EP3150821A1 - Moteur a combustion interne equipe d'un systeme de refroidissement de piston - Google Patents

Moteur a combustion interne equipe d'un systeme de refroidissement de piston Download PDF

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Publication number
EP3150821A1
EP3150821A1 EP16191620.0A EP16191620A EP3150821A1 EP 3150821 A1 EP3150821 A1 EP 3150821A1 EP 16191620 A EP16191620 A EP 16191620A EP 3150821 A1 EP3150821 A1 EP 3150821A1
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EP
European Patent Office
Prior art keywords
oil
auxiliary
piston
pump
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
EP16191620.0A
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German (de)
English (en)
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EP3150821B1 (fr
Inventor
Wolfgang Gstrein
Jonathan Borg
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FPT Motorenforschung AG
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FPT Motorenforschung AG
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Publication of EP3150821A1 publication Critical patent/EP3150821A1/fr
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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
    • F01P3/06—Arrangements for cooling pistons
    • F01P3/10—Cooling by flow of coolant through pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/08—Lubricating systems characterised by the provision therein of lubricant jetting means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/002—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/10—Lubricating systems characterised by the provision therein of lubricant venting or purifying means, e.g. of filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/10—Lubricating systems characterised by the provision therein of lubricant venting or purifying means, e.g. of filters
    • F01M2001/105—Lubricating systems characterised by the provision therein of lubricant venting or purifying means, e.g. of filters characterised by the layout of the purification arrangements
    • F01M2001/1057—Lubricating systems characterised by the provision therein of lubricant venting or purifying means, e.g. of filters characterised by the layout of the purification arrangements comprising a plurality of filters, parallel or serial
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
    • F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • 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
    • F01P3/06—Arrangements for cooling pistons
    • F01P3/08—Cooling of piston exterior only, e.g. by jets
    • 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
    • F02F3/00—Pistons 
    • F02F3/16—Pistons  having cooling means
    • F02F3/20—Pistons  having cooling means the means being a fluid flowing through or along piston
    • F02F3/22—Pistons  having cooling means the means being a fluid flowing through or along piston the fluid being liquid

