EP2128399A1 - Système de refroidissement de culasse avec partition - Google Patents

Système de refroidissement de culasse avec partition Download PDF

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Publication number
EP2128399A1
EP2128399A1 EP09166866A EP09166866A EP2128399A1 EP 2128399 A1 EP2128399 A1 EP 2128399A1 EP 09166866 A EP09166866 A EP 09166866A EP 09166866 A EP09166866 A EP 09166866A EP 2128399 A1 EP2128399 A1 EP 2128399A1
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EP
European Patent Office
Prior art keywords
cooling
cylinder head
outlet
coolant
block
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.)
Ceased
Application number
EP09166866A
Other languages
German (de)
English (en)
Inventor
Ingo Lenz
Richard Fritsche
Kai Kuhlbach
Carsten Weber
Martin Lutz
Jan Mehring
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
Publication of EP2128399A1 publication Critical patent/EP2128399A1/fr
Ceased 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
    • 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 according to the preamble of claim 1, with at least one cylinder head to close 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 coolant flowed through by a cooling system, wherein 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 forms, and wherein the cooling system controls are associated.
  • the EP 1 375 857 A1 discloses a cooling device for an internal combustion engine, the device comprising a plurality of cooling cells of the cylinder head of the engine, which are separated from each other and can flow through a cooling liquid.
  • First and second means for controlling the flow rate are provided, each of which is connected to at least one first cooling cell of the cylinder head and to at least one second cooling cell of the cylinder head.
  • the first and second flow rate control means are capable of controlling the amount of cooling fluid flowing through each first and each second cooling cell, respectively.
  • the two cooling cells are separated from each other and arranged one above the other, which extend in parallel and in the longitudinal direction over the entire length of the cylinder block of the engine. It can be provided more cooling cells of any shape and in optimal distribution for cooling the cylinder head.
  • DE 198 03 885 A1 relates to a refrigeration cycle arrangement for a liquid-cooled internal combustion engine, wherein the internal combustion engine in the cylinder head and in the crankcase each separately controlled with separately conveyed by a single pump coolant flows through cooling channels, and the demand in the cylinder head / cooling jacket promotional pump suction side with a controlled via a three-way valve / regulated bypass line to a connected thereto via a feed line and a return line heat exchanger in an outer cooling circuit is connected, the crankcase cooling jacket upon reaching a predetermined temperature in / on the crankcase via a controllable valve with the outer cooling circuit is separately connectable.
  • the suction side connected to a drain of a arranged in the bypass line three-way thermostat pump is the delivery side with an outlet side longitudinal channel of the cooling jacket in the inlet side 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 medium-or directly connectable via a one-way valve controlled by means of an electronic control unit one-way or multi-way valve with the outer cooling circuit.
  • the 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 middle deck limited cooling space and above this from the cylinder head center deck to the lid parting plane surrounded by outer walls enclosed control chamber with through the Refrigerator, from the mouth openings in the combustion chamber side portion of the cylinder head floor to the lateral outer walls extending 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 continuous cooling space divided into sections by vertical double ribs attached to the cylinder head floor and both sides to the support bolts for the cylinder head bolts, which are substantially only of exhaust ports, intake ports and spark plug studs are penetrated by a cylinder, and wherein 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 the outside of the double fins cools, and each a secondary cooling flow which, starting from at least one further passage opening from the engine block, flows through the spaces enclosed by the double ribs approximately parallel to the cylinder axes and thereby cools the insides of the double fins, and wherein main and secondary cooling streams combine at the upper edge of the double fins and into one opening below the inlet channels longitudinally extending coolant collecting channel.
  • a cooling device in a cylinder head of a water-cooled multi-cylinder internal combustion engine is in DE OS 38 38 953 disclosed 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.
  • Each of the first, second and third cooling passages is independently connected at one end to the cooling jacket of the cylinder block so as to individually receive coolant, three parallel flows of the coolant through the first, second and third cooling passages having a three-way distribution of the flow rates are made possible according to the predetermined, relative sizes of the flow resistance of the first, second and third cooling channels.
  • the cylinder head and an associated exhaust manifold are currently made as two separate parts.
  • the disadvantage here is that at partial and full load of the engine results in an increased heat input into the cylinder head and the associated cooling system. Especially with coolant side flowed through the cylinder head, this means an uneven temperature distribution between Auslaus- and inlet side. If the internal combustion engine is hardly loaded (traffic jam, stop and go, overrun during a longer-lasting downhill descent), there is a higher heat emission from the exhaust gas upstream of the catalytic converter. As a result, if the catalyst cools down too much, harmful exhaust gas components will only be converted insufficiently.
  • the invention has the object to improve an internal combustion engine of the type mentioned in simple terms to the effect that a well-regulated and thus optimized heat balance of the engine, in particular the cylinder head also has a reduced fuel consumption and reduced emissions result , Whose cooling or warm-up behavior is further improved by simple means.
