EP0814243A1 - Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne - Google Patents

Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne Download PDF

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Publication number
EP0814243A1
EP0814243A1 EP96810414A EP96810414A EP0814243A1 EP 0814243 A1 EP0814243 A1 EP 0814243A1 EP 96810414 A EP96810414 A EP 96810414A EP 96810414 A EP96810414 A EP 96810414A EP 0814243 A1 EP0814243 A1 EP 0814243A1
Authority
EP
European Patent Office
Prior art keywords
coolant
cylinder
cylinder liner
cooling
temperature
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
EP96810414A
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German (de)
English (en)
Other versions
EP0814243B1 (fr
Inventor
Zehnder Herbert
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.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to DK96810414T priority Critical patent/DK0814243T3/da
Priority to DE59610349T priority patent/DE59610349D1/de
Priority to EP96810414A priority patent/EP0814243B1/fr
Priority to KR1019970020601A priority patent/KR100560550B1/ko
Priority to CN97112732A priority patent/CN1093909C/zh
Priority to JP9164424A priority patent/JPH1054240A/ja
Publication of EP0814243A1 publication Critical patent/EP0814243A1/fr
Application granted granted Critical
Publication of EP0814243B1 publication Critical patent/EP0814243B1/fr
Priority to JP2007295636A priority patent/JP2008057546A/ja
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • 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
    • F01P2003/006—Liquid cooling the liquid being oil
    • 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
    • F01P2003/021—Cooling cylinders
    • 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
    • F01P2003/024—Cooling cylinder heads
    • 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
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/143—Controlling of coolant flow the coolant being liquid using restrictions
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/31—Cylinder temperature
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming fluid temperature
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines

