EP1739293A2 - Einrichtung und Verfahren zur Kühlung der Zylinder und der Zylinderkopf einer Brennkraftmaschine - Google Patents

Einrichtung und Verfahren zur Kühlung der Zylinder und der Zylinderkopf einer Brennkraftmaschine Download PDF

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Publication number
EP1739293A2
EP1739293A2 EP06300516A EP06300516A EP1739293A2 EP 1739293 A2 EP1739293 A2 EP 1739293A2 EP 06300516 A EP06300516 A EP 06300516A EP 06300516 A EP06300516 A EP 06300516A EP 1739293 A2 EP1739293 A2 EP 1739293A2
Authority
EP
European Patent Office
Prior art keywords
engine
cylinder head
fluid
cooling
crankcase
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.)
Withdrawn
Application number
EP06300516A
Other languages
English (en)
French (fr)
Other versions
EP1739293A3 (de
Inventor
Serge Ravary
Benjamin Pfeffer
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP1739293A2 publication Critical patent/EP1739293A2/de
Publication of EP1739293A3 publication Critical patent/EP1739293A3/de
Withdrawn legal-status Critical Current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
    • 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
    • F01P2003/028—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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • 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
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • 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
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed

Definitions

  • the invention relates to the field of devices and processes for cooling heat engines, especially for motor vehicles, and in particular devices for engines equipped with two separate cooling ducts in the cylinder head and in the cylinder housing of the engine.
  • the cylinder head and the casing of the cylinders are made by foundry parts.
  • the cylinder head has water chambers surrounding the tops of each of the cylinders.
  • the cylinder housing also has water chambers surrounding the side walls of the cylinders. The water chambers communicate with each other and form a cooling duct.
  • the cooling needs of the cylinder block and the cylinder head being different, it has been proposed to provide engine blocks comprising a cooling duct of the cylinder head and a cooling duct of the cylinder housing, independent of each other .
  • the patent US 4,381,736 discloses a cooling system for such engines, wherein two pumps supply each of the two cooling ducts of the cylinder head and the cylinder housing.
  • a main redistribution circuit joins the two outputs of the two cooling ducts to a radiator.
  • a first valve isolates the radiator to accelerate the heating of the engine when it is in its startup phase.
  • a second valve makes it possible to isolate the circulation of the water of the cylinder casing cooling duct from that of the cooling duct of the cylinder head. This second valve allows to cool more the cylinder head than the cylinder housing.
  • a cylinder crankcase temperature sensor makes it possible to dose the closing of the second valve to optimize the overall cooling of the engine.
  • the control of the cooling system is done by a control device that controls the two valves that are essential to the cooling system described.
  • a control device that controls the two valves that are essential to the cooling system described.
  • Such a system has the disadvantage of requiring a complex control device, valves and sensors.
  • this document does not describe means for recovering the engine heat to warm the vehicle interior after stopping the engine.
  • the patent application GB-2 245 703 discloses an engine cooling system that includes two pumps supplying two independent conduits in the cylinder head or the cylinder housing and two thermostatic valve devices.
  • the two pumps are mechanically linked and driven by the same belt connected to the engine.
  • Flow control in the described cooling system is done by adjusting the thermostatic valves.
  • the patent application US 2004/0103862 also discloses a temperature control device of an engine.
  • a main cooling circuit comprises a main mechanical pump and a radiator, and successively passes through the casing surrounding the cylinders and the cylinder head.
  • An auxiliary circuit equipped with an auxiliary pump, is connected in parallel with the main pump and the crankcase. The flow of this auxiliary circuit is added to the flow of the main circuit during a deceleration phase of the engine and even replace the flow of the main circuit when the engine is stopped.
  • This device allows to continue to cool the cylinder head after the main mechanical pump is stopped.
  • the disadvantage of such a temperature control device is that it does not accelerate the heating of the engine during the startup phase. In addition, the heat from the cylinder housing can not be recovered after stopping the main pump.
  • the invention proposes a device and a thermal engine cooling method, especially for a motor vehicle, which solves the above problems, and in particular which allows both to accelerate the heating of the crankcase during the starting phase of the engine. and continue cooling when the engine, still hot, strongly decelerates or even stops, and this in a simple way.
  • the cooling device of a heat engine in particular for a motor vehicle, comprises a cylinder head duct and a crankcase-cylinder separate and able to cool the corresponding engine part.
  • the device cooling circuit has a main circuit comprising at least three components, the cylinder head, a radiator and a main coolant circulation pump, the three components being connected together by portions of the main circuit, and a secondary circuit comprising the crankcase and a secondary circulation pump.
  • the secondary circuit is connected to the main circuit by two adjacent junctions on the same portion of the main circuit.
  • the fact that the main circuit does not present a significant pressure drop between the two junction points of the secondary circuit, causes the amount of fluid from the main circuit to the secondary circuit depends on the actuation of the secondary pump without the need for an additional valve.
  • the main pump and the auxiliary pump can continue at high speed to feed the main circuit.
  • the fluids of the two circuits join the main circuit where their temperature is harmonized and where they are cooled by the radiator.
