EP3379063A1 - Moteur à combustion interne à refroidissement par liquide - Google Patents

Moteur à combustion interne à refroidissement par liquide Download PDF

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Publication number
EP3379063A1
EP3379063A1 EP18156931.0A EP18156931A EP3379063A1 EP 3379063 A1 EP3379063 A1 EP 3379063A1 EP 18156931 A EP18156931 A EP 18156931A EP 3379063 A1 EP3379063 A1 EP 3379063A1
Authority
EP
European Patent Office
Prior art keywords
cooling
cylinder
chamber
combustion engine
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.)
Granted
Application number
EP18156931.0A
Other languages
German (de)
English (en)
Other versions
EP3379063B1 (fr
Inventor
Domenico Palmisani
Raghavendra Hegde
Zhi Li
Michael Sullivan
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.)
Liebherr Machines Bulle SA
Deere and Co
Original Assignee
Liebherr Machines Bulle SA
Deere and Co
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Filing date
Publication date
Application filed by Liebherr Machines Bulle SA, Deere and Co filed Critical Liebherr Machines Bulle SA
Publication of EP3379063A1 publication Critical patent/EP3379063A1/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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/16—Cylinder liners of wet type
    • 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
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • 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
    • F01P2003/021—Cooling cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/024—Cooling cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/027—Cooling cylinders and cylinder heads in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/16—Arrangements for cooling other engine or machine parts for cooling fuel injectors or sparking-plugs
    • 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