Definitions

  • the present invention relates to the field of the cooling and lubricating systems of the internal combustion engines.
  • the present invention relates to the specific aspect of the cooling of engine pistons.
  • the engine oil circuit has two different tasks to cool certain components, to lubricate other components and to lubricate and cool further components.
  • the engine pistons belong to the first of the above categories, being components that, as such, request only cooling. Instead, all the piston connections: the piston pin, the piston pin bore, the conrod small end, etc.. need lubrication more that cooling.
  • WO2010002293 describes a piston cooling system of a combustion engine.
  • the scheme disclosed comprises a nozzle affixed to an internal wall of the combustion engine in order to face a lower face of an engine piston.
  • upper face of the piston is intended the surface of the piston intended to compress the air/fuel charge, while for lower face is intended the surface of the piston opposite to the upper face. This wording is held irrespective to the spatial orientation of the engine cylinder.
  • WO2010002293 discloses also the possibility to separate the piston oil cooling circuit from the others by means of a separate pump.
  • the solution disclosed in WO2010002293 could be subject to further improvements.
  • the main object of the present invention to provide a piston cooling system for an internal combustion engine capable to assure an efficient piston cooling with a really lower energetic impact.
  • the main principle of the invention is to exploit a separate oil circuit to cool the engine piston(s) with a corresponding separate pump, with respect to the remaining and “traditional" engine lubricating circuit, and to introduce a cooler on such separate oil circuit in order to reduce the oil flow needed to cool the engine piston(s) due to a lower oil temperature injected towards the lower face of the engine piston.
  • this cooler on the separate oil circuit is thermally independent from the main cooler of the "traditional" engine lubricating circuit. This means that the heat is released to the ambient in an independent way and not through a common intermediate vectoring medium, such as the engine water.
  • the combustion engine thus comprises also a water coolant circuit to cool the cylinder jacket(s) and the engine head.
  • a water coolant circuit comprises as usual a water pump and a radiator.
  • the water coolant circuit is preferably connected to a coach radiator in order to heat, especially during winter, the coach of the vehicle belonging the internal combustion engine according to the present invention.
  • main circuit is meant the principal and “traditional” oil circuit encompassing substantially all the oil consumers of an internal combustion engine, such as those requiring oil for lubrication and/or actuation such as the bearings, including the crankshaft bearings and the turbine bearings, and the valves including the camshaft and rocker bearings and also the actuators to command the valves, for example to operate the engine braking, and so on.
  • auxiliary oil circuit is intended the above separate oil circuit to cool the engine piston(s), with respect to the main one, including an auxiliary pump sucking the engine oil from a common engine oil sump/tank, an auxiliary cooler capable to cool the oil sucked by the auxiliary pump and at least one nozzle affixed to an engine cylinder wall so as to hit on opening of a cooling passage realized in the body piston.
  • no oil filters are encompassed by said auxiliary circuit, thus it is of the filter-less type, in view of the fact that the piston cooling is not sensitive to impurities such as metal filings.
  • the lower oil temperature permits to reduce the flow of the oil itself, with savings in terms of energy spent to circulate and pressurize the oil.
  • the oil nozzle(s) is sized so as to produce a laminar fluid jet filling the piston cooling passage during only a proximal relative position of the piston with respect to the nozzle and not continuously as carried out in the known engines.
  • oil pressure can be further reduced to a "very low oil pressure", by leading to very low pumping power requirements for piston cooling.
  • the piston cooling passage is not modified to retain an increased oil quantity, the lower temperature of the oil jet is capable to cool properly the piston even if the latter is not continuously re-filled of fresh oil.
  • auxiliary circuit with a separate pump and a separate cooler in combination with a laminar jet develops a synergistic effect, avoiding a heavy modification of the piston cooling passage. Therefore, the retaining means, usually arranged at the inlet port(s) and outlet port(s) of the piston cooling passage can be left unchanged. On another hand, such combination permits also a further pumping energy reduction that is amplified by a complete lacking of filtering elements on the auxiliary oil circuit.
  • not only the piston nozzle but also the turbocharger bearings and eventually the engine primary distribution gear jets, intended to drive the oil pump(s), PTO, injection pump, steering pump, camshaft are fed by the auxiliary circuit.
  • the auxiliary circuit represents a dedicated circuit for thermal stressed components of the engine as a whole.
