EP3183443B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP3183443B1
EP3183443B1 EP15732535.8A EP15732535A EP3183443B1 EP 3183443 B1 EP3183443 B1 EP 3183443B1 EP 15732535 A EP15732535 A EP 15732535A EP 3183443 B1 EP3183443 B1 EP 3183443B1
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EP
European Patent Office
Prior art keywords
flow chamber
cylinder head
fluid
cylinder
internal combustion
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.)
Active
Application number
EP15732535.8A
Other languages
German (de)
English (en)
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EP3183443A1 (fr
Inventor
Gordon Röttger
Lukas MUR
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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Publication date
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Publication of EP3183443A1 publication Critical patent/EP3183443A1/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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/14—Cylinders with means for directing, guiding or distributing liquid stream
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • 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

Definitions

  • the invention relates to an internal combustion engine with at least one cylinder, which is associated with at least one inlet valve and at least one outlet valve, and with a water jacket associated with the cylinder for cooling a crankcase and a cylinder head of the internal combustion engine.
  • the internal combustion engine serves, for example, to provide a drive torque, in particular for a motor vehicle. It has at least one cylinder in which a piston is arranged to be displaceable in the axial direction with respect to a longitudinal central axis of the cylinder.
  • the piston closes with the cylinder or a cylinder wall, a combustion chamber in which during operation of the internal combustion engine fuel and an oxidizer, preferably oxygen, in particular atmospheric oxygen, introduced and burned.
  • the introduction of the oxidizer and / or a mixture of the fuel and the oxidizer takes place through the at least one inlet valve, which is assigned to the cylinder, in particular the combustion chamber for this purpose.
  • the at least one exhaust valve is provided, which is likewise assigned to the cylinder, in particular the combustion chamber.
  • the cylinder is at least partially in the crankcase. In particular, it is delimited by the cylinder head of the internal combustion engine in at least one direction, in particular on the side of the combustion chamber facing away from the piston.
  • both the crankcase and the engine heat up Cylinder head.
  • the water jacket is provided.
  • a fluid in particular a coolant.
  • This is conveyed through the water jacket, so that the fluid can absorb and dissipate heat from the crankcase and the cylinder head, in particular in the direction of a heat exchanger, in particular a main radiator of the internal combustion engine.
  • the publication DE 10 2009 008 237 A1 known. This relates to an internal combustion engine with a liquid-cooled cylinder head, which encloses at least one upper coolant space and at least one lower coolant space. In order to facilitate the production of the cylinder head, it is proposed that the upper coolant space and the lower coolant space are completely separated within the cylinder head.
  • the water jacket in the crankcase having a first crankcase flow chamber and a second crankcase flow chamber, which surround the cylinder in the circumferential direction in each case partially, that the water jacket in the cylinder head has a first cylinder head flow chamber and a second cylinder head flow chamber, which overlap the cylinder respectively, wherein the first cylinder head flow chamber is disposed between the cylinder and the second cylinder head flow chamber in the axial direction, and the first cylinder head flow chamber has at least one fluid inlet and is connected to the first crankcase flow chamber via at least one first fluid line, the first crankcase flow chamber communicating with the first crankcase flow chamber second cylinder head flow chamber is connected, which is connected via a third fluid line to the second crankcase flow chamber, u and wherein the second crankcase flow chamber has at least one fluid outlet.
  • the water jacket has in this respect a plurality of flow chambers, namely the at least one first crankcase flow chamber, the at least one second crankcase flow chamber, the at least one first cylinder head flow chamber and the at least one second cylinder head flow chamber.
  • These flow chambers are in the Crankcase or the cylinder head arranged in a certain way.
  • the first crankcase flow chamber and the second crankcase flow chamber surround the cylinder in the circumferential direction - in each case in regions, relative to a longitudinal center axis of the cylinder.
  • the crankcase flow chambers are opposite each other with respect to the longitudinal central axis of the cylinder to which they are associated, in particular diametrically opposite.