Definitions

  • the invention relates to a liquid-cooled internal combustion engine comprising an engine block comprising a plurality of cylinders and the cylinder closing cylinder heads, wherein each cylinder is surrounded by a respective cooling jacket and in each cylinder head at least a separate cooling space is provided, the at least one transitional channel with the cooling jacket of the associated cylinder connected in the engine block.
  • a suitable coolant For cooling an internal combustion engine while the engine is running, it is flowed through by a suitable coolant.
  • the cylinder sleeves inserted into the casting of the engine block are flowed around by a coolant jacket surrounding the cylinder sleeves.
  • the cylinder heads also include one or more cooling chambers to cool the valves, seals, etc. housed there.
  • the coolant is usually pumped through an external cooling pump through the cooling jackets, cooling chambers and channels of each cylinder.
  • a possible cooling concept for an internal combustion engine is from the EP 2 132 423 B1 known.
  • the flow pattern according to the prior art is schematic in the FIG. 1 played.
  • Each of the four cylinders of the engine block 1 is closed by a single cylinder head 3.
  • the cooling jackets of the cylinders are identified by the reference numeral 2.
  • the coolant is first divided into partial streams through the individual cooling jackets 2 of the cylinder of the engine block 1.
  • the coolant flows via a separate riser 6 into a first and second partial cooling space 7a, 7b of the respective cylinder head 3.
  • the coolant of the partial flows is collected in a common coolant collecting chamber 8.
  • the partial flows of the coolant distributed to the individual cylinders should be identical, and pressure losses should be kept low.
  • manufacturing tolerances in the casting process for producing the engine block 1 or the cylinder heads 3 and cylinder head 200 lead to minor and application-relevant deviations of the actual geometry of the cooling jackets, cooling chambers and cooling channels, which can lead to asymmetric partial flows with different coolant flow rates.
  • the flow paths to be assigned to the individual cylinders are not identical. Overall, the asymmetries require higher coolant recirculation performance to ensure adequate cooling of all combustion chamber environments.
  • Remedy has been created by modification of the cylinder head gaskets, which in the FIG. 1 marked with the reference numeral 4. These include openings for the transition channels 6, 9 of the coolant between the engine block 1 and cylinder head 3.
  • the sealing elements 4a, 4b By adjusting the sealing elements 4a, 4b in the areas of the channels 6, 9 individual flow resistances can be realized, whereby ultimately a flow rate equalization of the different coolant partial streams are achieved can. This measure is required even if the upper or lower cooling chambers 7a, 7b are directly in fluid communication with each other.
  • a disadvantage of the proposed procedure is that it first requires a complex analysis of the symmetry properties of the produced internal combustion engine.
  • the need for cylinder-specific seals is not necessarily economical.
  • the search is therefore for a solution that ensures uniform coolant flows through the engine, without having to accept the aforementioned disadvantages.
  • a liquid-cooled internal combustion engine according to the features of claim 1.
  • the transition channels of at least two cylinders i. that the separate cooling chambers per cylinder with the respective cooling jacket of the associated cylinder connecting transition channels are connected to each other via a common pressure equalization chamber.
  • the pressure equalization chamber, the coolant sub-streams are merged before entering the cooling jackets, whereby deviations in the coolant flow rates of the partial flows can be balanced. This ensures that set for all partial flows identical or nearly identical coolant flow rates.
  • the construction according to the invention does not require any modification of the cylinder head gasket; instead, ideally identical sealing elements can be used for all cylinders of an internal combustion engine, which ultimately represents an enormous cost saving potential, all the more so since it is possible to dispense with the aforementioned complex measurement analysis.
  • the pressure compensation chamber is integrated in the engine block.
  • this extends in the longitudinal direction of the engine block and is particularly preferably applied tangentially to the cooling jackets of the cylinder.
  • the flow path of each individual cylinder extends from the at least one cooling space of the cylinder head to the cooling jacket of the cylinder. Consequently, the cooling jacket of the cylinder is at the end of the flow path, from which the coolant finally reaches the pressure sink.
  • At least two separate cooling chambers are provided in the cylinder head per cylinder.
  • an upper and a lower partial cooling space are provided, wherein the lower part of the cooling chamber is preferably in the region of the transition region between the cylinder head and engine block, i. in the area of the flame plate.
  • both cooling chambers are connected to each other via at least one connecting channel.
  • connection channels can be distinguished by different diameters.
  • a channel with a larger diameter serves as the main connection between the individual partial cooling chambers.
  • the remaining channel of lesser cross section substantially serves for venting during engine operation.
  • the provision of a second connection channel also has the advantage that the formation of air spaces during initial filling of the internal combustion engine with coolant is avoided.
  • the cylinder head of at least one cylinder is designed such that an extending through the cylinder head exhaust pipe is at least partially completely surrounded by the cooling chambers of the cylinder head.
  • the internal combustion engine is preferably equipped with a distribution chamber, which is connectable via a pressure connection with an external pressure source, for example a coolant pump.
  • the distribution chamber communicates with at least one cooling space of each cylinder head via one or more channels, so that coolant can flow from the distribution chamber into each cylinder head or into at least one cooling space of each cylinder head.
  • the coolant flow is split into individual partial flows, with the coolant of each partial flow first passing through the cylinder head and only then into the engine block, i. Cooling jacket of the cylinder flows.
  • the distribution chamber is integrated in the engine block.
  • At least one collecting chamber may be provided, in which the individual partial streams of the different cylinders end, i. the individual cooling jackets of each cylinder are connected to the collection chamber via one or more channels.
  • This may, for example, have a low-pressure connection, via which the coolant can be supplied to the part of the cooling circuit which is located externally to the internal combustion engine.
