de l'admission (15) du mélange carburant.Internal combustion engine according to claim 1, characterized in that the inlet (16) and the outlet (18) of the coolant are located on the inlet side (15) of the fuel mixture. Moteur à combustion interne selon la revendications 1, caractérisé en ce que l'arrivée (16) et la sortie (18) du liquide de refroidissement se situent du côté de l'échappement (40) des gaz brûlés.Internal combustion engine according to claim 1, characterized in that the inlet (16) and the outlet (18) of the coolant are located on the side of the exhaust (40) of the burnt gases. Moteur selon les revendications 1, 2, 3, caractérisé en ce que le circuit de refroidissement comporte, au droit de chaque cylindre, un orifice d'entrée (16) du liquide de refroidissement en communication avec un évidement annulaire (34) ménagé autour des chemises de cylindre (28), et des cheminées (22 et 24) pratiquées dans le bloc-cylindres, communiquant avec des cheminées (23 et 25) pratiquées dans la culasse, lesdites cheminées (23 et 25) étant elles-mêmes en communication avec des canaux de circulation (36) aménagés dans la culasse jusqu'à l'orifice de sortie (18), du liquide de refroidissement, situé sur la même face du moteur que l'orifice d'entrée (16).Engine according to claims 1, 2, 3, characterized in that the cooling circuit comprises, at the level of each cylinder, an inlet orifice (16) for the coolant in communication with an annular recess (34) formed around the cylinder liners (28), and chimneys (22 and 24) formed in the cylinder block, communicating with chimneys (23 and 25) formed in the cylinder head, said chimneys (23 and 25) themselves being in communication with circulation channels (36) arranged in the cylinder head to the outlet orifice (18), coolant, located on the same face of the engine as the inlet orifice (16). Moteur à combustion interne selon la revendication 4, caractérisé en ce que les orifices de sortie (18) du liquide de refroidissement ont une section inférieure à celle des orifices d'entrée (16).Internal combustion engine according to claim 4, characterized in that the outlet openings (18) of the coolant have a smaller cross-section than that of the inlet openings (16). Moteur à combustion interne selon la revendication 4, caractérisé en ce que les cheminées de communication entre le bloc-cylindre et la culasse (22 et 23), situées du côté entrée/sortie du liquide de refroidissement ont une section inférieure à celle des cheminées (24 et 25) situées à l'opposé.Internal combustion engine according to claim 4, characterized in that the communication chimneys between the cylinder block and the cylinder head (22 and 23), located on the inlet / outlet side of the coolant, have a smaller cross-section than that of the chimneys ( 24 and 25) located opposite. Moteur à combustion interne selon la revendication 4, caractérisé en ce que l'évidement annulaire (34) ménagé autour de chaque chemise de cylindre (28) et les canaux de circulation (36) dans la culasse ont une section sensiblement constante.Internal combustion engine according to claim 4, characterized in that the annular recess (34) formed around each cylinder liner (28) and the circulation channels (36) in the cylinder head have a substantially constant section. Moteur à combustion interne selon la revendication 4, caractérisé en ce que les évidements annulaires (34) ménagés dans chaque chemise de cylindre (28) communiquent entre eux.Internal combustion engine according to claim 4, characterized in that the annular recesses (34) formed in each cylinder liner (28) communicate with each other. Moteur à combustion interne selon la revendication 4, caractérisé en ce que chaque chemise de cylindre comporte une collerette supérieure (30) et une collerette inférieure (31), s'étendant radialement vers l'extérieur, et en ce que chaque collerette comporte un plat (32 et 33) qui, avec le plat correspondant de la chemise voisine, immobilise la chemise en rotation.Internal combustion engine according to claim 4, characterized in that each cylinder liner has an upper flange (30) and a lower flange (31), extending radially outward, and in that each flange has a flat (32 and 33) which, with the corresponding flat of the neighboring shirt, immobilizes the rotating shirt.
EP92117772A 1991-10-31 1992-10-17 Internal combustion engine with improved cooling system Expired - Lifetime EP0539815B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9113606A FR2683263A1 (en) 1991-10-31 1991-10-31 INTERNAL COMBUSTION ENGINE WITH IMPROVED COOLING CIRCUIT.
FR9113606 1991-10-31

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EP0539815B1 EP0539815B1 (en) 1995-12-13

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EP (1) EP0539815B1 (en)
JP (1) JP3366673B2 (en)
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FR3067759A1 (en) * 2017-06-14 2018-12-21 Renault S.A.S ENGINE COMPRISING A COOLING DEVICE FOR CYLINDER HEAD AND CYLINDER HOUSING

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FR3067759A1 (en) * 2017-06-14 2018-12-21 Renault S.A.S ENGINE COMPRISING A COOLING DEVICE FOR CYLINDER HEAD AND CYLINDER HOUSING

Also Published As

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DE69206756T2 (en) 1996-09-05
EP0539815B1 (en) 1995-12-13
FR2683263B1 (en) 1995-04-14
FR2683263A1 (en) 1993-05-07
JPH05215009A (en) 1993-08-24
US5357910A (en) 1994-10-25
ES2083643T3 (en) 1996-04-16
DE69206756D1 (en) 1996-01-25
CA2081804C (en) 2002-08-20
CA2081804A1 (en) 1993-05-01
ATE131577T1 (en) 1995-12-15
JP3366673B2 (en) 2003-01-14

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