  • the turbocharger bearings are provided of oil from the auxiliary oil circuit an auxiliary filter is foreseen in the auxiliary circuit in order to avoid bearings damaging.
  • auxiliary oil circuit only the piston nozzles are served by the auxiliary oil circuit and during engine brake actuation, the oil is diverted from the auxiliary circuit to the main circuit in order to suddenly pressurize the main gallery of the main circuit.
  • This sudden pressurization helps the main circuit to better serve switching means operating on the camshaft/rocker arms and eventually further components in order to actuate said engine brake or another timing strategy.
  • the main lubricating circuit can be pressurized by the auxiliary pump also before the engine cranking, namely when the main pump usually driven by the crankshaft is still.
  • the auxiliary pump is switched on and the diverting means are activated once the ignition is on and before engine cranking by helping the lubrication of bearings and of other components in a condition where, usually, such components are stressed due to the lacking of oil pressurization.
  • the diverting means are switched off after engine cranking.
  • the activation of the auxiliary pump and of the diverting means is also contemporary with or consequent of the on-board services activation, such us the fuel pump.
  • the sole point in common between the main and auxiliary circuits is the oil sump or the oil tank in case the lubricating circuit is of the dry type.
  • second element does not imply the presence of a "first element”, first, second, etc.. are used only for improving the clarity of the description and they should not be interpreted in a limiting way.
  • a volumetric internal combustion engine as usual, comprises a piston reciprocated with a respective cylinder.
  • a lubricating and cooling system is implemented either to cool the pistons or also to lubricate other "oil consumers".
  • the piston ( Fig.3 ) comprises an inner cooling passage C having at least an inlet IP and an outlet OP, while a piston nozzle NZ of the cooling system is arranged in order to hit said inlet IP, so as to make the oil circulating within the piston inner cooling passage.
  • the oil After its work, the oil, as usual, falls in an oil sump OS where the oil is collected or in case of dry oil circuit, the oil is collected in a dedicated oil tank.
  • an auxiliary oil circuit ( Fig.1 ) with an auxiliary pump AP sucks oil from the oil sump/tank to feed only the piston nozzles NZ cooling the engine piston, while a main oil circuit with a respective main pump MP sucks oil from the same oil sump/tank to feed oil to the remaining engine oil consumers CB-RA, CM, CR with the sole exception of the piston nozzles NZ.
  • the main circuit comprises a main cooler MC while the auxiliary circuit comprises an auxiliary cooler AC separated and thermally independent from the main cooler.
  • the auxiliary cooler is refreshed by the ambient air directly or indirectly through an intermediate vectoring medium.
  • the auxiliary cooler AC is a thermal exchanger between the engine oil directed to the piston nozzles and an intermediate vectoring medium circulating in a secondary circuit, where the heat is released to the ambient through the vectoring medium/ambient air exchanger SAC.
  • an indirect cooling of the oil directed to the piston nozzle is not mandatory.
  • the engine oil consumers, served by the main oil circuit, can be any engine oil consumers, served by the main oil circuit.
  • the auxiliary oil circuit is not provided of filter, because the cooling of the piston does not require oil filtration.
  • the auxiliary pump AP is provided with bypass means connecting the pump inlet with the pump outlet through a controllable auxiliary valve ACV, so as the pump control is handled through said controllable auxiliary valve ACV.
  • the auxiliary pump could be a variable flow pump or even an electric pump, whose speed can be controlled according to the heat to be drained by the pistons.
  • the auxiliary circuit comprises an auxiliary pressure sensor AP arranged between on outlet of the auxiliary pump and the piston nozzles NZ, and a control unit, preferably the engine control unit, controls the auxiliary pump on the basis of a pressure signal generated by the auxiliary pressure sensor.
  • the control unit controls the pumps so that the oil fed by the auxiliary pump is proportional to the power delivered by the respective combustion engine and/or the oil fed by main pump is proportional to the engine speed.
  • the main pump could have a variable displacement or could be electric or could have a fixed displacement coupled with a controllable bypass circuit capable to control the oil flow similar to that disclosed about the auxiliary pump.
  • such controls are actuated by varying the target pressures within the respective main galleries of the main and auxiliary circuits.
  • diverting means are arranged between the two circuits (main and auxiliary), in order to divert the oil from the auxiliary pump to the main circuit, preferably in a point upstream of the main filter in order to quickly increase the main circuit pressure.
  • the piston nozzles are shut off for a short time interval just before the activation of switching means SM capable to vary the the activation of the cylinder valves, for example for engine brake or internal EGR, and so on.
