EP1698770A1 - Système de refroidissement de culasse avec partition - Google Patents

Système de refroidissement de culasse avec partition Download PDF

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Publication number
EP1698770A1
EP1698770A1 EP05101700A EP05101700A EP1698770A1 EP 1698770 A1 EP1698770 A1 EP 1698770A1 EP 05101700 A EP05101700 A EP 05101700A EP 05101700 A EP05101700 A EP 05101700A EP 1698770 A1 EP1698770 A1 EP 1698770A1
Authority
EP
European Patent Office
Prior art keywords
cooling
cylinder head
outlet
internal combustion
combustion engine
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
EP05101700A
Other languages
German (de)
English (en)
Other versions
EP1698770B1 (fr
Inventor
Ingo Lenz
Richard Fritsche
Kai Kuhlbach
Carsten Weber
Jan Mehring
Martin Lutz
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP05101700.2A priority Critical patent/EP1698770B1/fr
Priority to EP09166866A priority patent/EP2128399A1/fr
Publication of EP1698770A1 publication Critical patent/EP1698770A1/fr
Application granted granted Critical
Publication of EP1698770B1 publication Critical patent/EP1698770B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust 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
    • 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
    • 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
    • F01P2003/027—Cooling cylinders and cylinder heads in parallel
    • 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
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves

Definitions

  • the invention relates to an internal combustion engine having at least one cylinder head for terminating at least one combustion chamber, the inlet side is assigned at least one inlet channel and outlet at least one outlet channel, wherein the cylinder head is associated with a flowed through by a coolant cooling system.
  • DE 198 03 885 A1 relates to a cooling circuit arrangement for a liquid-cooled internal combustion engine, wherein the internal combustion engine in the cylinder head and in the crankcase each controlled separately with separately conveyed by a single pump coolant flows through cooling channels, and the as needed in the cylinder head cooling jacket pump on the suction side with a controlled via a 3-way valve / regulated bypass line to a connected thereto via a flow line and a return line heat exchanger in an outer cooling circuit is connected, the crankcase cooling jacket via a controllable valve with the outer cooling circuit is separately connectable upon reaching a predetermined temperature in / on the crankcase.
  • the suction side connected to a drain of a arranged in the bypass line 3-way thermostat pump is the delivery side with an outlet side longitudinal channel of the cooling jacket in the inlet side to a longitudinal channel transversely flowed cylinder head in combination.
  • the inlet side longitudinal channel is connected via a connecting line to the bypass line and the heat exchanger supply line.
  • At least the crankcase cooling jacket is via a means of a electronic control unit map-controlled single or multi-way valve with the outer cooling circuit medium or directly connectable.
  • DE 41 00 459 C2 discloses a cylinder head of a liquid-cooled internal combustion engine with cylinders arranged in series, consisting of a casting with one of lateral outer walls, the cylinder head floor and a distance above it cylinder head center deck limited cooling space and above this from the cylinder head center deck to the top parting plane of Outer walls enclosed control chamber with through the refrigerator, from the mouth openings in the combustion chamber side portion of the cylinder head floor extending to the lateral outer walls valve channels and a cooling chamber and the control chamber parallel to the cylinder axis passing through approximately cylindrical chamber for a spark plug or injector and molded into the lateral support walls support columns for receiving the cylinder head bolts.
  • the cylinder bank has a through-cooling compartment divided by vertical double ribs attached to the cylinder head floor and both sides of the cylinder head bolt support columns into sections substantially interspersed only with exhaust ports, intake ports and spark plug bosses for a cylinder, and the coolant flow through the double ribs in each case a main cooling flow which flows through a cooling space section, starting from at least one passage opening from the engine block, below the outlet ducts, transversely to the engine longitudinal axis, and cools the outside of the double ribs, and one auxiliary cooling flow, starting from at least one each Through opening from the engine block, which flows through the double-ribbed spaces approximately parallel to the cylinder axes and thereby cools the inner sides of the double ribs, and wherein main and secondary cooling streams combine at the top of the double ribs un d open into a below the inlet channels longitudinal coolant collecting channel.
  • a cooling device in a cylinder head of a water-cooled multi-cylinder internal combustion engine comprising a plurality of partitions disposed between the cylinders and water jacket formed in a cylinder head, a plurality of candle insertion tubes vertically disposed above the substantially central portions of the associated cylinders, a plurality of coolant inlet ports disposed on one side of the plug-in tubes, and a cooling water outlet port disposed on the other side of the plug-in tubes; a plurality of walls projecting from the partitions toward the plug-in tubes, and wherein each wall has a lower protruding part having a relatively small width in the vicinity of a wall of the cylinder head above a combustion chamber formed in each cylinder and an upper protruding part having a relatively large width.
  • the first, second, and third cooling channels are each independently connected at one end to the cooling jacket of the cylinder block to individually receive coolant, with three parallel flows of the coolant through the first, second, and third cooling channels having a triple distribution of flow rates corresponding to the predetermined flow rates. relative sizes of the flow resistance of the first, second and third cooling channel are made possible.
  • the cylinder head and an associated exhaust manifold are currently performed as two separate parts.
  • the disadvantage here is that at partial and full load of the engine increased heat input into the cylinder head and the associated cooling system results.
  • the invention has for its object to improve an internal combustion engine of the type mentioned with simple means that a well-regulated and thus optimized heat balance of the engine, in particular the cylinder head, which also has a reduced fuel consumption and reduced emissions result, is reached.
  • the object is achieved in that the cooling system of the cylinder head at least two cooling regions with a first cooling region, which is flowed through by a first coolant flow, and with a second cooling region, which is flowed through by a second coolant flow, wherein the first cooling region, the at least one outlet channel, and the second cooling area is associated with the rest of the cylinder head, and wherein the cooling system controls are assigned such that the separate coolant streams in the respective cooling areas are controlled separately.
  • the outlet channel is in the context of the invention, a gas outlet.
  • the corresponding control element is adjustable so that the required coolant flow, preferably a reduced or prevented coolant flow is applied to the first cooling region.
  • this is Control adjustable so that a correspondingly higher coolant flow flows through the first cooling area.
  • the first cooling area is arranged on the outlet side or exhaust side according to the invention, wherein the second cooling area in the context of the invention is assigned to the rest of the cylinder head, ie the respective combustion chamber and the inlet side.