  • the collection chamber may preferably be integrated in the engine block.
  • At least two transitional channels are provided per cylinder head, which run parallel to the cylinder head and the at least one cooling chamber for pressure compensation chamber.
  • the characteristic of two parallel transition channels reduces the pressure losses.
  • the overriding benefit of this approach is the avoidance of dead zones of coolant flow - an area where there is no movement of coolant - and the avoidance of recirculation of the coolant flow - an area where there is coolant movement but there is no coolant exchange along the main flow direction , The avoidance of such Dead zones and recirculation are important because almost no heat is removed at zones of their occurrence.
  • At least one bypass of at least one cooling space of the cylinder head is provided, which opens directly into the collecting chamber and bypasses the cooling jacket of the cylinder.
  • the establishment of one or more bypass lines can reduce the risk of further stagnation zones of the coolant flow. Unwanted pressure losses can be further contained.
  • the main flow path of the coolant is divided from the distribution chamber on the partial flows for each cylinder, which are passed over the upper part of the cylinder head cooling chamber in the lower part of the cooling chamber, from where the partial flows of the coolant are brought together again by means of the pressure compensation chamber.
  • the accumulating there coolant the partial flows is again divided into individual streams through the cooling jackets of the individual cylinders and merged at the end in the collection chamber.
  • the realized cooling flow path is called a top-down variant.
  • An alternative flow guidance is called bottom-up variant.
  • the main flow path of the coolant flows for each partial flow from the distribution chamber via the lower part of the cooling chamber in the upper part of the cooling chamber. From there, the coolant is passed via the at least one transitional channel to the pressure compensation chamber, which distributes the coolant with identical partial flows to the individual cooling jackets of the cylinder. According to the bottom-up variant the individual partial flows are combined in the collection chamber.
  • the individual cylinder heads are combined to form a cylinder bank, which is advantageously manufactured as a single casting.
  • At least part of the separate cooling chambers of the cylinder heads can be connected to one another via a separate degassing line.
  • the upper part of the cooling chambers are connected to one another via a degassing line.
  • this degassing line is integrated directly into the cylinder heads or the resulting cylinder bank. Air bubbles are to be collected and removed by means of the degassing line.
  • the degassing line also contributes to the balancing of the partial flows, but can not replace the function of the pressure compensation chamber essential to the invention.
  • the cooling jacket of at least one cylinder is divided into at least two cooling jacket sections.
  • the division seen in the longitudinal direction in a lower or upper shell portion It makes sense to connect the two cooling jacket sections in parallel with the pressure compensation chamber in order to reduce the undesired pressure losses. Also conceivable is a parallel connection of the cooling jacket sections with the downstream collecting chamber.
  • FIG. 2 Let us first illustrate the design of the coolant chambers, channels or shrouds using the example of a six cylinder in-line engine. Two concrete embodiments are then based on the FIGS. 3 to 7 or 8 to 11 shown.
  • FIG. 2 shows no structural components of the internal combustion engine according to the invention, but merely illustrates the present during engine operation coolant volumes within the engine block and the cylinder head bank.
  • Channels, Cold rooms and cooling jackets are usually created by matching recesses in the casting of the engine block or the cylinder bank.
  • the cooling jacket for each cylinder is, for example, created by a larger diameter of the cylindrical recess for receiving the cylinder sleeve, so that the resulting gap forms the corresponding volume. Shown are a total of six cylinder jackets 10 in series.
  • Each cooling jacket 10 is divided into an upper part jacket 11 and a lower part jacket 12, wherein the volume of the upper part cooling jacket 11 is significantly smaller than the volume of the lower cooling jacket 12 fails (see. FIG. 2a ).
  • An elongate collection chamber 50 attaches laterally to the cooling jackets 10 a cylinder row of the engine block and is fluidly connected in parallel with two cooling jacket parts 11, 12 in parallel.
  • On the cylinder side opposite the collection chamber 50 is a pressure compensation chamber 60, which also extends in the longitudinal direction of the engine block along the row of cylinders. Also, this pressure compensation chamber 60 is in fluid communication with the upper and lower part of the cooling jacket 11, 12th
  • Reference numeral 40 denotes the distribution chamber 40 (FIG. Fig. 2b ). This also extends in the vertical direction to the upper part of the cooling chamber 30, so that the coolant contained in the distribution chamber 40 can get into partial streams directly into the upper part of the cooling chambers 30 of the cylinder. It is therefore about a top-down cooling concept, the meaning of which will be described in more detail below with reference to the embodiments.
  • fluid connections 70 between the upper part of the cooling chambers 30 can be seen. The resulting venting channel is designated by the reference numeral 70.
  • FIG. 3 exemplified for a 4-cylinder engine.
  • the illustration shows a row of cylinders of the engine block 100 whose cylinder heads are combined to form a cylinder head bank 200.
  • the reference numerals are given only for the first cylinder, but the further cylinders are constructed identically to the first cylinder.
  • the coolant is divided into individual partial streams, each of which leads via a channel 31 directly into the upper part of the cooling chamber 30.
  • the partial cooling chambers 30 of the cylinder heads are connected to one another via the venting channel 70, as a result of which air bubbles contained in the coolant collect and can be conveyed to the outside.
  • the ends of the vent line are closed at the ends by means of caps or provided with a suitable vent valve.
  • the lower part of the cooling chamber 20 is connected via two parallel transition channels 25, 26 with the pressure compensation chamber 60 in connection.
  • all partial flows of the individual cylinders in the pressure compensation chamber 60 are brought together again.
