EP3379063B1 - 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
EP3379063B1
EP3379063B1 EP18156931.0A EP18156931A EP3379063B1 EP 3379063 B1 EP3379063 B1 EP 3379063B1 EP 18156931 A EP18156931 A EP 18156931A EP 3379063 B1 EP3379063 B1 EP 3379063B1
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EP
European Patent Office
Prior art keywords
cooling
chamber
cylinder
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.)
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Application number
EP18156931.0A
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German (de)
English (en)
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EP3379063A1 (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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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 consisting of an engine block comprising several cylinders and cylinder heads closing the cylinders, each cylinder being surrounded by a cooling jacket and at least one separate cooling chamber being provided in each cylinder head, which is connected to the cooling jacket of the associated cylinder via at least one transition channel is connected in the engine block.
  • a suitable coolant flows through it.
  • the cylinder sleeves inserted into the cast part of the engine block are surrounded by the coolant through a cooling jacket surrounding the cylinder sleeves.
  • the cylinder heads also include one or more cooling chambers in order to cool the valves, seals, etc. housed there.
  • the coolant is usually pumped through the cooling jackets, cooling chambers and channels of the individual cylinders by an external cooling pump.
  • a possible cooling concept for an internal combustion engine is from EP 2 132 423 B1 known.
  • the flow profile according to the prior art is schematic in the Figure 1 reproduced.
  • 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 marked with the reference number 2.
  • the coolant is first divided into partial flows through the individual cooling jackets 2 of the cylinders of the engine block 1.
  • the coolant flows from each cooling jacket 2 via a separate riser 6 into a first and second partial cooling chamber 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 coolant flows distributed to the individual cylinders should be identical and pressure losses should be kept low.
  • Manufacturing tolerances in the casting process for the manufacture of the engine block 1 or the cylinder heads 3 or cylinder head bank 200 lead to slight and application-relevant deviations in the actually existing geometries of the cooling jackets, cooling chambers and cooling channels, which can lead to asymmetrical partial flows with deviating coolant flow rates.
  • the flow paths to be assigned to the individual cylinders are not identical. Overall, the asymmetries require a higher coolant circulation rate in order to ensure adequate cooling of all combustion chamber environments.
  • a liquid-cooled internal combustion engine according to the features of claim 1.
  • the transition channels of at least two cylinders ie the transition channels connecting the separate cooling spaces per cylinder with the respective cooling jacket of the assigned cylinder, have a common pressure compensation chamber are connected to each other.
  • the pressure equalization chamber By means of the pressure equalization chamber, the coolant partial flows are brought together before they enter the cooling jackets, so that deviations in the coolant flow rates of the partial flows can be balanced out. This ensures that identical or almost identical coolant flow rates are set for all partial flows.
  • 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 results in enormous costs
  • the potential to save money means all the more since the complex measurement analysis mentioned above can be dispensed with.
  • the pressure compensation chamber is integrated into the engine block.
  • this extends in the longitudinal direction of the engine block and particularly preferably lies tangentially against the cooling jackets of the cylinders.
  • the transition channels from the cooling chamber of the cylinder head open consequently into the pressure equalization chamber, which is directly connected to the individual cooling jackets of the cylinders of the internal combustion engine block.
  • the flow path of each individual cylinder runs from the at least one cooling space of the cylinder head to the cooling jacket of the cylinder.
  • the cooling jacket of the cylinder is at the end of the flow path from which the coolant ultimately returns to the pressure sink.
  • At least two separate cooling spaces are provided per cylinder in the cylinder head.
  • an upper and a lower partial cooling space are provided, the lower partial cooling space preferably being in the area of the transition area between the cylinder head and the engine block, i.e. in the area of the flame plate.
  • the two cooling spaces are connected to one another via at least one connecting channel.
  • the fluid connection by means of at least two connecting channels is better.
  • Several connecting channels can be characterized by different diameters. A channel with a larger diameter is preferably used as the main connection between the individual cooling sections. The remaining duct with a smaller cross-section is essentially used for venting during engine operation.
  • the provision of a second connecting channel also has the advantage that the formation of air spaces when the internal combustion engine is initially filled with cooling liquid is avoided.
