EP3215730B1 - Moteur à combustion interne comprenant une chemise de refroidissement entourant les chambres de combustion - Google Patents

Moteur à combustion interne comprenant une chemise de refroidissement entourant les chambres de combustion Download PDF

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Publication number
EP3215730B1
EP3215730B1 EP15767457.3A EP15767457A EP3215730B1 EP 3215730 B1 EP3215730 B1 EP 3215730B1 EP 15767457 A EP15767457 A EP 15767457A EP 3215730 B1 EP3215730 B1 EP 3215730B1
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EP
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Prior art keywords
coolant
internal combustion
combustion engine
outlet
cylinder
Prior art date
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Application number
EP15767457.3A
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German (de)
English (en)
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EP3215730A1 (fr
Inventor
Jan-Tilman Dörel
Christian Westphal
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Volkswagen AG
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Volkswagen AG
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    • 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
    • F02F1/108—Siamese-type cylinders, i.e. cylinders cast together
    • 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
    • F02F2001/106—Cylinders; Cylinder heads  having cooling means for liquid cooling using a closed deck, i.e. the water jacket is not open at the block top face

Definitions

  • the invention relates to an internal combustion engine with a plurality of combustion chambers arranged next to one another in a cylinder row in a cylinder crankcase, which are surrounded by a common coolant jacket, which is supplied by a coolant that can be supplied through an inlet and discharged through an outlet in at least two partial flows along different, on different sides of the Can flow through coolant jacket sections arranged combustion chambers, which include the cylinder row between them.
  • the increasing temperature of the coolant from the inlet end to the outlet end of the jacket causes the cylinders to be cooled unevenly, which can result in the formation of vapor bubbles near the outlet end at high engine loads.
  • the DE 10 2005 018 364 A1 suggests a cooling jacket in which coolant is delivered through inlet passages to upper ends of the cylinders adjacent the combustion chambers.
  • the coolant is evenly distributed to the side flow slots along the cylinders and flows axially down the cylinders to cooler lower ends where it is collected in outlet passages and discharged from the jacket.
  • the cooling jacket is preferably separated into the intake and discharge sides of the cylinder bank and is provided with separate inlet and outlet passages for each side.
  • the aisles are provided with different flow passages to provide each cylinder with an equal and separate coolant flow having the same coolant temperatures.
  • the flow inlet passages are formed with flow cross-sectional areas which decrease from the first cylinder at the inlet ends of the passages to the last cylinder, in order to reduce the flow cross-sectional areas Distribute coolant flow from the flow through the cooling jacket equally to the cylinders.
  • the flow outlet passages are formed with increasing flow cross-sectional areas for the outlet flow from the first cylinder to the last cylinder at the discharge ends of the outlet passages in order to maintain a relatively constant flow velocity or a relatively constant flow rate of the coolant in the passages.
  • the flow inlet passages and the flow outlet passages are separated between the cylinders and by partitions along the center line of the cylinder bank at longitudinal ends of the aisles.
  • the DE 103 57 340 A1 relates to an internal combustion engine with several combustion chambers arranged next to one another, which are surrounded by a common coolant jacket.
  • a coolant line element in the form of a collecting bar is assigned to the coolant jacket, which element extends over several combustion chambers and via which coolant can be supplied to the coolant jacket and removed if necessary.
  • a connection between the manifold and the coolant jacket is realized through several coolant passages.
  • a flow guide element serves to equalize a coolant flow guided through the coolant passages, the flow being branched at the same time. The flow guide element causes a reduction in individual speed components of the coolant flow from the collecting bar into the coolant jacket and consequently a deflection and equalization of the flow in the coolant jacket itself.
  • a cylinder crankcase for a reciprocating piston engine with at least one cylinder and with a water jacket surrounding the cylinder at least in some areas is known, through which a cooling liquid can flow to cool the cylinder, a water distribution channel extending laterally next to the water jacket.