  • the cylinder head has a plurality of outlet channels, which are combined to form a main strand, wherein the first cooling region is associated with the main strand.
  • This advantageous embodiment is based on the finding that the cylinder head with its exhaust manifold can be combined in one unit. If both components, so the cylinder head and the exhaust manifold, executed as a unit, thereby the weight of the engine can be reduced, while the warm-up time can be shortened.
  • the exhaust ports are combined in the cylinder head to a main strand
  • the first cooling area is completely separated from the second cooling area, wherein the control elements are each arranged on an inlet side of the respective cooling area in a respective inlet conduit, so that the cooling system has completely separate coolant circuits in the cylinder head.
  • the separate coolant flows in the respective cooling regions can be correspondingly controlled by means of the respective control element assigned to the respective inlet line. This results in a volume flow control / or. control of the respective coolant flow at the inlet side of the respective cooling area.
  • the first cooling area is completely separated from the second cooling area, wherein the control elements are each arranged on an outlet side of the respective cooling area in outlet ducts, so that the cooling system in the cylinder head has completely separate coolant circuits.
  • the separate coolant flows in the respective cooling areas are controlled by means of the respective outlet line associated control accordingly. This results in a volume flow control / or. control of the respective coolant flow at the outlet side of the respective cooling area.
  • the first cooling area is separated within the cylinder head of the second cooling area, wherein the control elements are each arranged on an inlet side of the respective cooling area in the respective inlet line.
  • the two cooling areas on a common outlet, so that it can be dispensed with a second outlet.
  • the first cooling area is separated within the cylinder head of the second cooling area, wherein the control elements are each arranged on an outlet side of the respective cooling area in a respective outlet conduit, wherein both cooling areas by a common inlet conduit with be supplied to the coolant.
  • the two cooling regions on a common inlet line so that it can be dispensed with a second inlet line.
  • manufacturing costs of the internal combustion engine are reduced, since only one common for both cooling areas inlet line is provided.
  • By controlling the controls there are corresponding pressure differences in the individual cooling areas, so that a separate control of the coolant flows can be achieved.
  • the controls are preferably designed as continuously adjustable valves, in particular as a thermostat. It is also possible, however, that in particular the controls assigned to the second cooling area are preferably configured as cost-effective flap valves, which only permit an entry or an exhibition.
  • the first cooling area within the cylinder head is separated from the second cooling area, wherein an outlet line of the second cooling area opens into an outlet line of the first cooling area, and wherein an inlet line common to both cooling areas is a continuously adjustable control element is assigned, and wherein the second cooling area, a further control element is arranged in its outlet conduit, which can be configured as a continuously adjustable control element, or preferably as a flap valve, which allows only an arrival or exhibition.
  • the first cooling area is separated within the cylinder head from the second cooling area, wherein an outlet of the second cooling area in an outlet of the first cooling area opens, and wherein the outlet of the second cooling area is assigned a control that as continuous adjustable control element, or preferably as a flap valve, which allows only an arrival or exhibition, can be configured, and wherein in the outlet of the first cooling area a continuously adjustable control is arranged, both cooling areas are supplied via a common inlet line with the coolant.
  • the cylinder head 1 shows a cylinder head 1 shown schematically.
  • the cylinder head 1 terminates in a known manner from a combustion chamber, not shown.
  • the combustion chamber inlet and outlet channels for supplying air or a fuel-air mixture or discharge of combusted fuel-air mixture are assigned as exhaust gas, which are not shown in Figure 1.
  • the cylinder head 1 is associated with a cooling system 2 through which a coolant flows.
  • the cooling system 2 of the cylinder head 1 has two cooling regions 3, 4 with a first cooling region 3, through which a first coolant flow (arrow 6) flows, and with a second cooling region 4, through which a second coolant flow (arrow 7) flows.
  • the first cooling area 3 is assigned to the exhaust passage or exhaust channels, the second cooling area 4 being assigned to the remainder of the cylinder head 1, that is to say to the combustion space and the intake passage (s).
  • the cylinder head 1 has a plurality of outlet channels, which are combined within the cylinder head 1 to form a main strand.
  • the internal combustion engine may be, for example, a series engine or a V-engine. In a V-engine, of course, two cylinder heads 1 are provided.
  • the cooling system or the cooling zones 3, 4 control elements 8 and 9 are assigned such that the separate coolant streams in the respective cooling areas 3.4 are separately controllable.
  • the control element 8 assigned to the exhaust-side cooling region 3 and the second cooling region 4 is in each case preferably designed as a continuously adjustable valve, in particular as a thermostat, wherein a control element 9 assigned to the second cooling region 4 can preferably be designed as a flap valve which permits only one inlet or outlet ,
  • the control element 9 is not shown in FIGS. 1 to 4. In these embodiments, only controls 8 are shown, which are each replaced by controls 9.
  • the cooling system of the cylinder head 1 is separable by means of a thermostat or the like from a cooling system of a cylinder block associated with the cylinder head 1.
  • the two cooling regions 3, 4 each have an inlet line 12 on their inlet side 11 and an outlet line 14 on their outlet side 13 opposite the inlet side 11.
  • each of the inlet conduit 12 is associated with a control element 8, in contrast to which in the embodiment shown in Figure 2, the control elements 8 are each associated with the outlet conduit 14.