  • the cylinder head of at least one cylinder is designed in such a way that an exhaust line running through the cylinder head is completely surrounded at least in sections by the cooling spaces of the cylinder head.
  • this section of the exhaust pipe is complete from the upper and lower partial cooling space and the connection channel or channels connecting the partial spaces surround. This allows the heat source in the form of the exhaust pipe in this area of the cylinder head gasket to be effectively shielded.
  • the internal combustion engine is equipped with a distribution chamber which can be connected to an external pressure source, for example a coolant pump, via a pressure connection.
  • the distribution chamber is connected to at least one cooling chamber 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 chamber of each cylinder head.
  • the coolant flow is divided into individual partial flows, with the coolant of each partial flow first flowing through the cylinder head and only then into the engine block, i.e. the cylinder's cooling jacket.
  • the distribution chamber is integrated into the engine block.
  • At least one collecting chamber can be provided in which the individual partial flows of the different cylinders end, i.e. the individual cooling jackets of each cylinder are connected to the collecting chamber via one or more channels.
  • This can, for example, have a low-pressure connection via which the coolant can be fed to the part of the cooling circuit that is external to the internal combustion engine.
  • the collecting chamber can also preferably be integrated into the engine block.
  • At least two transition channels are provided per cylinder head, which run parallel from the cylinder head or the at least one cooling space to the pressure equalization chamber.
  • the design of two parallel transition channels reduces the pressure loss.
  • the overriding advantage of this measure is the avoidance of dead areas of the coolant flow - an area in which there is no movement of coolant - and the avoidance of recirculation of the coolant flow - an area in which there is movement of coolant but no exchange of coolant along the main flow direction . Avoiding such Dead areas and recirculation are important because there is almost no heat dissipation in the areas where they occur.
  • the provision of two parallel transition channels results in structural advantages with regard to the achievable material stiffness of the cylinder head. This is because the solid material is retained in the area between the two parallel transition channels and is not weakened by a continuous hollow.
  • 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 starting from the distribution chamber, is divided into the partial flows for each cylinder, which are guided via the upper partial cooling chamber of the cylinder head into the lower partial cooling chamber, from where the partial flows of the coolant are brought together again by means of the pressure equalization chamber.
  • the coolant of the partial flows that collects there is again divided into individual partial flows through the cooling jackets of the individual cylinders and at the end brought together in the collecting chamber.
  • the implemented cooling flow path is referred to as a so-called top-down variant.
  • the bottom-up variant An alternative flow guidance is called the bottom-up variant.
  • the main flow path of the coolant for each partial flow runs from the distribution chamber via the lower partial cooling space into the upper partial cooling space. From there, the coolant is guided via the at least one transition channel to the pressure equalization chamber, which distributes the coolant with identical partial flows to the individual cooling jackets of the cylinders. According to the bottom-up variant the individual partial flows are brought together in the collecting chamber.
  • the individual cylinder heads are combined to form a cylinder bank, which is advantageously manufactured as a single cast part.
  • At least some of the separate cooling chambers of the cylinder heads can be connected to one another via a separate degassing line.
  • the upper partial 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 makes a contribution to balancing the partial flows, but cannot replace the function of the pressure equalization chamber, which is essential to the invention.
  • the cooling jacket of at least one cylinder is divided into at least two cooling jacket sections.
  • the division, viewed in the longitudinal direction, into a lower or upper jacket section is particularly advantageous. It makes sense to connect the two cooling jacket sections in parallel with the pressure equalization chamber in order to reduce the clearly undesirable pressure losses.
  • a parallel connection of the cooling jacket sections with the collecting chamber following downstream is also conceivable.
  • a direct fluid connection between cooling jackets of adjacent cylinders is also particularly advantageous.
  • the background to such a consideration is that the cylinder liner moves slightly within a cylinder during the expansion phase. In view of the comparatively small cooling jacket thickness, this slight movement already causes a significant change in the volume ratios there, which in turn leads to the occurrence of pressure pulsations within the partial coolant flow there and thus triggers a risk of cavitation.