  • Such short time is, for example, between 0.3 to 1 second and in general depends on the engine operating point.
  • this oil diversion is actuated when switching means act on the cylinder valves command means, so the oil pressure increases suddenly within the main oil circuit, by making faster the dynamics of the switching means.
  • command means CM are intended, in general, the means controlling the cylinder valves, rocker arms/finger follower, camshaft, etc. and the relative switching means SM capable to vary the timing of the valve actuation according to an auxiliary strategy, such as engine brake or internal EGR and so on.
  • this "oil diversion" from the auxiliary circuit to the main circuit is actuated for a short time when the engine brake function or the internal EGR or other similar strategies are activated/deactivated , namely during transition between two or more valve operating strategy.
  • the time interval duration of the oil diversion depends on the dynamics of the switching means SM involved in the switching operation, however said 0.3 - 1 second should be enough.
  • piston nozzles NZ and the auxiliary pump can be sized and controlled in order to produce a laminar oil jet.
  • laminar is well known to the skilled person in the art that knows the Reynolds numbers.
  • laminar concept is disclosed also in US2008017139 or in US2004040520 .
  • the piston inner cooling passage could be fed of fresh oil intermittently, namely, when the piston is in a proximal position with respect to the corresponding piston nozzle.
  • Figure 2 shows also the quota Q reached by the oil jet J ejected by the nozzle NZ. It is clear, from figure 1 , that the condition depicted is so that such jet does not reach the inlet opening IP, the piston having a higher speed than the oil jet.
  • Figure 2 shows a comparison of the effects of the reduction of the oil pressure.
  • the pseudo-sinusoidal curve indicates the piston speed vs crank angle.
  • the lowering of the oil pressure implies a lowering of the quota or altitude reached by the oil jet J.
  • the portions of pseudo-sinusoidal curve over the stroke/dot line indicates crank angles - or time intervals by considering the engine speed -, where the oil jet does not hit the cooling inlet opening IP and, vice versa, the portions under such stroke/dot line indicates crank angles where the oil jet does hit the cooling inlet opening IP.
  • the oil flow can be designed in order to guarantee the overall correct flow kg/kWh by accounting for the pseudo-sinusoidal curve over the stroke/dot.
  • the oil flow can be reduced because independently cooled, and in addition, the oil can be ejected by the nozzle at low pressure, by obtaining at least a near laminar flow. It is well known that with the expression "near laminar flow” is intended Re ⁇ 4000, while a laminar flow is characterized by Re ⁇ 2300.
  • the nozzle inner surfaces are smooth pipes and that, accounting for the oil viscosity and density the laminar jet can be obtained by varying the nozzle opening diameter and the oil velocity, through the Reynolds formula.
  • the jet flow becomes even laminar with Re ⁇ 2130.
  • This example applies preferably to a 350 kW 6 cylinder engine.
  • the oil pressure between 0.1 and 1.5 bar with a preferred interval of 0.1 - 0.5 bar and the nozzle outlet diameters are between 4 - 8 mm.
  • Figure 3 shows schematically a longitudinal section of an engine piston P with its upper surface US and lower surface BS. It could also integrate at least a portion of the engine combustion chamber CC. In addition it is generally axially symmetric, but it is not mandatory that also the eventual combustion chamber portion CC is axially symmetric.
  • a cooling circuit C is integrated within the piston by forming an annular conduct with at least on inlet opening IP and an output opening OP.
  • a nozzle NZ is fixed with an internal part of the engine body in a lower position in order not to interfere with the piston travel.
  • the nozzle ejects engine lubricating oil towards the inlet opening IP.
  • Both the inlet opening and the outlet opening are provided with oil retention means, as for example tubular elements DK projecting within the cooling circuit C and forming a kind of dike suitable to refrain a certain volume of oil form falling into the engine oil sump.
  • oil retention means as for example tubular elements DK projecting within the cooling circuit C and forming a kind of dike suitable to refrain a certain volume of oil form falling into the engine oil sump.
  • a separate cooling circuit is installed for piston cooling with low pressure to minimize pumping energy.
  • the cooling oil is at low temperature, preferably at 40° instead of the typical 90 - 100°C. This enables a further reduction of oil flow and/or reduction of oil aging.
  • turbocharger bearings are supplied by the auxiliary circuit.
  • the cooling circuit is equipped with a separate auxiliary filter.
EP16191620.0A 2015-09-29 2016-09-29 Moteur à combustion interne équipé d'un système de refroidissement de piston Active EP3150821B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITUB2015A004005A ITUB20154005A1 (it) 2015-09-29 2015-09-29 Sistema di raffreddamento pistoni per un motore a combustione interna