  • the first crankcase flow chamber and / or the second crankcase flow chamber may be adapted to a profile of a cylinder wall of the cylinder, in particular thus be curved in the circumferential direction with respect to the longitudinal central axis.
  • the first crankcase flow chamber and / or the second crankcase flow chamber have, for example, the same distance from the cylinder wall and / or the longitudinal central axis at at least two points spaced apart from one another in the circumferential direction. This applies particularly preferably for the entire extent of the respective flow chamber in the circumferential direction, but preferably at least over a proportion of at least 50%, at least 60%, at least 70%, at least 80%, at least 90% or at least 95%.
  • the first crankcase flow chamber and the second crankcase flow chamber may be arranged overlapping at least regionally, preferably completely, so that they are present at least in regions at the same axial position.
  • the two cylinder head flow chambers that is, the first cylinder head flow chamber and the second cylinder head flow chamber, respectively overlap the cylinder and are in the axial direction with respect to the longitudinal center axis of the cylinder Seen spaced from the cylinder or the combustion chamber.
  • the (imaginary) longitudinal center axis of the cylinder passes through the first cylinder head flow chamber and / or the second cylinder head flow chamber.
  • the cylinder head flow chambers are formed in the cylinder head or associated therewith.
  • the first cylinder head flow chamber is closer to the cylinder or the combustion chamber in the axial direction than the second cylinder head flow chamber.
  • the first cylinder head flow chamber is so far between the cylinder and the second cylinder head flow chamber.
  • the first cylinder head flow chamber and the second cylinder head flow chamber completely overlap the cylinder in the lateral direction.
  • the water jacket has the fluid inlet and the fluid outlet.
  • the fluid inlet is associated with or flows into the first cylinder head flow chamber.
  • the fluid inlet can be connected to a fluid channel, in particular a fluid supply channel, which is formed at least partially in the crankcase, for example.
  • the fluid outlet is assigned to or connected to the second crankcase flow chamber.
  • the crankcase flow chambers and the cylinder head flow chambers are now fluidly connected to each other by means of a plurality of fluid lines.
  • the first fluid passage is present between the first cylinder head flow chamber and the first crankcase flow chamber.
  • the first fluid line preferably opens out of the first cylinder-head flow chamber on a side of the first cylinder-head flow chamber facing away from the fluid inlet.
  • the first crankcase flow chamber is in turn connected to the second cylinder head flow chamber via the second fluid line.
  • the second fluid conduit preferably empties from the first crankcase flow chamber at a distance from an opening of the first fluid conduit into the first crankcase flow chamber.
  • the second cylinder-head flow chamber is finally connected to the second crankcase flow chamber via the third fluid line, wherein the third fluid line preferably ends at a distance from an opening of the second fluid line into the second cylinder head flow chamber from the second cylinder head flow chamber, in particular opposite one another.
  • the second crankcase flow chamber has the fluid outlet through which the fluid can flow out of the water jacket.
  • the third fluid line opens into the second crankcase flow chamber at a distance from the fluid outlet, for example opposite one another.
  • At least along a main flow path of the fluid through the water jacket, along which a majority of the fluid, preferably at least 50%, at least 60%, at least 70%, at least 80%, at least 90%, or at least 95% of the fluid flows, are the first cylinder head flow chamber and the second cylinder head flow chamber fluidly connected serially, ie in series. Accordingly, in the two cylinder head flow chambers in comparison to a parallel connection of the two chambers very high flow velocities, because the fluid is not or at most slightly divided. This means that in the two cylinder head flow chambers, a high flow velocity and thus a high turbulence intensity prevails. This results in a high heat transfer coefficient, so that the heat can be removed at least from the cylinder head particularly efficiently by means of the fluid.
  • the first crankcase flow chamber is flow-connected to the second crankcase flow chamber via a connecting line.
  • the first crankcase flow chamber is not fluidly connected to the second crankcase flow chamber via the second cylinder head flow chamber, but additionally via the connection line.