  • both cooling areas 3.4 are completely separated from each other within the cylinder head 1, so that the cooling system has completely separate coolant circuits within the cylinder head 1.
  • the complete separation can be seen by means of a partition wall 16 shown in principle, which extends continuously from the inlet side 11 to the outlet 13.
  • a volume flow regulation or control of the coolant flows 6, 7 on the inlet side 11 is effected by means of the control elements 8.
  • the volume flow control or control of the coolant flows 6.7 in the embodiment of Figure 2 on the outlet side 13th
  • the two cooling areas 3.4 are separated within the cylinder head 1, so that a common outlet conduit 17 ( Figure 3) and a common inlet conduit 18 ( Figure 4) is provided.
  • a second cooling region 4 associated control element 9 may be configured as a flap valve, which is controllable between an on-off position.
  • the partition wall 16 shown in principle extends according to the embodiment of Figure 3 from the inlet side 11 to just before the outlet 13, wherein the partition wall 16 shown in Figure 4 extends from the outlet side 13 in the direction of the inlet side 11 and just before the inlet side eleventh ends.
  • a separation of the two cooling area 3.4 is achieved within the cylinder head 1, wherein the two cooling areas are 3.4 completely separated according to the embodiment of Figures 1 and 2.
  • the exhaust gas side is preferably not cooled, so that a catalyst is led faster to operating temperature, since this is the uncooled exhaust gases be supplied.
  • the exhaust gas side is cooled.
  • the first part of the warm-up phase of the internal combustion engine is achieved by the missing or reduced cooling that, for example, the downstream catalyst always receives exhaust gases with the required high temperature to convert harmful exhaust gas components.
  • the exhaust-gas-side region or the first cooling region 3 is cooled particularly intensively. The recovered energy (heat) is supplied to the internal combustion engine, so that it warms up faster, thereby reducing friction losses in the warm-up phase.
  • the two cooling regions 3, 4 are separated within the cylinder head 1 in the exemplary embodiments illustrated in FIGS. 5 and 6.
  • the partition wall 16 shown in principle in Figures 5 and 6 extends from the outlet side 13 in the direction of the inlet side 11 and ends shortly before the inlet side 11.
  • a common inlet line 22 is provided for both cooling region 3 and 4, in the embodiment according to Figure 5 is associated with a control 8.
  • an outlet line 23 or 24 is assigned to each of the two cooling zones 3, 4, the outlet line 23 of the second cooling zone 4 opening into the outlet line 24 of the first cooling zone 3.
  • the outlet conduit 23 of the second cooling area 4 is in each case assigned a control 9 in both examples (FIGS. 5 and 6).
  • the outlet conduit 24 of the first cooling area 3 is assigned a control element 8 which is arranged in the selected representation above the junction of the outlet conduit 23 into the outlet conduit 24.
  • control element 8 or the control elements 8 and 9 are assigned to the respective inlet and outlet lines 12,14,17,18,19,21,22,23,24 , It is possible that the controls 8 and 9 are reversed on the inlet and outlet side.
  • the partition wall 16 may extend from the outlet side to just before the inlet end ending or be executed continuously. Conceivable in the embodiments of Figures 1 and 2, for example, a cross arrangement of the respective controls 8 and 8 and 9.
  • FIGS. 9 and 10 show a further exemplary embodiment of FIG. 4, whereby here too a cross arrangement of the control elements 8 and 9 is provided.
  • FIGS. 11 and 12 show a crossover variant to the exemplary embodiment according to FIG. 3 in the exemplary embodiments of FIGS. 11 and 12, a crossover variant to the exemplary embodiment according to FIG. 3 is shown.
  • FIG. 13 shows a variant of FIG. 6, in which a control element 8 or 9 is arranged in the flow direction 26 below the junction of the outlet line 23 into the outlet line 24, wherein a further control element 8 or 9 is arranged above the junction.
  • FIGS. 14 and 15 each show a further embodiment of the example shown in FIG.
  • an inlet line branches off from the other.
  • a control element 8 or 9, viewed in the flow direction 26, is arranged below the branch, the other control element 8 or 9 being associated with the branch line.
  • FIG. 16 and 17 are in turn variants of the embodiment of Figure 2.
  • an outlet opens in the other outlet, wherein the outlet seen in the flow direction 26 above the junction a control 8 or 9 is assigned, wherein the other control 8 and 9, respectively, is arranged in the opening outlet line.
  • the second control element 8 or 9, viewed in the flow direction 26, is arranged below the junction.
  • FIGS. 18 and 19 show variants of the embodiment of Figure 1.
  • the two separate inlet lines branch off from a common inlet line.
  • the common inlet line is associated with a control 8 and 9, wherein the other control 8 or 9 is associated with an outlet.
  • FIGS. 18 and 19 show a cross arrangement of the control element 8 or 9 assigned to the respective outlet line.
  • FIGS. 20 and 21 again show a variant of the exemplary embodiment according to FIG.
  • the embodiment shown in each case in Figures 20 and 21 corresponds to the embodiments of Figures 14 and 15, wherein the partition is designed in contrast to the example shown in Figures 14 and 15 throughout.
  • FIGS. 22 and 23 A further variant of the embodiment of Figure 2 is shown in Figures 22 and 23.
  • the two outlet lines open into a common outlet line, which is associated with a control 8 and 9 respectively.
  • the other control element 8 or 9 is in each case associated with an inlet line, it being possible to deduce a cross arrangement on the inlet side when viewing FIGS. 22 and 23.
  • an internal combustion engine which has a well controllable and thus optimized heat balance, which also reduced Fuel consumption and emissions can be achieved.
  • An internal combustion engine is provided which has a coolant flow 6 or 7, which can be controlled separately in an exhaust gas area and in the remaining area of the cylinder head 1 independently of each other.
  • control elements 8, in particular the control element 9, can preferably be connected to a central control unit, which controls and / or actuates in particular the control element 9 in the different temperature ranges of the internal combustion engine.