  • these pressure pulsations are distributed to the adjacent coolant partial flows and thus reduce the amplitudes of the pressure pulsations occurring within a coolant partial flow, which ultimately can also reduce the risk of cavitations occurring.
  • Figure 2 does not show any structural components of the internal combustion engine according to the invention, but merely illustrates the coolant volumes present during engine operation within the engine block and the cylinder head bank. Channels,
  • Cooling spaces and cooling jackets are usually created by matching recesses in the cast part of the engine block or the cylinder bank.
  • the cooling jacket for each cylinder is created, for example, by a larger diameter of the cylindrical recess for receiving the cylinder sleeve, so that the resulting gap forms the corresponding volume.
  • a total of six cylinder jackets 10 are shown in a row.
  • Each cooling jacket 10 is divided into an upper partial jacket 11 and a lower partial jacket 12, the volume of the upper partial cooling jacket 11 being significantly smaller than the volume of the lower cooling jacket 12 (cf. Figure 2a ).
  • An elongated collecting chamber 50 rests laterally against the cooling jackets 10 of a cylinder row of the engine block and is fluidically connected in parallel with both cooling jacket parts 11, 12.
  • a lower partial cooling space 20 is located for each cylinder above the cooling jackets 10 in the cylinder head Figure 2c .
  • the four circular recesses 21 are caused by the valves used in the cylinder head, in particular two air inlet valves and two exhaust gas valves, around which the cooling volume of the partial cooling space 20 flows.
  • the central recess 22 is established by the sleeve of a fuel injector inserted in the cylinder head.
  • the distribution chamber 40 is denoted by the reference number 40 ( Figure 2b ). This also extends in the vertical direction up to the upper partial cooling chamber 30, so that the coolant contained in the distribution chamber 40 can reach the upper partial cooling chambers 30 of the cylinder in partial flows. It is therefore about a top-down cooling concept, the meaning of which is described in more detail below with reference to the exemplary embodiments.
  • fluid connections 70 between the upper partial cooling spaces 30 can be seen.
  • the ventilation duct that is created in this way is denoted by the reference numeral 70.
  • FIG. 3 shows a cylinder bank of the engine block 100, the cylinder heads of which are combined to form a cylinder head bank 200.
  • the reference symbols are only given for the first cylinder, but the other cylinders are constructed identically to the first cylinder.
  • the coolant is divided into individual partial flows, each of which leads via a channel 31 directly into the upper partial cooling chamber 30.
  • the partial cooling chambers 30 of the cylinder heads are connected to one another via the ventilation channel 70, as a result of which air bubbles contained in the coolant can be collected and conveyed to the outside.
  • the ends of the vent line are closed by means of caps or provided with a suitable vent valve.
  • the majority of the coolant contained in the upper partial cooling chamber 30 of each cylinder flows via a main flow path 28 into the lower partial cooling chamber 20.
  • a comparatively small volume fraction flows via the additional fluid connection 27 to the lower chamber 20.
  • the second fluid connection 27 provides additional ventilation during engine operation, in addition, the risk of undesired accumulations of air in the cooling system can thereby be reduced, in particular during the start-up of the engine, ie when the engine is filled with coolant.
  • the lower partial cooling chamber 20 is connected to the pressure equalization chamber 60 via two parallel transition channels 25, 26.
  • all partial flows of the individual cylinders are brought together again in the pressure equalization chamber 60.
  • the presence and design of this pressure equalization chamber 60 ensures that the cooling system is well balanced, production-related asymmetries of the channels 28, 31 or the partial cooling chambers 20, 30 are compensated and the coolant flow rates for the partial flows of the cylinders are approximately identical.
  • a largely identical cooling capacity is thus achieved for all cylinders, as a result of which the energy requirement for circulating the coolant is reduced. Modification of the cylinder head gaskets is therefore superfluous. With the proposed flow course, a certain compensation of the asymmetries can already be achieved through the ventilation channel 70.
  • the coolant Downstream of the pressure equalization chamber 60, the coolant is again distributed to individual partial flows for the individual cylinders and arrives via the parallel connecting lines 61, 62 to the upper and lower partial jackets 11, 12 of the cooling jacket 10 of the individual cylinders in the engine block 100 the coolant back into the collecting chamber 50, which releases the coolant via the pressure connection 51 to the part of the coolant circuit located outside the internal combustion engine.