Definitions

  • the invention relates to a cooling system for internal combustion engines according to the preamble of independent claim 1.
  • Large diesel engines are usually arranged with standing cylinders.
  • Known cooling systems for large diesel engines in particular are designed so that the coolant flows from bottom to top.
  • the incoming, relatively cool coolant cools the cylinder wall first. It flows upwards in the direction of the upper end of the cylinder liner and from there to the cylinder cover.
  • the coolant essentially flows and apart from any existing routes where the coolant flows briefly downwards essentially from the bottom upwards.
  • the cooling of the walls of the cylinder liner 1, in particular, should not take place in a completely uncontrolled manner.
  • sulfuric acid H 2 SO 3
  • the sulphurous acid is liquefied. If the cylinder liners are cooled too much, the sulphurous acid condenses in the lower area of the cylinder liner. If the relatively cool coolant is now led down to the cylinder jacket, there is an increased tendency for the wall temperature of the cylinder liner to be too low.
  • the coolant flowing upward heats up and now, warmed up further, reaches the upper area of the cylinder liner and further up to the cylinder cover.
  • There the wall temperatures of the cylinder liner are significantly higher and there is practically no risk that corrosive combustion products could liquefy there.
  • Especially in the upper areas of the cylinder liner there is a particularly intensive cooling, i.e. high cooling capacity required.
  • only limited cooling is desired in the middle and lower area of the cylinder liner and it should be avoided that the cooling e.g. is so strong and occurs in temperature ranges that, for example, corrosive combustion products condense on the cylinder surface.
  • the object of the invention is to provide an improved cooling system for the cylinder liner of large diesel engines, for example.
  • the coolant for the cylinder liner is supplied at a temperature in a predetermined temperature range, the tempering in the predetermined temperature range being at least partially in the upper range the cylinder liner takes place.
  • Further advantageous embodiments of the cooling system are characterized by the features of the dependent claims.
  • the cool coolant flows through the cylinder cover and / or the upper area of the cylinder liner first and takes heat from it, that is, it heats up.
  • the parts of the cylinder cover and the upper area of the cylinder liner that are to be cooled particularly strongly are cooled more intensively.
  • the preheated coolant is then fed to the middle and lower area of the cylinder liner, where cooling rather than heating is desired, for example to avoid the condensation of highly corrosive combustion products.
  • the heat exchange can be influenced by the preheated coolant alone, but also by changing the flow conditions, or the flow rate and flow rate.
  • the circuit of the coolant for the cylinder liner 1 of a two-stroke large diesel engine is described below with reference to FIG. 1.
  • the circulation pump 2 conveys the coolant with e.g. constant amount through the inlet line 3 and the distribution ring 4 to the cylinder cover 5 and in this through coolant channels (not shown here) in the cylinder cover 5.
  • the coolant inlet is located on the lower edge of the cylinder cover 5, on the distribution ring 4.
  • the coolant outlet 6 takes place at the uppermost point of the Cylinder cover 5 built-in valve cage 7.
  • the coolant heated in the cylinder cover 5 and in the valve cage 7 reaches the coolant channels 11 in the upper region of the cylinder liner 1 via the lines 8 and 9 and the distribution ring 10 and continues to heat up.
  • the coolant flows through the cooling bores or coolant channels 11 of the liner 1 and reaches the gap space 12 located further down.
  • the annular gap 12 between the liner and the support ring 17 surrounding it is dimensioned, for example, such that a certain flow rate of the coolant is not undershot with the smallest possible flow rate.
  • gap sizes in the range of, for example, 3 millimeters between bushing 1 and support ring 17 are required for the new cooling system.
  • the coolant leaves the gap 12 at the lower end of the support ring 17 in the example shown (FIG. 1) via radial outlet bores and is fed to the return line 19 via a collecting ring 18.
  • a regulated throttle valve 13 can be provided between the inlet line 9 and the outlet line 19 of the coolant of the cylinder liner 1.
  • the throttle valve 13 is controlled or regulated by the reference wall temperature 25 of the cylinder liner 1.
  • the throttle valve 13 When the throttle valve 13 is closed, the entire amount of coolant flows through the cooling bores 11 and the gap space 12 of the cylinder liner 1. The heat exchange between the upper part of the cylinder liner 1 and the gap space 11 lying further down is therefore the most intensive.
  • the amount of coolant is advantageously regulated such that the coolant temperature at the outlet 6 of the valve cage 7 remains constant.
  • the difference in temperature between the inlet line 3 and the outlet line 8 depends on the amount of heat which must be removed as a whole from the cylinder cover 5, the valve cage 7 and the cylinder liner 1.
  • the inlet temperature of the coolant at the cylinder cover 5 is the lowest at the nominal power of the engine and increases with decreasing engine power.
  • the coolant temperature at the inlet of the cylinder liner 1, the line 9 and in the distributor ring 10 is equal to the temperature of the coolant at the outlet 6 of the valve cage 7 (line 8), so it is largely constant in this area.
  • the heat exchange within the cylinder liner 1 is determined by the bore geometry in the upper collar and by the flow rate of the coolant in the gap 12.
  • the wall temperature 25 of the cylinder liner 1, and thus the reference temperature for the control of the throttle valve 13 or the coolant quantity, depends on the design , ie the dimensioning and arrangement of the cooling bores 11 and the gap space 12 for the coolant.
  • Controls for the cylinder liner wall temperatures 25 as a whole can be installed for all cylinders of the engine, for cylinder groups or for each cylinder individually.
