EP2616650B1 - Circuit de liquide de refroidissement pour un moteur à combustion interne - Google Patents

Circuit de liquide de refroidissement pour un moteur à combustion interne Download PDF

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Publication number
EP2616650B1
EP2616650B1 EP11740569.6A EP11740569A EP2616650B1 EP 2616650 B1 EP2616650 B1 EP 2616650B1 EP 11740569 A EP11740569 A EP 11740569A EP 2616650 B1 EP2616650 B1 EP 2616650B1
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EP
European Patent Office
Prior art keywords
cylinder
coolant
internal combustion
combustion engine
control valve
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.)
Not-in-force
Application number
EP11740569.6A
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German (de)
English (en)
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EP2616650A1 (fr
Inventor
Matthias Honzen
Sebastian Riedl
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.)
Audi AG
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Audi AG
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Filing date
Publication date
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Publication of EP2616650A1 publication Critical patent/EP2616650A1/fr
Application granted granted Critical
Publication of EP2616650B1 publication Critical patent/EP2616650B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • 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
    • F01P7/165—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
    • F01P2003/027—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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • Coolant circuit for an internal combustion engine in particular designed as a two-circuit cooling coolant circuit for internal combustion engines with at least two parallel cylinder banks, preferably in V or W design.
  • Such coolant circuits are used in internal combustion engine construction for motor vehicles for cooling assemblies of the internal combustion engine, in particular of cylinder heads and cylinder crankcases, at a different temperature level.
  • Coolant circuits for internal combustion engines with a cylinder crankcase having opposite cylinder banks are among others from the DE 103 18 744 A1 or the DE 10 2006 044 680 A1 known.
  • V-engine Coolant circuits for internal combustion engines with a cylinder crankcase having opposite cylinder banks, that is designed as a so-called "V-engine” are among others from the DE 103 18 744 A1 or the DE 10 2006 044 680 A1 known.
  • there is always a fluidic connection between the coolant jacket of the cylinder crankcase and the coolant jacket in the overlying cylinder heads so that no separate flow at different temperature levels is possible.
  • Such a dual-circuit cooling as is known from the DE 198 03 885 A1 or the JP 600 199 12 A shows, in which the cylinder crankcase and the cylinder head are internally fluidically separated from each other and involved in parallel to each other subcircuits of the coolant circuit are so far mainly used in inline engines with a single cylinder bank.
  • the DE 100 21 525 A1 shows a cooling circuit for a multi-cylinder V-engine with a, a cylinder head housing and a cylinder block surrounding cooling jacket, which is supplied via a pump with coolant, at least one cylinder cooling jacket and at least one cylinder head cooling chamber provided with a connection for the supply of the cooling liquid are and wherein the flow through the cylinder head housing and cylinder block with coolant takes place in parallel.
  • the disadvantage is that a blockage of the outflow of the cylinder cooling jacket, for faster heating of the therein cooling liquid, while cooling liquid flow through the cylinder head cooling chamber, an undesirable cooling liquid movement in the cylinder cooling jacket by cross flows to result, which slows the heating of the cylinder block.
  • the generic US 5,497,734 A and JP 10 184358 A each show a coolant circuit for an internal combustion engine, comprising a cylinder crankcase with at least two cylinder banks, and associated cylinder heads, wherein the cylinder crankcase and the cylinder heads can be acted upon by parallel running partial circuits of the coolant circuit of a coolant pump with coolant, wherein a first control valve with at least two synchronously switchable first connections and a second connection in a cylinder crankcase partial circuit is arranged and wherein the first terminals are connected in pairs with each one of the cylinder banks in fluid communication.
  • the disadvantage is that the control valves shown for combining the coolant from the cylinder banks constructed consuming and difficult to control synchronously.
  • the object of the present invention is therefore to provide a coolant circuit for an internal combustion engine having a plurality of cylinder banks. This object is solved by the features of patent claim 1.
  • Coolant circuit for an internal combustion engine comprising a cylinder crankcase with at least two cylinder banks, and associated cylinder heads, wherein the cylinder crankcase and the cylinder heads can be acted upon by separate and parallel partial circuits of the coolant circuit of a coolant pump with coolant, wherein a first control valve with at least two synchronously switchable first Terminals and a second port in a cylinder crankcase subcircuit is arranged, wherein the first ports are each connected in fluid communication with one of the cylinder banks and wherein the first control valve is designed as a rotatable about a rotation ball valve, wherein the first terminals radially and the second terminal axially arranged thereon.
  • a coolant flow in the cylinder crankcase subcircuit can also be set in internal combustion engines with a plurality of cylinder banks lying opposite each other, independently of the coolant flow in the cylinder head subcircuit become.
  • the cylinder crankcase generally has a single coolant jacket, which surrounds the two cylinder banks, so that a coolant exchange between the cylinder banks is in principle possible at any time.
  • the cylinder crankcase subcircuit and the cylinder head subcircuit run in sections parallel within the coolant circuit.
