GB2492769A - Engine system with an additional circuit collecting heat - Google Patents

Abstract

An internal combustion engine system 100 has a lubricant cooler 615 and an exhaust gas (EGR) cooler 310 used as heat sources in an additional circuit 700. Other heat sources can be an exhaust manifold 225 and a turbocharger 230, and each heat source can be controlled with a bypass 720 and a valve 725. The additional circuit can warm the engine during cold starting, and then open a bypass valve 735 once the engine temperature exceeds a threshold. A radiator (740, fig 4); or turbine 745, electrical power generator 755 and condenser 750 cools fluid in the circuit. The additional circuit 700 may contain water and antifreeze.

Description

DTE9NMJ CCZYIBiJSTIC24 ENGINE SYSTR4 WITH RECX) VERY IEAT

rEQ*acL FIELD

The present invention relates to an internal combustion engine sys-tern, in particular an internal combustion engine system of a motor vehicle BAWbD An internal combustion engine system mainly includes an internal com- bustion engine, either a compression ignition engine or a spark igni-tion engine.

The internal combustion engine conventionally comprises an engine block having a plurality of cylinders, each of which accomnodates a reciprocating piston and is closed by a cylinder head that cooperates with the piston to define a combustion chanter. A fuel and air mix-ture is disposed in each combustion chanter and ignited, producing hot expanding exhaust gas that causes reciprocal movement of the pis-ton. The pistons are mechanically coupled to an engine crankshaft, so that their reciprocating movements are converted into a rotation of the engine crankshaft.

The fuel is usually supplied by fuel injectors, which may be indivi- dually provided for injecting metered quantity of fuel in a respec-tive combustion chamber. The air enters each combustion chamber via one or more intake ports, which are in cormiunication with an intake manifold receiving ambient air through an intake pipe. The exhaust gas exits each combustion chamber via one or more exhaust ports, which are in conmunication with an exhaust manifold that directs the exhaust gas to an exhaust pipe towards the environment.

In order to increase the intake air pressure and thus the engine per-fonnance, many internal combustion engines are nowadays equipped with a turbocharger, which usually comprises a compressor located in the intake pipe and a turbine located in the exhaust pipe to drive the compressor.

an exhaust gas recirculation (EGR) circuit may be additionally pro- vided for routing back part of the exhaust gas from the exhaust rrani-fold to the intake manifold, so as to reduce the nitrogen oxides (NO) polluting emission. The EGR circuit essentially comprises an EGR pipe connecting the exhaust manifold to the intake manifold and a heat ex-changer, usually referred as EGR cooler, which is located in the EGR pipe to cool down the recirculated exhaust gas, before it reaches the intake manifold.

In order to operate properly, an internal combustion engine is fur-ther equipped with additional apparatuses, the most important of which are: an engine cooling circuit for cooling down at least the engine block and the cylinder head, and an engine lubricating circuit for lubricating the rotating and sliding components of the internal combustion engine.

The engine cooling circuit generally comprises a pump provided for delivering a coolant, typically a mixture of water and antifreeze, from a coolant tank to a plurality of cooling channels cast in the engine block and in the cylinder head, and a radiator provided for cooling down the coolant, once it has passed through the engine and before it returns to the coolant tank.

The engine lubricating circuit similarly comprises an oil pump that draws lubricating oil from an oil sump and delivers it under pressure through a main oil gallery cast in the engine block, whence the lu- bricating oil is directed towards a plurality of exit holes for lu-bricating crankshaft bearings (main bearings and big-end bearings), camshaft bearings operating the valves, tappets and the like, before returning in the oil sump. An heat exchanger, conventionally referred as oil cooler, is usually located between the oil pump and the main oil gallery to cool down the lubricating oil.

As a result of the design described above, it follows that an inter-nal corrbustion engine system generally comprises many heat sources, namely many components that are hot during the engine operation, such as for example the above named EGR cooler, oil cooler, exhaust mani-fold, turbocharger, engine block and cylinder head.

The heat of these components is dissipated in the environment, either directly or by means of an intermediate cooling circuit. Note partic-ularly, the heat of the exhaust manifcld and of the turbocharger is directly dissipated in the adjoining air. The heat of the engine block and of the cylinder head is transferred to the coolant flowing in the engine coolant circuit and dissipated in the radiator. The EGR cooler is usually connected with a first auxiliary cooling circuit, separated from the engine cooling circuit, and the oil cooler is con-S nected with a second auxiliary cooling circuit, separated from the first one. The heat of the exhaust gas and of the lubricating oil is therefore transferred to a coolant flowing in the first and the second cooling circuit respectively, and then dissipated in the envi-ronment through dedicated auxiliary radiators.