  • the regulation of the wall temperatures 25 of all cylinders of the entire engine requires the installation of only a single throttle valve 13 (FIGS. 1 and 2).
  • the individual wall temperature control of the individual cylinders generally requires a throttle valve 13 for each cylinder. In the case of wall temperature control for individual groups of cylinders, it is advantageous to provide a throttle valve 13 for each cylinder group.
  • throttle valves 13 for regulating the amount of coolant through the cylinder liners 1 and to determine the coolant flow through the cylinder liner 1 solely by dimensioning the orifice 14. This is possible if the differences in the wall temperatures of the cylinder liner 1 over the entire, practically usable power range are so small that the control is unnecessary. It would also be conceivable for the amount of coolant and thus the cooling capacity by regulating the delivery rate of the coolant pump 2 to adapt to the respective requirements.
  • the design of the cylinder cover 5 undergoes practically no change due to the new cooling system of known large diesel engines. Only the distribution ring 4 at the entry of the cover 5 has to be adjusted. This also applies to the distribution ring 10 at the upper end of the cylinder liner 1.
  • the constructive design i.e. the dimensioning of the gap 12 is based on the coordination of the inside diameter of the support ring 17 with the wall thickness of the cylinder liner 1.
  • the outside diameter of the support ring 17 does not necessarily have to be changed compared to the existing dimensions.
  • the coolant could be guided below the support ring 17 in a downstream extended gap space 12a as far as the purge air slots 20, as shown in FIG. 2.
  • a large diesel engine is usually referred to as long-stroke if the ratio of the stroke of the piston to the bore of the cylinder is two or greater ( Stroke / bore ⁇ 2 ).
  • cooling bores and gap spaces can be dimensioned such that any air, steam and gas bubbles that are formed are entrained by the flowing coolant.
  • a cyclone separator can be provided in the coolant circuit to effectively vent and degas the coolant. However, gases can also be led out of the cooling system via the automatically acting vent 21. Coolant lost from the cooling system can be refilled from the coolant tank 22 with the feed pump 23.
  • the cooling system described is equally suitable for operation with a high tank or with a closed pressure accumulator 24. In a high tank open to the atmosphere, the coolant temperature is limited by the boiling point of the coolant, in contrast to a closed pressure accumulator where the boiling temperature of the coolant is higher under pressure .
  • the coolant temperature at the outlet 6 from the valve cage 7 is between 80 ° C and 90 ° C.
  • a temperature difference between the outlet temperature and the inlet temperature of the cylinder coolant of 10 ° C to 30 ° C is common.
  • the coolant must have a temperature of about 70 ° C when it enters the cylinder jacket and thus reaches the middle part of the cylinder liner 1 relatively coolly. This can lead to the wall temperature of the cylinder liner 1 being so low that combustion products condense on the wall of the cylinder liner 1 and the corrosive conditions described above, which are harmful to the engine, occur.
  • the coolant temperature at the inlet into the cylinder liner 1 is higher because the coolant is first passed through the cylinder cover 5 and the valve basket 7 and is preheated, ie tempered, there.
  • the temperature of the coolant when it exits the valve cage 7 can therefore be, for example, 85 ° C.
  • the coolant heats up further, for example about 3 ° C to 7 ° C.
  • the middle section of the cylinder liner 1 is accordingly cooled with coolant which has a temperature of, for example, from 88 ° C. to 92 ° C. This temperature is about 20 ° C higher than that in known cooling systems.
  • the coolant in particular in the examples described, is water, possibly with anti-corrosion additives.
  • oil e.g. the engine lubricating oil itself or a separate cooling oil is used in a circuit separate from the lubricating oil. Due to the different specific heat of different coolants, adjustments in the dimensioning of the coolant paths and / or the flow rate of the coolant may be required.
  • the temperature of the inner wall of the cylinder liner it is also favorable for the temperature of the inner wall of the cylinder liner to be relatively high. Temperatures up to around 200 ° C and higher are conceivable.
  • a cooling system would also be conceivable in which certain areas, e.g. the cylinder cover 5 is cooled with a first coolant, e.g. water, and another area, e.g. the cylinder liner 1, 11, 12 is cooled with a second coolant, for example oil.
  • a first coolant e.g. water
  • a second coolant for example oil
  • a cooling or a cooling system in the sense of the present document can certainly include areas in which parts of the engine, in particular the cylinder liners 1 are heated by the coolant, which, of course, considered for the entire engine, is carried away with the coolant heat.
  • top in the cylinder space means that area which is at the top reversal point of the piston, ie which is remote from the crankshaft.
  • lower in the cylinder space means the area at the lower reversal point of the piston 1 ′, that is to say toward the crankshaft.
  • the terms “below” and “above” in the cylinder space are therefore to be understood independently of the position of a cylinder.
  • cylinder liner is used in the present specification, this generally means the cylinder jacket, regardless of whether the cylinder really has a cylinder liner or a different cylinder design.
  • the coolant When cooling for cylinder liners 1, in particular those of large diesel engines, the coolant is initially passed through the cylinder cover 5 and preheated there. The preheated coolant is then fed into the cooling channels 11 and the gap 12 of the cylinder liner 1 at a predetermined temperature. The preheating in the predetermined temperature range is carried out with heat which is generated at least partially in the area of the cylinder liner 1 (cooling channels 11). With the supply of temperature-controlled coolant, it can be avoided that areas of the inner wall of the cylinder liner 1 are cooled so much that highly corrosive combustion products, such as sulfurous acid, condense on the inner wall of the cylinder liner 1.