  • the U.S. 4,455,972 A describes a cylinder block with a water tank, wherein a wall extending in the direction of flow divides the water tank into an upper and a lower section. Seen in the direction of flow, the dividing wall is designed to run obliquely in such a way that the upper section narrows, whereas the lower section widens.
  • a cooling system for an internal combustion engine is known, with an upper sub-channel system assigned to the combustion chambers of the cylinders to a cylinder head is open and forms a uniform upper channel system with cooling fluid spaces in the cylinder head, the cooling fluid spaces in the cylinder head being supplied with cooling fluid from the sub-channel system in the cylinder block through several passages distributed over a cylinder head base plate.
  • a cylinder block for an internal combustion engine is known, with cooling water cavities in the cylinder block surrounding corresponding cylinders formed in the cylinder block.
  • a lower area of the cooling water cavities is partially filled by an inserted, heat-resistant plastic material.
  • the DE 24 17 925 C2 or the DE 10 2012 203 021 A1 discloses a liquid-cooled multi-cylinder internal combustion engine, an additional coolant chamber being provided, separated from a water jacket surrounding the cylinders, which narrows horizontally in the direction of flow and opens downstream into the water jacket.
  • a device for cooling webs between cylinders of a cylinder block of an internal combustion engine is known. These webs are arranged between cylinders cast together at least in the region of a cylinder block of an internal combustion engine and have cooling ducts.
  • the DE 198 12 831 A1 relates to an internal combustion engine with at least one fluid channel formed in the cylinder block.
  • the bottom of the fluid channel is designed in the form of a curved plane with several successive elevations and depressions in between.
  • the invention is based on the object of designing an internal combustion engine of the type mentioned at the beginning in such a way that the flow losses that occur are low and at the same time at least approximately matching flow conditions are achieved in the partial flows.
  • an internal combustion engine in which the inlet is arranged on a first side and the outlet is arranged on a second side opposite the first side.
  • each of the partial flows is routed around the respective outer combustion chamber at opposite ends of the cylinder row, while in the prior art a partial flow is guided around the two outer combustion chambers and thus covers a much longer path than the other directly connecting the inlet and outlet Partial flow, which is equipped with a throttle to compensate for the different route lengths.
  • first side of the outlet side is assigned to the combustion gases of the internal combustion engine and the second side of the suction side is assigned to the fresh air supplied to the internal combustion engine, so that the coolant, which has not yet been heated by the heat of the combustion chambers, is first transferred to the Combustion exhaust gases also hit the heated side of the cylinder crankcase. This provides the maximum cooling effect on the side of the higher temperatures in order to improve the overall efficiency.
  • the entire coolant flow initially hits the same side of the cylinder crankcase and is distributed there in two partial flows over the coolant jacket areas assigned to the various combustion chambers , while each partial flow then hits the second side of the same combustion chambers facing away from the first side.
  • the lengths of the partial flows between the inlet and outlet are at least substantially the same, so that with an otherwise symmetrical design of the coolant jacket, almost identical flow resistances or flow losses result. Additional throttling points can therefore be dispensed with.
  • a coolant line element with a coolant manifold is assigned to the coolant jacket. Since the internal combustion engine has a coolant manifold that is connected to the coolant jacket in the area of the inlet, a sufficient amount of coolant is always available and there is an additional cooling effect of the cylinder crankcase along the coolant manifold, which is preferably aligned parallel to the cylinder row.
  • the cylinder crankcase and the cylinder head of the internal combustion engine can be acted upon by the coolant manifold together with the coolant through the coolant manifold, whereby a so-called single circuit system is implemented.