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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)
EP05101700.2A 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition Expired - Fee Related EP1698770B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP05101700.2A EP1698770B1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition
EP09166866A EP2128399A1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05101700.2A EP1698770B1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition

Related Child Applications (2)

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EP09166866A Division-Into EP2128399A1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition
EP09166866A Division EP2128399A1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition

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Publication Number Publication Date
EP1698770A1 true EP1698770A1 (fr) 2006-09-06
EP1698770B1 EP1698770B1 (fr) 2014-06-18

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EP09166866A Ceased EP2128399A1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition
EP05101700.2A Expired - Fee Related EP1698770B1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7721683B2 (en) * 2007-01-17 2010-05-25 Ford Global Technologies, Llc Integrated engine thermal management
EP2309114A1 (fr) 2009-07-30 2011-04-13 Ford Global Technologies, LLC Circuit de refroidissement
EP2309106A1 (fr) 2009-07-30 2011-04-13 Ford Global Technologies, LLC circuit de refroidissement
DE102018201645B3 (de) 2018-02-02 2019-08-08 Ford Global Technologies, Llc Motorblock

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202013100500U1 (de) 2013-01-29 2013-02-14 Ford Global Technologies, Llc. Kühlmittelkreislauf mit in Reihe geschalteten Kopf- und Blockkühlmittelmantel
US9140176B2 (en) 2013-01-29 2015-09-22 Ford Global Technologies, Llc Coolant circuit with head and block coolant jackets connected in series
DE102013201362A1 (de) 2013-01-29 2014-07-31 Ford Global Technologies, Llc Kühlmittelkreislauf mit in Reihe geschalteten Kopf- und Blockkühlmittelmantel