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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)
EP96810414A 1996-06-20 1996-06-20 Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne Expired - Lifetime EP0814243B1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
DK96810414T DK0814243T3 (da) 1996-06-20 1996-06-20 Kølesystem til en forbrændingskraftmaskines cylinderkappe
DE59610349T DE59610349D1 (de) 1996-06-20 1996-06-20 Kühlsystem für den Zylindermantel einer Brennkraftmaschine
EP96810414A EP0814243B1 (fr) 1996-06-20 1996-06-20 Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne
KR1019970020601A KR100560550B1 (ko) 1996-06-20 1997-05-26 내연기관의실린더자켓의냉각시스템
CN97112732A CN1093909C (zh) 1996-06-20 1997-06-17 内燃机气缸套壳的冷却系统
JP9164424A JPH1054240A (ja) 1996-06-20 1997-06-20 内燃機関のシリンダージャケットのための冷却機構
JP2007295636A JP2008057546A (ja) 1996-06-20 2007-11-14 内燃機関のシリンダージャケットのための冷却機構

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP96810414A EP0814243B1 (fr) 1996-06-20 1996-06-20 Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP0814243A1 true EP0814243A1 (fr) 1997-12-29
EP0814243B1 EP0814243B1 (fr) 2003-04-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP96810414A Expired - Lifetime EP0814243B1 (fr) 1996-06-20 1996-06-20 Système de refroidissment pour la chemise du cylindre d'un moteur à combustion interne

Country Status (6)

Country Link
EP (1) EP0814243B1 (fr)
JP (2) JPH1054240A (fr)
KR (1) KR100560550B1 (fr)
CN (1) CN1093909C (fr)
DE (1) DE59610349D1 (fr)
DK (1) DK0814243T3 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006047206A1 (fr) * 2004-10-25 2006-05-04 General Electric Company Ensemble motopropulseur
EP1757795A1 (fr) * 2005-08-27 2007-02-28 DEUTZ Aktiengesellschaft Moteur à combustion interne
CN111456863A (zh) * 2020-05-18 2020-07-28 安徽华菱汽车有限公司 一种精准分流的缸套冷却装置
EP3693566A1 (fr) * 2019-02-08 2020-08-12 Winterthur Gas & Diesel AG Agencement de cylindre pour un gros moteur ainsi que procédé de refroidissement
DE102020120712A1 (de) 2020-08-05 2022-02-10 Audi Aktiengesellschaft Antriebseinrichtung für ein Kraftfahrzeug