  • the distribution of the amount of coolant to be supplied to the cylinder crankcase on the one hand and the cylinder head on the other hand can be variably divided by an adjustable throttle element. In this way, the cooling effect can, for example, be temporarily concentrated on the cylinder head as a function of recorded operating parameters.
  • Another, likewise particularly practice-relevant embodiment of the internal combustion engine according to the invention is achieved in that at least individual webs between adjacent combustion chambers are equipped with an opening connecting the two sides, in particular a horizontal bore. This also makes it possible to apply the coolant to the separating surfaces between the combustion chambers, which are designed as webs. Due to the pressure gradient between the inlet and the outlet, the perforations are reliably traversed and in particular run horizontally.
  • a throttling is provided in an outside transition region of at least one coolant jacket section between the two sides of a combustion chamber in order to increase the flow rate in the opening in the webs.
  • This throttling can also be adjustable, for example.
  • a passage in the area of at least one web, a passage extends as far as an upper edge of the cylinder crankcase.
  • This passage forming a region of the coolant jacket can then optionally enable the coolant to flow over into the region of the cylinder head or is closed by a corresponding seal separating the cylinder crankcase from the cylinder head.
  • the coolant is applied over the entire height of the combustion chambers, so that in particular the section of the combustion chambers facing the cylinder head can also have a sufficient cooling capacity applied.
  • the outlet is preferably arranged in an edge region facing the upper plane of the cylinder crankcase, so that the outlet is geodetically higher than the inlet when the cylinder row is oriented horizontally or only slightly inclined relative to the horizontal. Trapped air thus collects in the area of the outlet and can be discharged there without any problems.
  • a separate ventilation opening can also be provided.
  • the internal combustion engine has four combustion chambers 1 which are arranged next to one another in a cylinder row and which are arranged in a cylinder crankcase of the internal combustion engine, which is not shown further.
  • the combustion chambers 1 are surrounded by a common coolant jacket 2 on both sides of the cylinder row.
  • the coolant passes from a coolant collecting strip 3 through an inlet 4 designed as a feed on the circumferential side to the walls (not shown) enclosing the combustion chambers 1, with the exception of the partition walls formed by webs 5 between adjacent combustion chambers 1.
  • the coolant is then discharged through an outlet serving as a vent 6 discharged.
  • the supplied coolant flow divides into two partial flows which flow around the cylinder row in opposite flow directions 7, 8 and meet in the area of the outlet 6. Since the inlet 4 is arranged on an outlet side 9, which is hot during operation, for the combustion gases of the internal combustion engine and the outlet 6 is arranged on a suction side 10 for the fresh air supplied to the internal combustion engine, the entire coolant flow is initially fed to the relatively hotter side of the cylinder crankcase. This results in a significant increase in the efficiency of the cooling effect.
  • This arrangement enables a very favorable uniform distribution of the flow and the throttling points in the partial flows, in particular due to the cylinder head bolts provided in the cylinder crankcase, without additional throttling.
  • the webs 5 between the adjacent combustion chambers 1 are each equipped with an opening 11 that connects the outlet side 9 and the suction side 10 and is designed as a horizontal bore. Due to the pressure gradient of the coolant between the coolant collecting strip 3 and the area of the outlet 6 on the cold suction side 10, these are reliably flowed through.
  • a blocking body 12 that restricts the free flow passage, the volume flow can be specifically forced through the openings 11, with the blocking body 12 at the same time replacing the possibly required outlet-side throttling, which is used to control the cylinder head in the case of dual-circuit cooling to be able to supply a sufficient proportion of the coolant.
  • a passage 13 is also shown as an example in the area of the webs 5, which extends up to an upper edge of the cylinder crankcase.
  • This variant advantageously makes it possible for the coolant jacket 2 to be able to flow up to the illustrated parting plane of the cylinder crankcase and the cylinder head.
  • This variant is especially advantageous when the in Figure 2 The opening 11 shown in the webs 5 between the adjacent combustion chambers 1 is not possible, but an increased cooling capacity is required due to the specific power of the internal combustion engine.