  • an internal combustion engine having the features of claim 1, wherein a block water jacket of a cylinder block is in communication with the second cooling region, wherein the coolant entering from the block water jacket in the second cooling region and the refrigerant exiting therefrom in the flow direction in front of the control is mixed with the outlet side of the first cooling area coolant, wherein the two coolant flows are separated from each other or separated from each other until they are mixed.
  • an internal combustion engine is provided, each one separately in an exhaust region and in the remaining region of the cylinder head, has independently controllable coolant flow.
  • the outlet channel is in the context of the invention, a gas outlet. It is conceivable that the control elements are associated with the cooling system so that the separate coolant streams in the respective cooling regions can be controlled separately.
  • 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.
  • the control element is adjustable in such a way that a correspondingly higher coolant flow flows through the first cooling region.
  • the first cooling area is arranged in the sense of the invention outlet side or exhaust side, wherein the second cooling area in the context of the invention, the rest of the cylinder head so the respective combustion chamber and the inlet side is assigned.
  • the cylinder head has a plurality of outlet channels, which are combined to form a main strand, wherein the first cooling region is assigned to 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 a control element is arranged on an inlet side of the first cooling area in an inlet line, and a further control element is arranged in a common outlet of both cooling areas, so that the Cooling system has completely separate coolant circuits in the cylinder head or in the two cooling areas, which mix only in the common outlet before the corresponding control.
  • the first cooling area is completely separated from the second cooling area, wherein a control element is arranged on an inlet side of the second cooling area in an inlet line, and another control element is arranged in a common outlet of both cooling areas, so that the cooling system in the cylinder head or in the two cooling areas has completely separate coolant circuits, which mix only in the common outlet before the corresponding control.
  • the inlet line is to be regarded as a direct connection of the block water jacket to the second cooling area, wherein the control is designed as a block thermostat. On a control in the inlet line to the first cooling area can be omitted.
  • thermostats are preferably designed as continuously adjustable valves, in particular as a thermostat. But there are also electrically controlled thermostats, regulators or other control means such as flaps conceivable.
  • the inlet line to the second cooling area represents the connection to the block water jacket.
  • the cylinder-head-side coolant area is divided into an outlet-side cooling area (first cooling area) and an inlet-side cooling area (second cooling area), wherein coolant from the inlet-side area can be guided on the outlet side into an outlet in which the outlet-side cooling area also opens on the outlet side.
  • the invention is based on the finding that the split-cooling system can be improved in that the cooling system is not only divided into a cylinder block area and a cylinder head area, but also the cylinder head is divided into an outlet side cooling area and an inlet side cooling area.
  • skilful cooling strategy so different areas of the engine, especially in its warm-up phase can be controlled by controls. For example, a coolant flow in a first phase has a magnitude of zero, wherein in a second phase, the outlet side of the cylinder head is cooled. Only in a third phase of the cylinder block is cooled. This has proven to be practical in that the internal combustion engine can be brought to the required operating temperature as quickly as possible.
  • the coolant flow through the cylinder block is controlled by means of a block thermostat. But flows, for example, during the warm-up phase, no coolant through the cylinder block, because the block thermostat is closed, causes the resulting heat, such as frictional heat, which is not dissipated, a warming example of lubricant, which is quite desirable to improve the warm-up properties.
  • the coolant can be warmed up so that Steam or air bubbles arise, which collect in the upper area of the cylinder block, and displace the actually existing coolant there. Between the liners of the cylinder so-called cylinder web or cylinder block web is arranged, which separates adjacent liners from each other.
  • this can be provided with a bore or a slot, wherein the slot is connected directly to the block water jacket.
  • the vapor bubbles displace the coolant now just in this cooling device within the web. This can cause temperature-related damage, so that the block thermostat must be opened to prevent displacement of the coolant in the upper area by replacing the coolant.
  • the solution according to the invention it is possible to keep the block thermostat, especially in the warm-up phase of the engine longer closed, since the resulting vapor bubbles can be derived from the upper region of the cylinder block.
  • the inlet-side cooling region of the cylinder head is coupled to the block water jacket, so that a derivation of the vapor bubbles in the cylinder head can be achieved, even if the block thermostat is closed.
  • the resulting vapor bubbles are thus transported into the cylinder head, in particular in the inlet-side cooling region.
  • Another advantage of the invention is the fact that a significantly improved cooling of the cylinder land can be achieved when the block thermostat is open.
  • the coolant cools the cylinder head or preferably the inlet side of the cylinder head, and enters the outlet, without first having contact with the coolant jacket of the outlet-side cooling region.
  • the exhaust side cooling refrigerant flows through the upper and lower shells of the exhaust side cooling section, and then enters the outlet in which the coolant flow from the inlet side cooling section and the exhaust side cooling section merges upstream of the control element.