  • the first-mentioned flow connection continues to represent the main flow path of the fluid through the water jacket, while the connecting line is flowed through by a smaller proportion of the fluid, for example of at most 50%, at most 40%, at most 30%, at most 20%, at most 10% or at most 5% of the fluid entering the water jacket through the fluid inlet.
  • the fluid inlet has a plurality of fluid inlet lines, wherein in each case two of the fluid inlet lines are arranged on both sides of the third fluid line.
  • the first cylinder head flow chamber is thus not only supplied with fluid via a single fluid inlet line, it being understood that this may also be provided. Rather, the plurality of fluid inlet lines should preferably be present, which open in particular opposite the first fluid line into the first cylinder head flow chamber.
  • the fluid inlet lines are now arranged such that two of them in each case receive the third fluid line between them.
  • an imaginary plane intersects at least two of the fluid inlet lines and the third fluid line. Particularly preferably, the imaginary plane accommodates both a region of the longitudinal center axes of the two fluid inlet lines and a region of the longitudinal central axis of the third fluid line.
  • a development of the invention provides that at least two first fluid lines and / or at least two second fluid lines are provided.
  • the above-described first fluid line is so far not available as the only first fluid line, which of course may also be the case.
  • a preferred further embodiment of the invention provides that the second fluid lines are arranged between the first fluid lines.
  • This is to be understood in particular as meaning that an imaginary plane intersects the second fluid lines as well as the first fluid lines at least in regions, wherein the second fluid lines are arranged on the inside and the first fluid lines are arranged on the outside.
  • the longitudinal center axes of the second fluid lines and the longitudinal center axes of the first fluid lines are each at least partially in the imaginary plane.
  • the second fluid lines and the first fluid lines are arranged mirror-symmetrically relative to one another with respect to a further imaginary plane, so that the two first fluid lines each have the same distance from the further imaginary plane. This is preferably also the case for the second fluid lines.
  • the first fluid line opens from a side facing the cylinder head or on a side facing away from the cylinder head into the first crankcase flow chamber.
  • the first fluid line opens into that side of the first crankcase flow chamber which faces the cylinder head.
  • the first fluid conduit initially passes around the first crankcase flow chamber to subsequently open into it from the side remote from the cylinder head.
  • the first fluid line opens into the first crankcase flow chamber on the same side as the second one Fluid line.
  • the opposite is the case, so that therefore opens the first fluid line on the opposite side of the mouth of the second fluid line in the first crankcase flow chamber.
  • a development of the invention provides that the second fluid line emanates from a cylinder head facing side of the first crankcase flow chamber. On such a configuration has already been mentioned above.
  • At least one vent line is formed between the first cylinder-head flow chamber and the second cylinder-head flow chamber.
  • the two cylinder head flow chambers are in this respect not flow-connected exclusively via the first crankcase flow chamber, whereby the main flow path continues to run therethrough.
  • the vent line only a small part of the fluid entering the water jacket through the fluid inlet can pass from the first cylinder head flow chamber into the second cylinder head flow chamber, preferably at most 25%, at most 20%, at most 15%, at most 10%, at most 5%, at most 2.5% or at most 1%.
  • the vent line opens out of the first cylinder head flow chamber opposite the first cylinder head flow chamber with respect to the first cylinder head flow chamber.
  • a longitudinal center axis of the vent line coincides with a longitudinal central axis of the first fluid line.
  • the flow cross section of the vent line is significantly smaller than the flow cross section of the first fluid line according to the above statements.
  • vent line It is preferably at most 1%, at most 2.5%, at most 5%, at most 10%, at most 15%, at most 20% or at most 25% of the flow cross-section of the first fluid line.
  • a separate vent line is assigned to each first fluid line, so that in this respect the number of vent lines preferably corresponds to the number of first fluid lines.