  • Such a device is particularly simple. It can be controlled by the operation of the secondary pump.
  • the main circuit comprises a thermostatic valve capable of interrupting the circulation of the coolant in the radiator, and a bypass branch in parallel with the thermostatic valve and the radiator, the branch being equipped with a suitable heat exchanger. to warm the cabin of the vehicle.
  • the main pump is a mechanical pump that can be driven by the motor and can be disengaged from the engine.
  • a non-return valve can be placed on the main circuit between the two connection junctions of the secondary circuit.
  • the method of cooling a heat engine comprises the step of circulating a heat transfer fluid through a cylinder head and through a crankcase of the engine cylinders.
  • a temperature threshold When the temperature of the crankcase of the rolls is below a temperature threshold, the circulation of the fluid in the crankcase of the rolls is reduced.
  • the temperature of the crankcase of the rolls is greater than said temperature threshold, all the fluid coming from either the cylinder head or the crankcase of the rolls is passed through a heat exchanger able to cool the fluid.
  • the fluid from the cylinder head is passed through a heater exchanger adapted to heat the passenger compartment of the vehicle.
  • the fluid when the engine is stopped, the fluid is circulated through the cylinder head, through the casing of the cylinders and through a heater exchanger adapted to heat the passenger compartment of the vehicle.
  • the cooling device relates to a heat engine, especially a motor vehicle, comprising a cylinder head 1 and a crankcase 2 separated and equipped with a main pump 3 and a secondary pump 4
  • the main pump 3 is a mechanical pump inserted upstream of the cylinder head 1 and driven by a not shown drive shaft, the heat engine.
  • the secondary pump 4 is an electric pump capable of circulating coolant in the crankcase duct 2.
  • the cooling device of such a heat engine comprises a main circuit 5 of coolant such as water with for example anti-freeze additives.
  • the main circuit 5 successively comprises, in the direction of fluid flow, the main pump 3 and then the cylinder head 1, then a non-return valve 6, then a thermostatic valve 7 and a radiator 8.
  • the device also comprises a secondary circuit 9 passing through the secondary pump 4 and the crankcase duct 2.
  • the secondary circuit 9 is connected to the main circuit 5 by an upstream junction 10 and a downstream junction 11 located on either side of the check valve 6.
  • the fluid flows inside the secondary circuit 9 through the secondary pump 4 from the upstream junction 10 to the downstream junction 11.
  • the direction of insertion of the check valve 6 allows prevent the fluid from rising from the downstream junction 11 to the upstream junction 10 directly through the valve 6 and requires that the return of the fluid takes place through the main circuit 5.
  • a branch branch 12 comprising a heater exchanger 13, is connected to the main circuit upstream of the thermostatic valve 7 and downstream of the radiator 8.
  • the fluid nevertheless circulates in the main circuit, which allows the calories raising the temperature of the cylinder head to be evacuated to the heater exchanger 13 and warm the cabin. In summer, where the warming of the passenger compartment of the motor vehicle is not desired, simply do not operate the fan of the heat exchanger 13, or disengage the main pump 3.
  • the flow of fluid in the main circuit allows to have a cylinder head temperature lower than that of the cylinder housing.
  • junction 10 is located downstream of the cylinder head 1 allows to send in the crankcase 2 a fluid already heated by the cylinder head, which further accelerates the heating of the cylinders.
  • the fluid arriving at the upstream junction 10 from the cylinder head 1 is divided between a main flow through the non-return valve 6 and a reduced proportion corresponding to the speed of the secondary pump 4, passing through the conduit of the crankcase 2
  • the fluid of the secondary circuit 9 joins the main circuit 5 so that the fluid flowing through the duct of the cylinder block mixes with that passing through the cylinder head 1 in the main circuit 5.
  • a quantity of calories from the duct cylinder casing 2 is evacuated by the radiator 8 and the heater exchanger 13.
  • the amount of calories discharged into the crankcase 2 is directly proportional to the rotational speed of the secondary pump 4.
  • the cooling device therefore allows ensure the cooling of the cylinder head in proportion to the speed of the engine, and the cooling of the crankcase proportionally to the speed of the secondary pump 4.
  • a fourth configuration will now be described corresponding to a hot engine having undergone a strong deceleration or being stopped.
  • the thermostatic valve 7 is open, the main pump 3 is stopped or slowed proportionally to the actual speed of the engine.
  • the secondary pump 4 operates to take over the main pump 3 and compensate for its slowing down.
  • the fluid circuit is identical to that of the fully loaded configuration, so that the sudden deceleration does not occur. not translate into an increase in engine temperature.
  • this cooling configuration will lower the temperature, especially of the crankcase, and when it drops below a certain threshold, the thermostatic valve 7 closes and most of the heat stored in the engine is reserved to warm the cabin.
  • a pollution control system such as a nitrogen oxide trap (NOx) or a particulate filter.
  • NOx nitrogen oxide trap
  • the secondary pump 4 is suddenly stopped. This has the effect of increasing the temperature of the wall of the chambers. combustion to limit problems due to unburned fuel dissolution in the engine lubricating oil.
  • fuel is injected into the cylinders during the expansion phase of the piston, so that the fuel can be exhausted with the exhaust gases without being burned in the exhaust pipes. cylinders.
  • the main pump 3 can be electric and independent of the actual speed of the motor.
  • the location of the upstream and downstream junctions 11 may also be in a portion of the main circuit 5 situated between the main pump 3 and the cylinder head 1 or in a portion of the main circuit situated upstream of the main pump 3.
  • other components may be connected to this main circuit, such as exhaust gas cooling devices for partial recycling or expansion vessels.