  • the synchronous switchability of the paired with the cylinder banks fluidly connected first Ports prevent unwanted cross-flow of the coolant in the cylinder crankcase between the cylinder banks, regardless of the coolant flow in the cylinder head partial circuit. If the first connections of the first control valve are closed synchronously, for example, then a coolant flow in the parallel cylinder head partial circuit can not stimulate any cross-flow of the coolant between the cylinder banks. The cylinder crankcase can thereby heat up faster.
  • This operating principle can be applied analogously for internal combustion engines in V or W construction or boxer engines. Due to the design as a ball valve with radial first ports and axial second port, a first control valve can be provided particularly favorable.
  • the ball valve consists of a housing with rotatably mounted therein Querterrorismsverstellglied.
  • the cross-section adjustment is formed as a spherical hollow body, with an axial opening in the region of the axis of rotation of the Querterrorismsverstellglieds and two, preferably symmetrically opposed, radial openings in a radial peripheral region of the Querterrorismsverstellglieds.
  • the axial opening is in almost every rotational position of the Quer4.000sverstellglieds in almost complete coverage with the second port.
  • the radial openings can be continuously overlapped in synchronism with the first terminals. The overlap of each first terminal with the complementary radial opening in each switching position is the same size.
  • the rotary actuation of the cross section adjustment member is preferably carried out via an electric drive or a pressure cell with electropneumatic pressure transducer.
  • the amount of coolant to be supplied to the first control valve is to be distributed uniformly in all switching positions of the first control valve to all first connections. This ensures that the same amount of coolant flows through all the cylinder banks or that the coolant flow through the cylinder banks can be prevented at the same time. Thus, unwanted cross flows between the cylinder banks are avoided in each switching position of the first control valve.
  • the cylinder banks are each acted upon by a separate cylinder crankcase flow parallel with coolant.
  • the first control valve is disposed downstream of the cylinder crankcase, wherein the second port is fluidly connected to a cylinder crankcase return.
  • the first control valve is acted upon by the first ports with coolant from the cylinder banks.
  • the coolant is discharged via the second connection in a cylinder crankcase return, depending on the switching position of the control valve.
  • the first control valve is arranged upstream of the cylinder crankcase, wherein the second connection is fluidly connected to a common cylinder crankcase flow.
  • the first control valve is acted upon via the second connection with coolant from a common cylinder crankcase flow.
  • the coolant is distributed via the first connections to the parallel cylinder crankcase heaters associated with the cylinder banks. From the cylinder banks, the coolant is discharged via a cylinder crankcase return.
  • the coolant can be circulated by the coolant pump at least temporarily between a main heat exchanger and the cylinder heads and / or the cylinder crankcase.
  • the coolant flow between said components can be temporarily prevented by valves or a coolant pump which can be switched on and off, as a result of which a controlled temperature control of the components is possible independently of one another.
  • each cylinder head has its own cylinder head lead and own cylinder head return, with the cylinder crankcase headers and the cylinder head headers being fed from a common flow section downstream of the coolant pump.
  • the cylinder crankcase return is merge at a junction with the cylinder head recirculations to a common return section.
  • the common return section leads to the main heat exchanger and the common flow section goes from the main heat exchanger.
  • a second control valve between the main heat exchanger and the coolant pump is arranged in the common flow section, in addition to a branch of the common return section, bypassing the main heat exchanger, opens. Due to the branch, the main heat exchanger, if appropriate, the second control valve, if necessary, be bypassed. In this so-called bypass mode, a coolant flow in the cylinder heads, and in dependence on the first control valve in the cylinder crankcase, possible without the heated coolant in the main heat exchanger is cooled. This allows a particularly rapid and uniform heating of the internal combustion engine at an elevated temperature level.
  • the second control valve may direct the coolant through the main heat exchanger by closing the branch.
  • a second control valve in this case is preferably a continuously controllable control valve and more preferably a map thermostat, which can be energized when needed for map change.
  • the coolant circuit described does not extend exclusively to the examples set forth; in particular, further heat exchangers can be added as desired in further sub-circuits.
  • connection of a known ventilation system is provided with a surge tank to the coolant circuit.
  • Fig. 1 has a coolant circuit 1 for an internal combustion engine 2, a main heat exchanger 8 for heat exchange between him flowing around
  • the internal combustion engine 2 consists essentially of a cylinder crankcase 3, which contains the displacements of the working cylinder in two parallel and mutually opposite cylinder banks 3a and is penetrated by a single coolant jacket, as well as, the cylinder banks 3a associated, cylinder heads 4, which accommodate essentially gas exchange devices for the working cylinder and are also penetrated by a coolant jacket.
  • the coolant jackets of the cylinder heads 4 and the cylinder crankcase 3 are not internally fluidically connected, but involved in separate and parallel to each other subcircuits 5 and 6 of the coolant circuit 1.
  • each cylinder head 4, and each cylinder bank 3a of the cylinder crankcase 3 via its own flow connection 6a and 5a, which are acted upon by a cooling medium pump 7 having common flow section 14 with coolant.