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Publication number Priority date Publication date Assignee Title
US4730579A (en) 1985-08-02 1988-03-15 Toyota Jidosha Kabushiki Kaisha Internal combustion engine cylinder head with port coolant passage independent of and substantially wider than combustion chamber coolant passage
DE3838953A1 (de) 1987-11-17 1989-05-24 Honda Motor Co Ltd Zylinderkopf-kuehlvorrichtung fuer wassergekuehlte mehrzylinder-brennkraftmaschinen
DE19803885A1 (de) 1998-01-31 1999-08-05 Bayerische Motoren Werke Ag Kühlkreisanordnugn für eine flüssigkeitsgekühle Brennkraftmaschine
DE4100459C2 (de) 1990-02-13 2000-06-21 Avl Verbrennungskraft Messtech Zylinderkopf einer flüssigkeitsgekühlten Brennkraftmaschine mit in Reihe angeordneten Zylindern
EP1283345A2 (fr) 2001-08-10 2003-02-12 Kabushiki Kaisha Toyota Jidoshokki Structure de refroidissement d'une culasse pour un moteur à combustion interne
EP1375857A1 (fr) 2002-06-27 2004-01-02 Renault s.a.s. Dispositif de refroidissement pour moteur à combustion
FR2845420A1 (fr) 2002-10-04 2004-04-09 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux
FR2856426A1 (fr) 2004-08-19 2004-12-24 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux

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JPH0341053Y2 (fr) * 1984-08-30 1991-08-29
JPH09203346A (ja) * 1996-01-25 1997-08-05 Toyota Motor Corp シリンダヘッドの冷却水通路構造

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4730579A (en) 1985-08-02 1988-03-15 Toyota Jidosha Kabushiki Kaisha Internal combustion engine cylinder head with port coolant passage independent of and substantially wider than combustion chamber coolant passage
DE3838953A1 (de) 1987-11-17 1989-05-24 Honda Motor Co Ltd Zylinderkopf-kuehlvorrichtung fuer wassergekuehlte mehrzylinder-brennkraftmaschinen
DE4100459C2 (de) 1990-02-13 2000-06-21 Avl Verbrennungskraft Messtech Zylinderkopf einer flüssigkeitsgekühlten Brennkraftmaschine mit in Reihe angeordneten Zylindern
DE19803885A1 (de) 1998-01-31 1999-08-05 Bayerische Motoren Werke Ag Kühlkreisanordnugn für eine flüssigkeitsgekühle Brennkraftmaschine
EP1283345A2 (fr) 2001-08-10 2003-02-12 Kabushiki Kaisha Toyota Jidoshokki Structure de refroidissement d'une culasse pour un moteur à combustion interne
EP1375857A1 (fr) 2002-06-27 2004-01-02 Renault s.a.s. Dispositif de refroidissement pour moteur à combustion
FR2845420A1 (fr) 2002-10-04 2004-04-09 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux
FR2856426A1 (fr) 2004-08-19 2004-12-24 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7721683B2 (en) * 2007-01-17 2010-05-25 Ford Global Technologies, Llc Integrated engine thermal management
EP2309114A1 (fr) 2009-07-30 2011-04-13 Ford Global Technologies, LLC Circuit de refroidissement
EP2309106A1 (fr) 2009-07-30 2011-04-13 Ford Global Technologies, LLC circuit de refroidissement
EP2322785A1 (fr) 2009-07-30 2011-05-18 Ford Global Technologies, LLC Moteur à turbine à gaz et procédé incluant des structures composites avec des chemins conducteurs électriques intégraux incorporés
EP2325453A1 (fr) 2009-07-30 2011-05-25 Ford Global Technologies, LLC Système de refroidissement
DE102018201645B3 (de) 2018-02-02 2019-08-08 Ford Global Technologies, Llc Motorblock

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EP2128399A1 (fr) 2009-12-02

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