  • annular cooling channel for cooling the intake valve or the exhaust valve, at least one annular cooling passage is provided, which is connected on the one hand to the first cylinder head flow chamber and on the other hand to the second fluid line.
  • the annular cooling channel is preferably in the form of a circular channel, particularly preferably as a closed circular channel.
  • the annular cooling channel runs around the inlet valve or the outlet valve at least in regions.
  • there may be a plurality of annular cooling channels wherein preferably each inlet valve and / or each outlet valve is associated with such a ring cooling channel and engages around the corresponding valve.
  • the annular cooling channel is fluidically connected on the one hand to the first cylinder head flow chamber and the other to the second fluid line. Due to the special configuration with the substantially serial flow through the two cylinder head flow chambers, a high pressure difference exists between the first cylinder head flow chamber and the second fluid line, so that an efficient flow through the annular cooling channel is ensured.
  • the first cylinder head flow chamber is so far essentially provided for cooling the intake valve and / or the exhaust valve, while the second cylinder head flow chamber can ensure cooling of the line connected to the respective valve.
  • the first cylinder head flow chamber is configured such that it completely surrounds the inlet valve or the outlet valve, particularly preferably both separately in the circumferential direction. The same can be the case for the second cylinder flow chamber and the at least one line.
  • FIG. 1 shows a schematic representation of an internal combustion engine 1 with at least one cylinder 2, which is merely indicated here.
  • the internal combustion engine 1 has a water jacket 3 assigned to the cylinder 2, which is used for cooling a crankcase (indicated by the arrow 4) and a cylinder head (indicated by the arrow 5).
  • the cylinder 2 is characterized by a longitudinal central axis 6, which points in the direction of its greatest longitudinal extent.
  • the cylinder 2 is preferably configured cylindrically with respect to the longitudinal central axis 6.
  • the water jacket 3 has a plurality of flow chambers, namely a first cylinder head flow chamber 7, a first crankcase flow chamber 8, a second cylinder head flow chamber 9 and a second crankcase flow chamber 10. Furthermore, a flow chamber 11, which is present for example as a ring cooling channel, and / or a web flow chamber 12, which between two cylinders 2 is arranged at least partially, are present. However, both the flow chamber 11 and the web flow chamber 12 are optional.
  • the first cylinder-head flow chamber 7 has a fluid inlet 13, via which the first cylinder-head flow chamber 7 is connected to a fluid channel 14. From the first Cylinder head flow chamber 7 assumes a first fluid line 15, which opens into the first crankcase flow chamber 8. This is fluidly connected via a second fluid line 16 with the second cylinder head flow chamber 9, from which in turn emanates a third fluid line 17, which opens into the second crankcase flow chamber 10. The latter also has a fluid outlet 18, via which the second crankcase flow chamber 10 is connected to a fluid channel 19. Both the fluid channel 14 and the fluid channel 19 may be formed at least partially in the crankcase.
  • the flow chamber 11 is connected on the one hand to the first cylinder head flow chamber 7 and on the other hand to the second fluid line 16.
  • the flow chamber 11 is used in particular for cooling an intake valve and / or an exhaust valve of the internal combustion engine 1.
  • the fluid inlet 13 has a plurality of fluid inlet line 21 through which the water jacket 3 in the direction of the arrows 22, a fluid, in particular a cooling fluid, can be supplied.
  • a fluid in particular a cooling fluid
  • two of the fluid inlet lines 21 are preferably arranged on both sides of the third fluid line 17.
  • the fluid can flow into the first cylinder head flow chamber 7 and flow through it in the direction of the arrow 23.
  • the fluid passes according to the arrow 24 through the first fluid line 15 into the first crankcase flow chamber 8 and starting from this according to the arrow 25 through the second fluid line 16 in the second Zylinderkopfströmungshunt 9. This flows through it in the direction of arrow 26.
  • it passes through the third fluid line 17 into the second crankcase flow chamber 10 and can escape from this through the fluid outlet 18 and as indicated by the arrow 27 from the water jacket 3.