Publications (2)

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EP3150821A1 true EP3150821A1 (fr) 2017-04-05
EP3150821B1 EP3150821B1 (fr) 2019-04-24

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ES (1) ES2734287T3 (fr)
IT (1) ITUB20154005A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018217634A1 (fr) * 2017-05-23 2018-11-29 Cummins Inc. Système et procédé de refroidissement de moteur pour un moteur à bougie
CN109882285A (zh) * 2017-12-06 2019-06-14 通用汽车环球科技运作有限责任公司 具有冷凝物分散装置的增压空气冷却器（cac）及分散来自cac的冷凝物的方法
CN113356991A (zh) * 2020-03-04 2021-09-07 一汽解放汽车有限公司 一种可以检测压力的带过滤功能的活塞冷却系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022109301B3 (de) 2022-04-14 2023-08-17 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Unterstützen der Bremsung bei einem Kraftfahrzeug sowie entsprechendes Kraftfahrzeug

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3065743A (en) * 1961-02-09 1962-11-27 Int Harvester Co Internal combustion engine lubricating system and temperature regulating means for the pistons thereof
US4854276A (en) * 1986-11-11 1989-08-08 Elsbett L Internal combustion engine with combined cooling and lubricating system
US20040040520A1 (en) 2002-09-02 2004-03-04 Christophe Bontaz Multiple spray engine cooling nozzle and engines equipped with such nozzles
DE10322304A1 (de) * 2003-05-17 2004-12-02 Daimlerchrysler Ag Ölversorgungssystem für eine Brennkraftmaschine
US20080017139A1 (en) 2004-11-30 2008-01-24 Wolfgang Issler Piston Spray Nozzle
WO2010002293A1 (fr) 2008-07-03 2010-01-07 Volvo Lastvagnar Ab Piston pour moteur à combustion interne
DE102009018009A1 (de) * 2009-04-18 2010-10-21 Daimler Ag Öl-Kühlkreislauf einer Brennkraftmaschine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3065743A (en) * 1961-02-09 1962-11-27 Int Harvester Co Internal combustion engine lubricating system and temperature regulating means for the pistons thereof
US4854276A (en) * 1986-11-11 1989-08-08 Elsbett L Internal combustion engine with combined cooling and lubricating system
US20040040520A1 (en) 2002-09-02 2004-03-04 Christophe Bontaz Multiple spray engine cooling nozzle and engines equipped with such nozzles
DE10322304A1 (de) * 2003-05-17 2004-12-02 Daimlerchrysler Ag Ölversorgungssystem für eine Brennkraftmaschine
US20080017139A1 (en) 2004-11-30 2008-01-24 Wolfgang Issler Piston Spray Nozzle
WO2010002293A1 (fr) 2008-07-03 2010-01-07 Volvo Lastvagnar Ab Piston pour moteur à combustion interne
DE102009018009A1 (de) * 2009-04-18 2010-10-21 Daimler Ag Öl-Kühlkreislauf einer Brennkraftmaschine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018217634A1 (fr) * 2017-05-23 2018-11-29 Cummins Inc. Système et procédé de refroidissement de moteur pour un moteur à bougie
CN110621854A (zh) * 2017-05-23 2019-12-27 卡明斯公司 用于火花点火式发动机的发动机冷却系统和方法
US11220950B2 (en) 2017-05-23 2022-01-11 Cummins Inc. Engine cooling system and method for a spark ignited engine
CN110621854B (zh) * 2017-05-23 2022-08-12 卡明斯公司 用于火花点火式发动机的发动机冷却系统和方法
CN109882285A (zh) * 2017-12-06 2019-06-14 通用汽车环球科技运作有限责任公司 具有冷凝物分散装置的增压空气冷却器（cac）及分散来自cac的冷凝物的方法
CN113356991A (zh) * 2020-03-04 2021-09-07 一汽解放汽车有限公司 一种可以检测压力的带过滤功能的活塞冷却系统

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ES2734287T3 (es) 2019-12-05
EP3150821B1 (fr) 2019-04-24
ITUB20154005A1 (it) 2017-03-29

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