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59610349D1 (de) * 1996-06-20 2003-05-22 Waertsilae Schweiz Ag Winterth Kühlsystem für den Zylindermantel einer Brennkraftmaschine
JP5459503B2 (ja) * 2010-07-14 2014-04-02 株式会社Ｉｈｉ ディーゼルエンジンのシリンダボア腐食防止システム
EP2604835B1 (fr) * 2011-12-16 2016-04-13 Caterpillar Motoren GmbH & Co. KG Revêtement de cylindre et tête de cylindre pour moteur à combustion interne
WO2017017717A1 (fr) * 2015-07-24 2017-02-02 日本郵船株式会社 Dispositif pour spécifier la facilité d'apparition de corrosion à basse température dans un cylindre de moteur, programme et support d'enregistrement
JP7241512B2 (ja) 2018-11-19 2023-03-17 株式会社ジャパンエンジンコーポレーション 冷却構造
US11028800B1 (en) * 2019-11-19 2021-06-08 Transportation Ip Holdings, Llc Engine coolant system and method
CN114790951B (zh) * 2022-03-03 2024-02-13 深圳市燃气集团股份有限公司 一种燃气发电机缸套水温度控制方法及相关装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB131719A (en) * 1918-08-24 1919-08-25 Vickers Ltd Improvements in or relating to the Water Cooling of Internal Combustion Engines.
DE803449C (de) * 1949-09-17 1951-04-02 Buessing Nutzkraftwagen G M B Umlaufkuehlung fuer Brennkraftmaschinen
FR2225041A5 (fr) * 1973-04-03 1974-10-31 Amiot F
WO1982000317A1 (fr) * 1980-07-10 1982-02-04 Samuel O Dispositif et procede de refroidissement d'un moteur a combustion interne
JPS59185818A (ja) * 1983-04-06 1984-10-22 Mitsubishi Heavy Ind Ltd 水冷エンジンのシリンダライナ−冷却システム
EP0176430A1 (fr) * 1984-09-20 1986-04-02 Societe D'etudes De Machines Thermiques S.E.M.T. Procédé et dispositif de régulation de la température de la surface interne des chemises de cylindres d'un moteur à combustion interne
JPS6170120A (ja) * 1984-09-13 1986-04-10 Mitsubishi Heavy Ind Ltd 内燃機関の冷却システム
JPS62251419A (ja) * 1986-04-25 1987-11-02 Ishikawajima Harima Heavy Ind Co Ltd 内燃機関のシリンダライナ温度制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6043119A (ja) * 1983-08-19 1985-03-07 Toyota Motor Corp 内燃機関の冷却装置
JPS63108514U (fr) * 1986-12-29 1988-07-13
DE59610349D1 (de) * 1996-06-20 2003-05-22 Waertsilae Schweiz Ag Winterth Kühlsystem für den Zylindermantel einer Brennkraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB131719A (en) * 1918-08-24 1919-08-25 Vickers Ltd Improvements in or relating to the Water Cooling of Internal Combustion Engines.
DE803449C (de) * 1949-09-17 1951-04-02 Buessing Nutzkraftwagen G M B Umlaufkuehlung fuer Brennkraftmaschinen
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Cited By (10)

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Publication number Priority date Publication date Assignee Title
WO2006047206A1 (fr) * 2004-10-25 2006-05-04 General Electric Company Ensemble motopropulseur
GB2435075A (en) * 2004-10-25 2007-08-15 Gen Electric Engine power assembly
GB2435075B (en) * 2004-10-25 2008-12-17 Gen Electric Engine power assembly
EP1757795A1 (fr) * 2005-08-27 2007-02-28 DEUTZ Aktiengesellschaft Moteur à combustion interne
EP3693566A1 (fr) * 2019-02-08 2020-08-12 Winterthur Gas & Diesel AG Agencement de cylindre pour un gros moteur ainsi que procédé de refroidissement
CN111550324A (zh) * 2019-02-08 2020-08-18 温特图尔汽柴油公司 用于大型发动机的气缸装置以及冷却方法
CN111550324B (zh) * 2019-02-08 2024-01-12 温特图尔汽柴油公司 用于大型发动机的气缸装置以及冷却方法
CN111456863A (zh) * 2020-05-18 2020-07-28 安徽华菱汽车有限公司 一种精准分流的缸套冷却装置
CN111456863B (zh) * 2020-05-18 2024-05-07 安徽华菱汽车有限公司 一种精准分流的缸套冷却装置
DE102020120712A1 (de) 2020-08-05 2022-02-10 Audi Aktiengesellschaft Antriebseinrichtung für ein Kraftfahrzeug

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CN1093909C (zh) 2002-11-06
EP0814243B1 (fr) 2003-04-16
JPH1054240A (ja) 1998-02-24
DK0814243T3 (da) 2003-06-02
JP2008057546A (ja) 2008-03-13
CN1170812A (zh) 1998-01-21
KR980002682A (ko) 1998-03-30
DE59610349D1 (de) 2003-05-22
KR100560550B1 (ko) 2006-08-23

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