  • first fluid lines 15 are present.
  • second fluid lines 16 are provided, which is not readily apparent here.
  • a connecting line 28 is provided, via which the first crankcase flow chamber 8 is flow-connected to the second crankcase flow chamber 10.
  • the web flow chamber 12 is present in the connecting line 28 or corresponds to this.
  • FIG. 3 shows a detailed view of the first cylinder head flow chamber 7. It is clear that they are formed such that they have openings 29 for the intake valve and / or the exhaust valve, in the embodiment shown here for two intake valves and two exhaust valves. In addition, a further opening 30 is formed for a cylinder 2 associated spark plug.
  • FIG. 4 shows a representation of the crankcase flow chambers 8 and 10 in a first embodiment.
  • two second fluid lines 16 are present analogously to the first two fluid lines 15.
  • the first fluid lines 15 open on the same side into the first crankcase flow chamber 8, on which the second fluid lines 16 open out of this.
  • the two crankcase flow chambers 8 and 10 respectively surround the cylinder 2 (not visible here) in the circumferential direction with respect to the longitudinal central axis 6 at least in regions.
  • FIG. 5 shows the crankcase flow chambers 8 and 10 in a second embodiment. Reference is made to the above statements regarding the first embodiment. The only difference to this is that the first fluid lines 15 open on one side in the first crankcase flow chamber 8, which faces away from the side relative to the first crankcase flow chamber 8, on which the second fluid lines 16 from this.
  • FIG. 6 shows the second cylinder head flow chamber 9 in a detailed view. Attention is drawn to the above statements.
  • FIG. 7 shows a view of the water jacket 3 in the direction of the longitudinal center axis 6.
  • a plurality of flow chambers 11 are provided, which are each designed as a ring cooling channel.
  • the flow chambers 11 each surround a valve of the internal combustion engine 1, for example, either the intake valves or the exhaust valves.
  • each of the valves of the cylinder 2 may be associated with such a flow chamber 11.
  • Each flow chamber 11 is flow-connected via a first connecting line 31 to the first cylinder head flow chamber 7 and via a second connecting line 32 to the second fluid line 16.
  • a plurality of connecting lines 28 are provided. These may be present, for example, in the form of the web flow chamber 12 already mentioned above, and to this extent serve for web cooling of a web present between the cylinder 2 and adjacent cylinders.

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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. Moteur à combustion interne (1) avec au moins un cylindre (2), auquel sont associées au moins une soupape d'admission et au moins une soupape d'échappement, et avec une chemise d'eau (3) associée au cylindre (2) et destinée au refroidissement d'un carter et d'une culasse de cylindre du moteur à combustion interne (1), caractérisé en ce que la chemise d'eau (3) comporte dans le carter une première chambre hydraulique de carter (8) et une deuxième chambre hydraulique de carter (10) qui entourent à chaque fois le cylindre (2) par endroits dans la direction circonférentielle, en ce que la chemise d'eau (3) dans la culasse de cylindre dispose d'une première chambre hydraulique de culasse de cylindre (7) et d'une deuxième chambre hydraulique de culasse de cylindre (9) qui passent à chaque fois par-dessus le cylindre (2), la première chambre hydraulique de culasse de cylindre (7) étant agencée en direction axiale entre le cylindre (2) et la deuxième chambre hydraulique de culasse de cylindre (9), et en ce que la première chambre hydraulique de culasse de cylindre (7) dispose d'au moins une entrée de fluide (13) et est reliée à la première chambre hydraulique de carter (8) par l'intermédiaire d'au moins une conduite hydraulique (15), laquelle première chambre hydraulique de carter (8) est reliée par l'intermédiaire d'une deuxième conduite hydraulique (16) à la deuxième chambre hydraulique de culasse de cylindre (9) qui est raccordée par l'intermédiaire d'une troisième conduite hydraulique (17) à la deuxième chambre hydraulique de carter (10) et laquelle deuxième chambre hydraulique de carter (10) dispose d'au moins une sortie de fluide (18).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la première chambre hydraulique de carter (8) est reliée pour les fluides à la deuxième chambre hydraulique de carter (10) par l'intermédiaire d'une conduite de liaison (28).