  • Due to the presence and the design of this pressure compensation chamber 60 a good balance of the cooling system is achieved, production-related asymmetries of the channels 28, 31 and the partial cooling chambers 20, 30 are compensated and for the partial flows of the cylinder results in approximately identical coolant flow rates. It is thus achieved a substantially identical cooling performance for all cylinders, whereby the energy required for the circulation of the coolant decreases. A modification of the cylinder head gaskets is therefore superfluous. Also, in the proposed flow pattern, some balance of the asymmetries can already be achieved through the vent channel 70.
  • the coolant Downstream of the pressure compensation chamber 60, the coolant is distributed back to individual partial flows for the individual cylinders and passes through the parallel connecting lines 61, 62 to the upper and lower part of shell 11, 12 of the cooling jacket 10 of the individual cylinders in the engine block 100. After flowing around the cylinder sleeve passes the coolant back into the collection chamber 50, which emits the coolant via the pressure port 51 to the located outside of the engine part of the coolant circuit.
  • the upper and lower partial cooling jackets 11, 12 will advantageously be fed in parallel from the pressure compensation chamber 60, since a serial connection would lead to significantly increased pressure losses because the entire coolant required for cooling the large-area lower partial cooling jacket comprises the upper partial cooling jacket, which has a substantially smaller flow cross-section , would have to flow through. And the comparatively small flow cross section of the upper part of the cooling jacket has a longitudinal extension of half the diameter of the cylinder sleeve.
  • the lower cooling jackets 12 of adjacent cylinders are fluidly connected to one another via the channel 13 in order to distribute the pressure pulsations caused during the expansion phase to adjacent coolant partial flows, in order to counteract the occurrence of cavitation damage.
  • the lower part of the cooling chamber 20 of each cylinder via a bypass channel 29 is connected directly to the collection chamber 50, whereby a smaller volume fraction of the partial flow passes directly on the cooling jacket 10 over into the collection chamber 50.
  • This measure also helps avoid the danger of dead zones and recirculation of the coolant flow, primarily to achieve a reliable and effective cooling and secondarily to achieve a reduction in pressure losses.
  • FIG. 5 shows a section along the axis DD.
  • the cylinder sleeve 101 is inserted.
  • the gap lying between the recess wall and the sleeve forms the cooling jacket, which completely surrounds the cylinder sleeve 101.
  • the recess in the casting of the engine block 100 has different diameters in the longitudinal direction, whereby the upper and lower part cooling jacket 11, 12 is formed.
  • the lower partial cooling jacket 12 is significantly longer in the cylinder longitudinal direction and the volume of the partial cooling jacket 12 clearly exceeds the volume of the upper partial cooling jacket 11.
  • the lower part of the cooling jacket 12 has a significantly larger cross-sectional area than the upper part cooling jacket 11.
  • the pressure compensation chamber 60 is also formed within the engine block 100 and tangential to the recesses for the cylinder sleeves 101 in the longitudinal axis of the engine block 100 inspired.
  • the mounted on the engine block 100 cylinder head 200 has the upper and lower part of the cooling chamber 20, 30. Also, an inserted injector 201 can be seen here.
  • the arrows indicate the main flow direction of the Coolant flow of a single cylinder. Accordingly, the coolant is passed from the distribution chamber 40 to the upper part of the cooling chamber 20 and flows from there via the main channel 28 to the lower part of the cooling chamber 30. Good to see the second connecting line 27 between the upper and lower part of the cooling chamber 20, 30, which has a much smaller diameter having.
  • the coolant enters the pressure compensation chamber 60 and from there to the individualméteilmänteln 11, 12 flows.
  • the circle on the longitudinal axis of the cylinder sleeve 101 symbolizes the existing fluid connection 13 of the lower part jacket 12 to adjacent cooling jackets 10.
  • Not visible in the sectional plane DD is the existing connection of the cooling jackets 11, 12 to the collection chamber 50. However, this is visible in FIG. 6 , Also, here is the necessary connection between the pressure compensation chamber 60 and the cooling jackets 11, 12 to see.
  • FIG. 7 Another sectional view of the illustrated cooling concept is the FIG. 7 refer to.
  • a transversely extending through the cylinder head bank exhaust passage of a cylinder is to be seen in cross section, wherein the exhaust passage is at least partially completely surrounded by the coolant flow of a cylinder.
  • the seal 203 closes the upper part of the cooling chamber 20 upwards.
  • the bypass connection 29 can be seen from the lower part of the cooling chamber 20 to the collection chamber 50.
  • the venting channel 70 integrated directly into the cylinder head bank can be seen.
  • FIGS. 8 to 11 An alternative cooling concept for the internal combustion engine according to the invention is the representations of FIGS. 8 to 11 refer to.
  • the reference numerals in the illustration of FIG. 8 with a total of four cylinders specified only for the first cylinder, but the other cylinders are identical to the first cylinder constructed.
  • this alternative cooling concept is also On engines with a different number of cylinders transferable, also clear, regardless of whether it is a series or V-type engine.
  • the coolant from the distribution chamber 50 does not enter the upper part of the cooling chamber 30 of the cylinder head rail 200, but instead first in the lower part of the cooling chamber 20, from where it continues to reach the upper part of the cooling chamber 30 via the connecting channels 27, 28. This is connected via a single transition channel 25 with the pressure compensation chamber 60 in connection, starting from this, as in the first embodiment, partial flows are provided to the individual cylinder jackets.
  • the lower part of the cooling chamber 20 has a bypass connection 29 with the collection chamber 50, so that by this the way over the upper part of the cooling chamber 30 and the cooling jacket 10 can be bypassed.
  • This bypass also has a section with a comparatively small cross-section.
  • this narrow cross-section is present only over a very short length, whereas the flow paths at the cross-section constricteddeteilmänteln have a much greater longitudinal expansion and represent a correspondingly high flow resistance.
  • the Figures 9 . 10 show corresponding sectional views along the axes of intersection DD and EE. Compared to the first embodiment and the Figures 5 and 6 It can be seen that the design of the engine block 100 is identical, but slight differences in the cylinder head 200 are necessary. Therefore, a uniform engine block 100 can be used for the application of the different cooling concepts or flow patterns; only individual cylinder heads are necessary.