  • the block thermostat the coolant flow through the cylinder block and thus also through the inlet-side cooling area controls, wherein the coolant flow is divided before the block thermostat at least in a partial flow, which enters the outlet side cooling region of the cylinder head.
  • the block thermostat is integrated with its housing in the cylinder block, but can also be designed as a separate component.
  • a coolant pump output is advantageously connected directly to the cylinder block.
  • the outlet side or the outlet-side cooling area is connected directly to the pump outlet.
  • a turbocharger can be connected directly to the coolant pump.
  • the outlet is designed as a separate outlet housing, in which both coolant flows from the inlet-side and outlet-side cooling region to flow, and in which the control is arranged, in front of which mix both coolant streams.
  • FIG. 1 shows in principle a cylinder head 1.
  • the cylinder head 1 terminates in a known manner from a combustion chamber, not shown.
  • the combustion chamber are associated with inlet and outlet channels for supplying air or a fuel / air mixture or exhaust burned fuel / air mixture exhaust gas, which in FIG. 1 are not shown.
  • 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 areas 3,4 with a first cooling area 3, which is flowed through by a first coolant flow (arrow 6), and with a second cooling area 4, which is traversed by a second coolant flow (arrow 7).
  • the first cooling area 3 is assigned to the exhaust gas outlet (s) on the exhaust gas side, wherein the second cooling area 4 is assigned to the remainder of the cylinder head 1 or the inlet ducts.
  • the first cooling region 3 can also be referred to as the outlet-side cooling region and the second cooling region 4 as the inlet-side cooling region.
  • the cylinder head 1 has a plurality of outlet channels, which are combined within the cylinder head 1 to form a main strand.
  • the cylinder head 1 complete several combustion chambers, wherein the internal combustion engine may be, for example, a motor or a V-engine.
  • Control elements 8 and 9 are associated with the cooling system or the cooling areas 3, 4 such that the separate coolant flows in the respective cooling areas 3, 4 can be regulated separately from one another.
  • the control element 9 assigned to the exhaust-side cooling region 3 is preferably designed as a flap valve which only permits a connection or release, but can be designed as a continuously adjustable valve, in particular as a thermostat.
  • the two cooling areas 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.
  • inlet pipe 12 to the second cooling area 4 and the inlet-side cooling area should only be shown in principle and forms a connection of a second cooling area 4 to the block water jacket. In this respect, the block water jacket is quasi connected in series to the second cooling area 4.
  • the block thermostat is in FIG. 1 not shown.
  • the inlet pipe 12 is assigned to the first cooling area 3, the control 9.
  • 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.
  • 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.
  • 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.
  • the exhaust gas side is preferably not cooled, so that a catalyst is faster to operating temperature, since this the uncooled exhaust gases are supplied.
  • the exhaust gas side is cooled.
  • the first part of the warm-up phase of the internal combustion engine is achieved by the lack of 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 exhaust gas side is sufficiently cooled by complete opening of the control element 9, wherein, of course, the rest of the cylinder head is cooled.
  • an internal combustion engine is made available, which, inter alia, has a controllable and therefore optimized heat balance, as a result of which reduced fuel consumption and emissions can also be achieved.
  • the second coolant area 4 or the inlet-side cooling area 4 is in communication with the cylinder block water jacket.
  • the inlet-side cooling region 4 is controllable via a block thermostat.
  • FIG. 1 In principle illustrated outlet 128 is exemplified as a separate outlet housing 128 executable, in which the control element 8 is arranged. Therefore, the in FIG. 1 each illustrated dimension of the control 8 and the outlet 128 is not adapted to the corresponding installation situation. It is essential that the two coolant flows mix only in the outlet 128 in front of the control element 8.
  • the control 8 is preferably designed as a thermostat.
  • the coolant which passes through the block water jacket, enters the cylinder head 1, in particular in the inlet-side cooling region 4 and in the second cooling region 4 (via the corresponding inlet line, which in FIG. 1 is only shown in principle), flows through the inlet-side cooling region 4, thereby cooling the inlet side of the engine and enters, without first having contact with the ausligan wornem cooling region 3 and the first cooling region 3 flowing coolant into the outlet 128 and the outlet housing 128 on.
  • the coolant for cooling the outlet side of the cylinder head flows through the outlet-side cooling region 3 and also enters the outlet housing 128. In the outlet housing 128, both cooling streams are mixed in front of the control element 8.
  • the block thermostat can remain closed longer, since possibly forming vapor or air bubbles from the cylinder block or its upper portion can be derived by the connection with the inlet-side cooling region 4 in this.
  • a warm-up behavior of the engine is decidedly improved because the block thermostat must be opened only when an exchange of the coolant in the cylinder block side coolant area or in the water jacket is actually required.
  • FIG. 2 It can be seen that the control element 9 in the inlet line 12 to the first cooling area 3 can be dispensed with.
  • the block thermostat is shown as a control 8 in principle in the inlet line 12 to the second cooling area 4, wherein the block thermostat can be integrated in the cylinder block.
  • the illustrated inlet line 12 to the second cooling area 4 in turn represents the connection to the block water jacket.
  • the coolant flow from the water pump into the outlet-side cooling area 3 is not interrupted in this embodiment. Otherwise, in the embodiment after FIG. 2 on the design and mode of action FIG. 1 directed. It is well within the meaning of the invention that the block thermostat also in the embodiment according to FIG. 1 is provided, which is not shown.