  • the upper and lower partial cooling jackets 11, 12 are advantageously fed in parallel from the pressure equalization chamber 60, since a serial connection would lead to significantly increased pressure losses because all of the coolant required to cool the large lower partial cooling jacket is the upper partial cooling jacket, which has a much smaller flow cross-section , would have to flow through. And the comparatively small flow cross-section of the upper partial cooling jacket has a longitudinal extension of half the diameter of the cylinder sleeve.
  • the lower cooling jackets 12 of adjacent cylinders are fluidically connected to one another via the channel 13 in order to distribute the pressure pulsations caused during the expansion phase to adjacent partial coolant flows in order to counteract the occurrence of cavitation damage.
  • each cylinder is connected directly to the collecting chamber 50 via a bypass channel 29, whereby a smaller volume fraction of the partial flow reaches the collecting chamber 50 directly past the cooling jacket 10.
  • This measure also helps avoid the risk of dead areas and recirculation of the coolant flow, in order to achieve primarily reliable and effective cooling and secondarily to achieve a reduction in pressure losses.
  • the following sectional views of the Figures 5 , 6th and 7th through the engine block 100 and the cylinder bank 200 show the specific characteristics of the individual cooling chambers, jackets or cooling channels.
  • the sectional views of the Figures 5 and 6th cut the engine block at the level of a cylinder in different planes that are in the Figure 4 as the sectional planes DD and EE are drawn.
  • Figure 5 shows a section along the axis DD.
  • the cylinder sleeve 101 is inserted in the cylindrical recess of the engine block 100.
  • the gap between the wall of the recess and the sleeve forms the cooling jacket which completely surrounds the cylinder sleeve 101.
  • the recess in the cast part of the engine block 100 has different diameters in the longitudinal direction, as a result of which the upper and lower partial cooling jackets 11, 12 are formed.
  • the lower partial cooling jacket 12 is significantly longer in the longitudinal direction of the cylinder and the volume of the partial cooling jacket 12 significantly exceeds the volume of the upper partial cooling jacket 11.
  • the lower partial cooling jacket 12 has a significantly larger cross-sectional area than the upper partial cooling jacket 11.
  • the pressure equalization chamber 60 is also formed within the engine block 100 and is tangential to the recesses for the cylinder sleeves 101 in the longitudinal axis of the engine block 100 leans on.
  • the cylinder head 200 placed on the engine block 100 has the upper and lower partial cooling chambers 20, 30.
  • An inserted injector 201 can also be seen here.
  • the arrows shown indicate the main flow direction of the Coolant flow of a single cylinder.
  • the coolant is directed from the distribution chamber 40 to the upper partial cooling space 20 and flows from there via the main channel 28 to the lower partial cooling space 30.
  • the second connecting line 27 between the upper and lower partial cooling space 20, 30, which has a significantly smaller diameter, can be clearly seen having.
  • the coolant reaches the pressure equalization chamber 60 via the transition channels 25, 26, only one of which can be seen in the sectional plane, and flows from there to the individual cooling part jackets 11, 12.
  • the circle on the longitudinal axis of the cylinder sleeve 101 symbolizes the existing fluid connection 13 of the lower partial jacket 12 to adjacent cooling jackets 10.
  • the existing connection between the cooling jackets 11, 12 and the collecting chamber 50 cannot be seen in the section plane DD Figure 6 .
  • the necessary connection between the pressure compensation chamber 60 and the cooling jackets 11, 12 can also be seen here.
  • FIG. 7 Another sectional view of the explained cooling concept is Figure 7 refer to.
  • an exhaust gas duct of a cylinder running in the transverse direction through the cylinder head bank can be seen in cross section, the exhaust gas duct being completely surrounded at least in sections by the coolant flow of a cylinder.
  • the upper and lower partial cooling chambers 20, 30 and the corresponding channel connections contribute to the cooling jacket of the exhaust gas duct 202.
  • the seal 203 closes the upper partial cooling space 20 towards the top.