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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 (6)

  1. Moteur à combustion interne comprenant plusieurs chambres de combustion (1) disposées les unes à côté des autres dans une rangée de cylindres dans un carter de vilebrequin, lesquelles sont entourées par une enveloppe de réfrigérant (2) commune qui peut être parcourue par un réfrigérant pouvant être acheminé par une entrée (4) et évacué par une sortie (6) dans au moins deux flux partiels le long de différentes portions de l'enveloppe de réfrigérant disposées sur des côtés différents des chambres de combustion (1), lesquelles entourent les rangées de cylindres, l'entrée (4) étant disposée sur un premier côté et la sortie (6) étant disposée sur un deuxième côté opposé au premier côté, un élément de guidage du réfrigérant avec un tube de collecte de réfrigérant (3) étant associé à l'enveloppe de réfrigérant (2), et le carter de vilebrequin et une culasse pouvant être sollicités ensemble avec le réfrigérant par le tube de collecte de réfrigérant (3), caractérisé en ce qu'au moins des cloisons individuelles (5) entre des chambres de combustion adjacentes (1) sont munies d'un orifice (11) reliant les deux côtés et peuvent être sollicitées avec le réfrigérant et en ce que dans une région de transition du côté extérieur d'au moins une portion d'enveloppe de réfrigérant, entre les deux côtés, est prévu un étranglement, et en ce que la quantité de réfrigérant devant être acheminée d'une part au carter de vilebrequin et d'autre part à la culasse peut être divisée de manière variable par un élément d'étranglement ajustable.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le premier côté est associé au côté d'échappement (9) pour les gaz de combustion du moteur à combustion interne et le deuxième côté est associé au côté d'aspiration (10) pour l'air frais acheminé au moteur à combustion interne.
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce qu'à la fois une portion de l'enveloppe de réfrigérant du côté d'échappement (9) et une portion d'enveloppe de réfrigérant du côté d'aspiration (10) peuvent être parcourues par chaque flux partiel de réfrigérant entre l'entrée (4) et la sortie (6).
  4. Moteur à combustion interne selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que les longueurs des flux partiels entre l'entrée (4) et la sortie (6) coïncident au moins sensiblement.
  5. Moteur à combustion interne selon au moins l'une quelconque des revendications précédentes, caractérisé en ce qu'un passage (13) est guidé dans la région d'au moins une cloison (5) jusqu'à un bord supérieur du carter de vilebrequin.
  6. Moteur à combustion interne selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que la sortie (6) est disposée dans une région de bord tournée vers un plan supérieur du carter de vilebrequin.
EP15767457.3A 2014-11-06 2015-09-16 Moteur à combustion interne comprenant une chemise de refroidissement entourant les chambres de combustion Active EP3215730B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014222734.8A DE102014222734A1 (de) 2014-11-06 2014-11-06 Brennkraftmaschine mit einem die Brennräume umgebenden Kühlmittelmantel
PCT/EP2015/071237 WO2016071031A1 (fr) 2014-11-06 2015-09-16 Moteur à combustion interne comprenant une chemise de refroidissement entourant les chambres de combustion

Publications (2)

Publication Number Publication Date
EP3215730A1 EP3215730A1 (fr) 2017-09-13
EP3215730B1 true EP3215730B1 (fr) 2021-04-14

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EP15767457.3A Active EP3215730B1 (fr) 2014-11-06 2015-09-16 Moteur à combustion interne comprenant une chemise de refroidissement entourant les chambres de combustion

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Country Link
EP (1) EP3215730B1 (fr)
DE (1) DE102014222734A1 (fr)
WO (1) WO2016071031A1 (fr)

Citations (1)

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DE102012203021A1 (de) * 2011-03-21 2012-09-27 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Motorbaugruppe mit zylinderkopfkühlung

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Also Published As

Publication number Publication date
EP3215730A1 (fr) 2017-09-13
DE102014222734A1 (de) 2016-05-12
WO2016071031A1 (fr) 2016-05-12

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