Landscapes

  • 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)
EP06300516A 2005-06-29 2006-05-24 Einrichtung und Verfahren zur Kühlung der Zylinder und der Zylinderkopf einer Brennkraftmaschine Withdrawn EP1739293A3 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0506663A FR2887923B1 (fr) 2005-06-29 2005-06-29 Dispositif et procede de refroidissement des cylindres et de la culasse d'un moteur thermique

Publications (2)

Publication Number Publication Date
EP1739293A2 true EP1739293A2 (de) 2007-01-03
EP1739293A3 EP1739293A3 (de) 2009-06-10

Family

ID=35295359

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06300516A Withdrawn EP1739293A3 (de) 2005-06-29 2006-05-24 Einrichtung und Verfahren zur Kühlung der Zylinder und der Zylinderkopf einer Brennkraftmaschine

Country Status (2)

Country Link
EP (1) EP1739293A3 (de)
FR (1) FR2887923B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102536412A (zh) * 2010-11-03 2012-07-04 福特环球技术公司 冷却系统
CN108843440A (zh) * 2018-05-30 2018-11-20 吉利汽车研究院（宁波）有限公司 整车冷却系统、方法及汽车
CN111094799A (zh) * 2017-08-30 2020-05-01 标致雪铁龙汽车股份有限公司 用于热力发动机和变速箱的冷却回路的总成

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07101006B2 (ja) * 1987-02-06 1995-11-01 マツダ株式会社 水冷式エンジンの冷却装置

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4423705A (en) * 1981-03-26 1984-01-03 Toyo Kogyo Co., Ltd. Cooling system for liquid-cooled internal combustion engines
GB2245703A (en) * 1990-07-03 1992-01-08 Ford Motor Co Engine cooling system
JPH0988599A (ja) * 1995-07-18 1997-03-31 Denso Corp 車両用冷却水温度制御装置
SE513698C2 (sv) * 1998-04-06 2000-10-23 Scania Cv Ab Kylanordning för en motor i ett fordon
DE10045613A1 (de) * 2000-09-15 2002-04-18 Volkswagen Ag Verfahren zur Kühlmitteltemperaturregelung und kühlmittelbetriebene Motorkühlung
DE10219481A1 (de) * 2002-04-30 2003-11-20 Audi Ag Verbrennungsmotor mit einem Zylinderkurbelgehäuse, mit einem Zylinderkopf und miteinem Kühlwasserkreislauf und Verfahren zum getrennten Kühlen des Zylinderkurbelgehäuses und des Zylinderkopfs, mit einem Kühlwasserkreislauf und einer gemeinsamen Kühlwasserpumpe
JP2004162689A (ja) * 2002-09-26 2004-06-10 Aisin Seiki Co Ltd 車両用エンジン冷却装置
JP3975399B2 (ja) * 2003-04-22 2007-09-12 アイシン精機株式会社 車両用エンジン冷却装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07101006B2 (ja) * 1987-02-06 1995-11-01 マツダ株式会社 水冷式エンジンの冷却装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102536412A (zh) * 2010-11-03 2012-07-04 福特环球技术公司 冷却系统
CN111094799A (zh) * 2017-08-30 2020-05-01 标致雪铁龙汽车股份有限公司 用于热力发动机和变速箱的冷却回路的总成
CN111094799B (zh) * 2017-08-30 2022-10-28 标致雪铁龙汽车股份有限公司 用于热力发动机和变速箱的冷却回路的总成
CN108843440A (zh) * 2018-05-30 2018-11-20 吉利汽车研究院（宁波）有限公司 整车冷却系统、方法及汽车

Also Published As

Publication number Publication date
FR2887923B1 (fr) 2007-08-24
EP1739293A3 (de) 2009-06-10
FR2887923A1 (fr) 2007-01-05

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