  • the bypass connection 29 can also be taken from the lower partial cooling space 20 to the collecting chamber 50.
  • the ventilation duct 70 integrated directly into the cylinder head bank can also be seen.
  • FIG Figures 8 to 11 An alternative cooling concept for the internal combustion engine according to the invention is shown in FIG Figures 8 to 11 refer to.
  • the reference symbols in the illustration are shown in FIG Figure 8 with a total of four cylinders only specified for the first cylinder, the other cylinders, however, are constructed identically to the first cylinder.
  • This alternative cooling concept is also a matter of course Applicable to engines with a different number of cylinders, also clearly regardless of whether it is an in-line or a V-engine.
  • the coolant does not pass from the distribution chamber 50 into the upper partial cooling chamber 30 of the cylinder head bank 200, but instead first into the lower partial cooling chamber 20, from where it continues via the connecting channels 27, 28 to the upper partial cooling chamber 30. This is connected to the pressure equalization chamber 60 via a single transition channel 25, starting from this, as in the first exemplary embodiment, partial flows are provided to the individual cylinder jackets.
  • the lower partial cooling space 20 has a bypass connection 29 with the collecting chamber 50, so that through this the path via the upper partial cooling space 30 and also the cooling jacket 10 can be bypassed.
  • This bypass also has a section with a comparatively small cross section.
  • this narrow cross-section is only present over a very short length, whereas the flow paths on the cross-sectionally narrowed cooling part jackets have a length that is many times greater and represent a correspondingly high flow resistance.
  • the Figures 9 , 10 show corresponding sectional views along the sectional axes DD and EE. Compared to the first embodiment and the Figures 5 and 6th it can be seen that the design of the engine block 100 is identical, but that slight differences in the cylinder head 200 are necessary. A uniform engine block 100 can therefore be used for the application of the different cooling concepts or flow profiles; 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)

Claims (15)

  1. Moteur à combustion interne à refroidissement par liquide constitué d'un bloc-moteur 200 comprenant plusieurs cylindres et de culasses de cylindre fermant les cylindres, chaque cylindre étant entouré respectivement d'une chemise de refroidissement et, dans chaque culasse de cylindre, au moins un espace de refroidissement (20, 30) séparé étant prévu, qui est relié à la chemise de refroidissement du cylindre associé par le biais d'au moins un conduit de passage (25, 26),
    les conduits de passage (25, 26) d'au moins deux cylindres étant reliés entre eux par le biais d'une chambre de compensation de pression (60),
    caractérisé en ce que
    une chambre de distribution (40) pouvant être reliée à une source de pression externe par le biais d'un raccordement de pression (41) est prévue, qui est reliée à au moins un espace de refroidissement (20, 30) de chaque culasse de cylindre par le biais d'au moins un conduit (31), de telle sorte que du produit réfrigérant peut s'écouler de la chambre de distribution (40) à l'au moins un espace de refroidissement (20, 30).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la chambre de compensation de pression (60) est intégrée dans le bloc-moteur (100), ladite chambre de compensation de pression s'étendant en particulier dans la direction longitudinale du bloc-moteur (100) et étant placée de manière tangentielle contre les chemises de refroidissement des cylindres.
  3. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que le chemin d'écoulement du produit réfrigérant s'étend, pour chaque cylindre, de l'au moins un espace de refroidissement (20, 30) de la culasse de cylindre à la chemise de refroidissement du cylindre.
  4. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce qu'au moins deux espaces de refroidissement (20, 30) par culasse de cylindre sont prévus, idéalement un sous-espace de refroidissement supérieur (30) et un sous-espace de refroidissement inférieur (20), qui sont reliés l'un à l'autre par le biais d'au moins un conduit de liaison (27, 28), idéalement par le biais d'au moins deux conduits de liaison (27, 28), idéalement avec différents diamètres.
  5. Moteur à combustion interne selon la revendication 4, caractérisé en ce qu'au moins une tubulure d'échappement s'étendant à travers la culasse de cylindre est entièrement entourée, au moins sur certaines parties, par les espaces de refroidissement (20, 30) de la culasse de cylindre, en particulier par le sous-espace de refroidissement supérieur (30) et inférieur (20) ainsi que les conduits de liaison (27, 28) reliant les sous-espaces.