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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)
EP18156931.0A 2017-03-22 2018-02-15 Moteur à combustion interne à refroidissement par liquide Active EP3379063B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH00388/17A CH713618A1 (de) 2017-03-22 2017-03-22 Flüssigkeitsgekühlter Verbrennungsmotor.

Publications (2)

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EP3379063A1 true EP3379063A1 (fr) 2018-09-26
EP3379063B1 EP3379063B1 (fr) 2021-03-24

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EP (1) EP3379063B1 (fr)
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DE102018116973A1 (de) * 2018-07-13 2020-01-16 Man Truck & Bus Se Zylinderkopf und Kurbelgehäuse für eine Brennkraftmaschine
FR3093758A1 (fr) * 2019-03-12 2020-09-18 Renault S.A.S. "Bloc-cylindres intégrant une conduite de transit de fluide caloporteur séparée d'une chambre d'eau"
WO2020188071A1 (fr) * 2019-03-20 2020-09-24 Avl List Gmbh Moteur à combustion interne pourvu d'au moins un cylindre
EP3865687A1 (fr) * 2020-02-14 2021-08-18 Caterpillar Inc. Moteur à combustion interne à refroidissement descendant
AT524536B1 (de) * 2021-03-15 2022-07-15 Avl List Gmbh Flüssigkeitsgekühlte brennkraftmaschine
AT526527A4 (de) * 2022-12-06 2024-04-15 Avl List Gmbh Flüssigkeitsgekühlte Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
US11028799B2 (en) 2019-08-30 2021-06-08 Deere & Company Selective engine block channeling for enhanced cavitation protection

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EP1052394A2 (fr) * 1999-05-14 2000-11-15 Bayerische Motoren Werke Aktiengesellschaft Moteur multicylindre à combustion interne refroidi par un liquide avec une culasse détachable
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FR3093758A1 (fr) * 2019-03-12 2020-09-18 Renault S.A.S. "Bloc-cylindres intégrant une conduite de transit de fluide caloporteur séparée d'une chambre d'eau"
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CN113423927A (zh) * 2019-03-20 2021-09-21 Avl李斯特有限公司 具有至少一个气缸的内燃机
US11519357B2 (en) 2019-03-20 2022-12-06 Avl List Gmbh Internal combustion engine having at least one cylinder
EP3865687A1 (fr) * 2020-02-14 2021-08-18 Caterpillar Inc. Moteur à combustion interne à refroidissement descendant
US11149679B2 (en) 2020-02-14 2021-10-19 Caterpillar Inc. Internal combustion engine with top-down cooling
AT524536B1 (de) * 2021-03-15 2022-07-15 Avl List Gmbh Flüssigkeitsgekühlte brennkraftmaschine
AT524536A4 (de) * 2021-03-15 2022-07-15 Avl List Gmbh Flüssigkeitsgekühlte brennkraftmaschine
WO2022192930A1 (fr) * 2021-03-15 2022-09-22 Avl List Gmbh Moteur à combustion refroidi par liquide
AT526527A4 (de) * 2022-12-06 2024-04-15 Avl List Gmbh Flüssigkeitsgekühlte Brennkraftmaschine
AT526527B1 (de) * 2022-12-06 2024-04-15 Avl List Gmbh Flüssigkeitsgekühlte Brennkraftmaschine

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CH713618A1 (de) 2018-09-28
US20200318525A1 (en) 2020-10-08
EP3379063B1 (fr) 2021-03-24
US11248514B2 (en) 2022-02-15
US20190093542A1 (en) 2019-03-28

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