  • the common flow section 14 branches at a branch point 12, at which the coolant is distributed to the two sides of the V-shaped internal combustion engine 2, on. Further downstream takes place a further division between the cylinder head 4 or cylinder bank 3a.
  • the coolant from the cylinder banks 3a flows via a respective first port 9a to a first control valve 10.
  • the first control valve 10 is as a in Fig.
  • the first control valve 10 can completely separate the two first connections 9a from a cylinder crankcase return 5b connected to a second connection 9b of the first control valve 10.
  • the cylinder heads 4, however, have their own cylinder head returns 6b, which are merged at a junction 13 with the cylinder crankcase return 5b to a common return section 15.
  • the common return section 15 extends to the input side of the main heat exchanger 8, while the common flow section 14 from the output side of the main heat exchanger 8 springs.
  • the common flow section 14 contains, in addition to the central coolant pump 7, a second control valve 11 arranged upstream of the coolant pump 7, which is additionally contacted by a branch 16 branching off from the common return section 15, bypassing the main heat exchanger 8.
  • the second control valve 11 is designed as an energizable map thermostat, which closes the branch 16 in response to variable by means of energizationdeffentemperaturschwell culture and passes the coolant through the main heat exchanger 8. Otherwise, the coolant is passed via the branch 16 on the main heat exchanger 8 to the coolant pump 7. From one of the cylinder heads 4, a heating circuit 17 with a heating heat exchanger 18 located therein for heating ambient air for a vehicle interior, which opens upstream of the coolant pump 7 and downstream of the second control valve 11 again in the common flow section 14.
  • a coolant circuit 1 for an internal combustion engine 2 has a main heat exchanger 8 for heat exchange between the surrounding air flowing around it and the coolant flowing through it from the coolant circuit 1, and a coolant pump 7 for generating a coolant circulation in the coolant circuit 1.
  • the internal combustion engine 2 consists essentially of a cylinder crankcase 3, which contains the displacements of the working cylinder in two parallel and opposite cylinder banks 3a and is penetrated by a single coolant jacket, and the cylinder banks 3a associated, cylinder heads 4, which accommodate essentially devices for gas exchange for the working cylinder and also from a coolant jacket are interspersed.
  • the coolant jackets of the cylinder heads 4 and the cylinder crankcase 3 are not internally fluidically connected, but in separate and mutually parallel partial circuits 5 and 6 of the Integrated coolant circuit 1.
  • each cylinder head 4, and each cylinder bank 3a of the cylinder crankcase 3 via its own flow connection 6a and 5a, which are acted upon by a cooling medium pump 7 having common flow section 14 with coolant.
  • the common flow section 14 branches at a branch point 12, at which the coolant is distributed to the cylinder heads 4 or the cylinder banks 3, on.
  • a common cylinder crankcase flow 5c opens to a second port 9b of a, in Fig.
  • the first control valve 10 distributes the coolant via synchronously switchable first ports 9a to the parallel cylinder crankcase advances 5a, which lead to the cylinder banks 3a.
  • the first control valve 10 synchronously switches the first ports 9a such that the coolant amount to be supplied to the first control valve 10 is uniformly distributed in each shift position to the first two ports 9a.
  • the first control valve 10 can completely separate the two first connections 9a from the common cylinder crankcase flow 5c.
  • the common return section 15 extends to the input side of the main heat exchanger 8, while the common flow section 14 from the output side of the main heat exchanger 8 springs.
  • the common flow section 14 contains, in addition to the central coolant pump 7, a second control valve 11 arranged upstream of the coolant pump 7, which is additionally contacted by a branch 16 branching off from the common return section 15, bypassing the main heat exchanger 8.
  • the second control valve 11 is designed as an energizable map thermostat, which closes the branch 16 in response to variable by means of energizationdeschtemperaturschwell paper and passes the coolant through the main heat exchanger 8. Otherwise, the coolant is passed via the branch 16 on the main heat exchanger 8 to the coolant pump 7. From one of the cylinder heads 4, a heating circuit 17 with a heating heat exchanger 18 located therein for heating ambient air for a vehicle interior, which opens upstream of the coolant pump 7 and downstream of the second control valve 11 again in the common flow section 14.
  • Fig. 3 has a ball valve 10 for a coolant circuit of an internal combustion engine, a housing 10 b, in which a Querterrorismsverstellglied 10 a is rotatably mounted about a rotation axis A.
  • the housing 10b has an axial second terminal 9b and two radially opposite first radial terminals 9a.
  • the cross-section adjustment member 10a is formed as a spherical hollow body with corresponding openings 10d and 10e.
  • the axial opening 10e is independent of the current position of the Querterrorismsverstellglieds 10a always approximately congruent with the second terminal 9b.
  • the radial openings 10d are distributed symmetrically over the radial circumference of the Querterrorismsverstellglieds, so that the first terminals 9a occupy the same coverage with the complementary radial openings 10d in each rotational position of the Querterrorismsverstellglieds 10a. In the position shown, the first terminals 9a are fully opened. If the Querterrorismsverstellglied 10 a rotated at an angle of 90 ° about the axis of rotation A, the first terminals 9 a are closed. In addition to these two edge positions, all possible intermediate positions are conceivable. For this purpose, to actuate the Queritesverstellglieds 10a, for example, a non-illustrated pressure cell attack with electropneumatic pressure transducer. To prevent leakage, the gap between the cross-section adjustment member 10a and the housing 10b is sealed by seals 10c.