  6. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la chambre de distribution (40) est intégrée dans le bloc-moteur (100).
  7. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce qu'au moins une chambre collectrice (50) est prévue, qui est reliée à la chemise de refroidissement de chaque cylindre par le biais d'un ou de plusieurs conduits, de telle sorte que le produit réfrigérant peut s'écouler de chaque chemise de refroidissement du bloc-moteur (100) à la chambre collectrice (50), la chambre collectrice (50) étant de préférence intégrée dans le bloc-moteur (100).
  8. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce qu'au moins deux conduits de passage (25, 26) par culasse de cylindre sont prévus, qui s'étendent parallèlement de la culasse de cylindre ou de l'au moins un espace de refroidissement (20) à la chambre de compensation de pression (60).
  9. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce qu'au moins une dérivation (29) part de l'au moins un espace de refroidissement (20, 30) de la culasse de cylindre, en particulier du sous-espace de refroidissement inférieur (20) et débouche de préférence dans la chambre collectrice (50) pour créer un chemin d'écoulement de dérivation évitant la chemise de refroidissement.
  10. Moteur à combustion interne selon l'une des revendications 7 à 9, caractérisé en ce que le chemin d'écoulement principal du produit réfrigérant s'étend, pour chaque cylindre, de la chambre de distribution (40), en passant par le sous-espace de refroidissement supérieur (30), au sous-espace de refroidissement inférieur (20), conduit de celui-ci, en passant par l'au moins un conduit de passage (25, 26), à la chambre de compensation de pression (60), et s'étend de celle-ci à la chambre collectrice (50) en passant par la chemise de refroidissement.
  11. Moteur à combustion interne selon l'une des revendications 7 à 9, caractérisé en ce que le chemin d'écoulement principal du produit réfrigérant s'étend, pour chaque cylindre, de la chambre de distribution (40), en passant par le sous-espace de refroidissement inférieur (20), au sous-espace de refroidissement supérieur (30), conduit de celui-ci, en passant par l'au moins un conduit de passage (25), à la chambre de compensation de pression (60) et s'étend de celle-ci à la chambre collectrice (50) en passant par la chemise de refroidissement.
  12. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que les culasses de cylindre forment une rangée de cylindres (200), qui est fabriquée sous la forme d'une pièce moulée, au moins une partie des espaces de refroidissement (20, 30) séparés étant reliés entre eux par le biais d'une tubulure de dégazage (70) intégrée dans les culasses de cylindre ou la rangée de cylindres (200).
  13. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que les éléments d'étanchéité des joints de culasse de cylindre, qui sont traversés par les écoulements partiels du chemin de produit réfrigérant entre la culasse de cylindre et le bloc-moteur (100) sont réalisés identiques pour tous les cylindres.
  14. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que la chemise de refroidissement est divisée en au moins deux chemises partielles de refroidissement (11, 12), en particulier une chemise partielle de refroidissement inférieure (12) et une chemise partielle de refroidissement supérieure (11), les chemises partielles de refroidissement (11, 12) étant reliées en parallèle à la chambre de compensation de pression (60) et/ou à la chambre collectrice (50).
  15. Moteur à combustion interne selon la revendication 14, caractérisé en ce qu'il y a une liaison (13) entre les chemises de refroidissement de cylindres adjacents, en particulier entre les chemises partielles de refroidissement inférieures (12) de cylindres adjacents.
EP18156931.0A 2017-03-22 2018-02-15 Moteur à combustion interne à refroidissement par liquide Active EP3379063B1 (fr)

Applications Claiming Priority (1)

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CH00388/17A CH713618A1 (de) 2017-03-22 2017-03-22 Flüssigkeitsgekühlter Verbrennungsmotor.

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Publication number Publication date
US11248514B2 (en) 2022-02-15
US20190093542A1 (en) 2019-03-28
US20200318525A1 (en) 2020-10-08
EP3379063A1 (fr) 2018-09-26
US10662857B2 (en) 2020-05-26
CH713618A1 (de) 2018-09-28

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