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

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

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EP05101700.2A Division-Into EP1698770B1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition
EP05101700.2A Division EP1698770B1 (fr) 2005-03-04 2005-03-04 Système de refroidissement de culasse avec partition

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EP2128399A1 true EP2128399A1 (fr) 2009-12-02

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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 (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
DE102014201113A1 (de) 2013-01-29 2014-07-31 Ford Global Technologies, Llc Kühlmittelkreislauf mit in Reihe geschalteten Kopf- und Blockkühlmittelmantel
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
DE502007001624D1 (de) * 2007-01-17 2009-11-12 Ford Global Tech Llc Integriertes Motorkühlsystem
EP2309106B1 (fr) 2009-07-30 2017-06-07 Ford Global Technologies, LLC circuit de refroidissement
EP2309114B1 (fr) 2009-07-30 2012-09-12 Ford Global Technologies, LLC Circuit de refroidissement
DE102018201645B3 (de) 2018-02-02 2019-08-08 Ford Global Technologies, Llc Motorblock

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Publication number Priority date Publication date Assignee Title
JPS6148917U (fr) * 1984-08-30 1986-04-02
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
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
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

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2845420B1 (fr) 2002-10-04 2006-01-27 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux
FR2856426B1 (fr) 2004-08-19 2006-06-09 Mark Iv Systemes Moteurs Sa Circuit de refroidissement comportant un organe de regulation du flux

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6148917U (fr) * 1984-08-30 1986-04-02
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
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
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

Cited By (5)

* 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
DE102014201113A1 (de) 2013-01-29 2014-07-31 Ford Global Technologies, Llc Kühlmittelkreislauf mit in Reihe geschalteten Kopf- und Blockkühlmittelmantel
DE102013201362A1 (de) 2013-01-29 2014-07-31 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
DE102014201113B4 (de) * 2013-01-29 2017-06-08 Ford Global Technologies, Llc Kühlmittelkreislauf mit in Reihe geschalteten Kopf- und Blockkühlmittelmantel

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