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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)

Claims (10)

  1. Circuit de liquide de refroidissement (1) pour un moteur à combustion interne (2), présentant un carter de moteur à cylindres (3) avec au moins deux bancs de cylindres (3a), ainsi que des têtes de cylindres (4) associées, dans lequel le carter de moteur à cylindres (3) et les têtes de cylindre (4) peuvent être soumis à l'action d'un liquide de refroidissement exercée par une pompe de liquide de refroidissement (7) par l'intermédiaire de circuits partiels (5, 6) séparés, s'étendant l'un par rapport à l'autre de manière parallèle, du circuit de liquide de refroidissement (1), dans lequel une première soupape de réglage (10) avec au moins deux premiers raccords (9a) pouvant être commutés de manière synchrone et un deuxième raccord (9b) est disposée dans un circuit partiel (5) de carter de moteur à cylindres et dans lequel les premiers raccords (9a) sont reliés fluidiquement par paires à respectivement un des bancs de cylindres (3a), caractérisé en ce que la première soupape de réglage (10) est réalisée sous la forme d'une soupape sphérique pouvant tourner autour d'un axe de rotation (A), dans lequel les premiers raccords (9a) sont disposés de manière radiale et le deuxième raccord (9b) est disposé de manière axiale au niveau de la soupape sphérique.
  2. Circuit de liquide de refroidissement pour un moteur à combustion interne selon la revendication 1, caractérisé en ce que la quantité de liquide de refroidissement à amener à la première soupape de réglage (10) est à répartir de manière homogène dans chaque position de commutation de la première soupape de réglage (10) sur tous les premiers raccords (9a).
  3. Circuit de liquide de refroidissement pour un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que les bancs de cylindres (3a) peuvent être soumis à l'action d'un liquide de refroidissement de manière parallèle par l'intermédiaire de respectivement une arrivée de carter de moteur à cylindres (5a) propre.
  4. Circuit de liquide de refroidissement pour un moteur à combustion interne selon l'une quelconque des revendications précédentes 1 à 3, caractérisé en ce que la première soupape de réglage (10) est disposée en aval du carter de moteur à cylindres (3), dans lequel le deuxième raccord (9b) est relié fluidiquement à un retour de carter de moteur à cylindres (5b).
  5. Circuit de liquide de refroidissement pour un moteur à combustion interne selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la première soupape de réglage (10) est disposée en aval du carter de moteur à cylindres (3), dans lequel le deuxième raccord (9b) est relié fluidiquement à une arrivée de carter de moteur à cylindres (5c) commune.
  6. Circuit de liquide de refroidissement pour un moteur à combustion interne selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le liquide de refroidissement peut circuler grâce à la pompe de liquide de refroidissement (7) au moins en partie entre un échangeur de chaleur principal (8) et les têtes de cylindre (4) et/ou le carter de moteur à cylindres (3).
  7. Circuit de liquide de refroidissement pour un moteur à combustion interne selon l'une quelconque des revendications 1 à 6, caractérisé en ce que chaque tête de cylindre (4) présente une arrivée de tête de cylindre (6a) propre et un retour de tête de cylindre (6b) propre, dans lequel les arrivées de carter de moteur à cylindres (5a) et les arrivées de tête de cylindre (6a) sont alimentées à partir d'une section d'arrivée (14) commune en aval de la pompe de liquide de refroidissement (7).
  8. Circuit de liquide de refroidissement pour un moteur à combustion interne selon la revendication 7, caractérisé en ce que le retour de carter de moteur à cylindres (5b) peut être regroupé au niveau d'un emplacement de liaison (13) avec les retours de tête de cylindre (6b) en une section de retour (15) commune.
  9. Circuit de liquide de refroidissement pour un moteur à combustion interne selon la revendication 8, caractérisé en ce que la section de retour (15) commune mène à l'échangeur de chaleur principal (8) et la section d'arrivée (14) commune part de l'échangeur de chaleur principal (8).
  10. Circuit de liquide de refroidissement pour un moteur à combustion interne selon l'une quelconque des revendications 7 à 9, caractérisé en ce qu'est disposée, dans la section d'arrivée (14) commune, une deuxième soupape de réglage (11) entre l'échangeur de chaleur principal (8) et la pompe de liquide de refroidissement (7), dans laquelle débouche en supplément un embranchement (16) de la section de retour (15) commune en contournant l'échangeur de chaleur principal (8).
EP11740569.6A 2010-09-13 2011-07-28 Circuit de liquide de refroidissement pour un moteur à combustion interne Not-in-force EP2616650B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010045217A DE102010045217A1 (de) 2010-09-13 2010-09-13 Kühlmittelkreislauf für eine Brennkraftmaschine
PCT/EP2011/003780 WO2012034617A1 (fr) 2010-09-13 2011-07-28 Circuit de liquide de refroidissement pour un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2616650A1 EP2616650A1 (fr) 2013-07-24
EP2616650B1 true EP2616650B1 (fr) 2018-07-18