  3. Moteur à combustion interne l'une quelconque des revendications précédentes, caractérisé en ce que l'entrée de fluide (13) comporte plusieurs conduites d'entrée de fluide (21), à chaque fois deux des conduites d'entrée de fluide (21) étant agencés des deux côtés de la troisième conduite hydraulique (17).
  4. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins deux des premières conduites hydrauliques (15) et/ou au moins deux deuxièmes conduites hydrauliques (16) sont prévues.
  5. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que les deuxièmes conduites hydrauliques (16) sont agencées entre les premières conduites hydrauliques (15).
  6. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que la première conduite hydraulique (15) débouche, d'un côté proche de la culasse de cylindre ou d'un côté éloigné de la culasse de cylindre, dans la première chambre hydraulique de carter (8).
  7. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que la deuxième conduite hydraulique (16) part d'un côté, proche de la culasse de cylindre, de la première chambre hydraulique de carter (8).
  8. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins une conduite de purge d'air (20) est prévue entre la première chambre hydraulique de culasse de cylindre (7) et la deuxième chambre hydraulique de culasse de cylindre (9).
  9. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que, en vue du refroidissement de la soupape d'admission ou de la soupape d'échappement, il est prévu au moins un canal de refroidissement annulaire (11) qui est raccordé d'une part à la première chambre hydraulique de culasse de cylindre (7) et d'autre part à la deuxième conduite hydraulique (16).
  10. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que la première chambre hydraulique de culasse de cylindre (7) entoure complètement dans la direction circonférentielle la soupape d'admission et/ou la soupape d'échappement et/ou en ce que la deuxième chambre hydraulique de culasse de cylindre (9) entoure complètement en direction circonférentielle une conduite raccordée à la soupape d'admission ou à la soupape d'échappement.
EP15732535.8A 2014-08-22 2015-07-01 Moteur à combustion interne Active EP3183443B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014012503.3A DE102014012503B4 (de) 2014-08-22 2014-08-22 Brennkraftmaschine mit Wassermantel zur Kühlung eines Kurbelgehäuses und eines Zylinderkopfs
PCT/EP2015/001322 WO2016026545A1 (fr) 2014-08-22 2015-07-01 Moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3183443A1 EP3183443A1 (fr) 2017-06-28
EP3183443B1 true EP3183443B1 (fr) 2018-03-28

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EP15732535.8A Active EP3183443B1 (fr) 2014-08-22 2015-07-01 Moteur à combustion interne

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Country Link
EP (1) EP3183443B1 (fr)
CN (1) CN106661995B (fr)
DE (1) DE102014012503B4 (fr)
WO (1) WO2016026545A1 (fr)

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CN114991983A (zh) * 2021-03-01 2022-09-02 比亚迪股份有限公司 发动机和车辆
CN115643807A (zh) * 2021-05-17 2023-01-24 卡明斯公司 内燃发动机的气缸盖

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DE102010041869A1 (de) * 2010-10-01 2012-04-05 Bayerische Motoren Werke Aktiengesellschaft Flüssigkeitsgekühlter Zylinderkopf
WO2012081113A1 (fr) * 2010-12-16 2012-06-21 トヨタ自動車株式会社 Structure de refroidissement de moteur
DE102013221231B4 (de) * 2012-10-19 2014-12-24 Honda Motor Co., Ltd. Wassermantelstruktur für einen Zylinderkopf

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DE102014012503B4 (de) 2017-07-13
DE102014012503A1 (de) 2016-02-25
EP3183443A1 (fr) 2017-06-28
CN106661995B (zh) 2018-05-18
CN106661995A (zh) 2017-05-10
WO2016026545A1 (fr) 2016-02-25

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