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EP11740569.6A Not-in-force EP2616650B1 (fr) 2010-09-13 2011-07-28 Circuit de liquide de refroidissement pour un moteur à combustion interne

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EP (1) EP2616650B1 (fr)
DE (1) DE102010045217A1 (fr)
WO (1) WO2012034617A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015213879A1 (de) 2015-07-23 2017-01-26 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit geteiltem Kühlsystem
DE102016011070A1 (de) 2016-09-14 2018-03-15 Audi Ag Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6019912A (ja) 1983-07-11 1985-02-01 Daihatsu Motor Co Ltd 内燃機関の冷却装置
US5497734A (en) * 1993-12-22 1996-03-12 Nissan Motor Co., Ltd. Cooling system for liquid-cooled engine
JP3872151B2 (ja) * 1996-12-27 2007-01-24 富士重工業株式会社 水冷式エンジンの冷却装置
DE19803885B4 (de) 1998-01-31 2013-02-07 Bayerische Motoren Werke Aktiengesellschaft Kühlkreisanordnung für eine flüssigkeitsgekühlte Brennkraftmaschine
DE10021525A1 (de) 2000-05-03 2001-11-15 Porsche Ag Kühlkreislauf für eine mehrzylindrige Brennkraftmaschine
DE10101826B4 (de) * 2001-01-17 2006-12-21 Daimlerchrysler Ag Steuervorrichtung für den Kühlkreislauf einer Brennkraftmaschine
DE10127219A1 (de) * 2001-05-23 2002-11-28 Behr Thermot Tronik Gmbh Kühlanlage für einen Verbrennungsmotor
DE10318744B4 (de) 2003-04-25 2006-04-27 Audi Ag Kühlsystem
DE102006044680A1 (de) 2006-09-21 2008-04-10 GM Global Technology Operations, Inc., Detroit Verbrennungsmotor mit Turboladernachlaufkühlung
EP1947308B1 (fr) * 2007-01-17 2009-09-30 Ford Global Technologies, LLC Système de refroidissement de moteur intégré

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
WO2012034617A1 (fr) 2012-03-22
EP2616650A1 (fr) 2013-07-24
DE102010045217A1 (de) 2012-03-15

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