In view of the above, it is an object of an embodiment of the present invention to simplify the design and the layout of the many cooling circuits of an internal combustion engine system, reducing their overall dimensions and cost, and saving space in the engine compart-ment of the motor vehicles.

another object of the present invention is to improve the whole ther-mal management of an internal combustion engine system, increasing the engine efficiency and reducing the fuel consumption.

Still another object is to attain these goal with a simple, rational and rather inexpensive solution.

DISaOSUPE These and other objects are attained by the features of the embodi- ments of the invention as reported in the independent claims. The de- pendent claims refers to preferred or particularly advantageous fea-tures of the various embodiments of the invention.

In particular, an embodiment of the invention provides an internal combustion engine system comprising an internal combustion engine, an engine lubricating circuit provided with a lubricant cooler, an ex-S haust gas recirculation circuit provided with an exhaust gas cooler, and an additional circuit connected with a plurality of heat sources for heating a fluid flowing in the additional circuit itself, wherein these heat sources comprise at least the lubricant cooler and the ex-haust gas cooler.

Thanks to this solution, the additional circuit may advantageously operate as cooling circuit for both the exhaust gas and the lubricat- ing oil that flow respectively in the EGR cooler and oil cooler, the- reby reducing the overall number of the cooling circuits in the in-ternal combustion engine system, and thus achieving a simplification of their design and layout.

According to an aspect of the invention, the heat sources connected with the additional circuit may further comprise a turbocharger and/or an exhaust manifold of the internal combustion engine.

In this way, the fluid flowing in the additional circuit can advanta-geously cool down also these components of the internal combustion engine and gain their heat.

According to another aspect of the invention, the additional circuit may be in con-gnunication with channels realized in an engine block and/or in a cylinder head of the internal combustion engine.

This solution attains many benefits. A first benefit is that the flu- id flowing in the additional circuit may advantageously cool down al-so the engine block and/or the cylinder head and gain their heat.

another benefit is that the fluid may recover the heat of the other heat sources and use it to warm up the internal combustion engine, specially when the latter is started under cold environmental condi-tions. In fact, being warmed by the other heat sources, for example by the already mentioned EGR cooler, oil cooler, turbocharger and ex-haust manifold, the fluid of the additional circuit may enter the channels of the engine block and/or of the cylinder head at an high temperature value than the coolant of the engine coolant circuit. As a consequence, this warmer fluid quicken the warm up of the internal combustion engine, thereby reducing the engine frictions and the fuel consumption.

In order to control the flow of fluid in the above named channels of the engine block and/or of the cylinder head, the additional circuit may comprise a bypass conduit of the internal combustion engine and means, for example one or more valves, for selectively opening and closing said bypass conduit.

The additional circuit way further comprise a radiator, in order to cool down the fluid once it has passed through the heat sources and possibly the internal combustion engine.

According to another aspect of the invention, the additional circuit may comprise a turbine located downstream of the heat sources and ro-tationally coupled to an electric generator, a condenser located downstream of the turbine and a pump located between the condenser and the heat sources.

Thanks to this solution, the heat of the heat sources can be advanta-geously recovered and used for generating electric power. In fact, the turbine and the condenser, in association with the pump and the heat sources, can be operated in order to perform a Rankine cycle which causes the fluid to rotate the turbine that drives the elec-trical generator.

The electric power so generated may be used in many profitable ways.

By way of example, it may be used to charge one or more battery which, in case of an hybrid motor vehicle, can be used to power an electric motor arranged to deliver torque to the vehicle's wheels, in addition to the internal corrbustion engine.

According to an aspect of the invention, the additional circuit com-prises a bypass conduit for each heat sources and means, for example one or more valves, for selectively opening and closing said bypass conduits.

This solution advantageously allows to regi.zlate the path of the fluid in the additional circuit, for example on the basis of the tempera-ture of the various heat sources and/or on the basis of the engine operating conditions.

According to still another aspect of the invention, the heat sources in communication with the additional circuit are all located on a same side of the internal con-bustion engine.

In this regard, it should be considered that an internal cortustion engine generally comprises a front side, a rear side and two lateral sides, usually referred as intake side and exhaust side respectively.

Conventionally, the front side of the engine is connected with a clutch and a gearbox, the rear side accorrrnodates belts or chains driving the camshafts or other auxiliary devices, the intake side carries the intake manifold and the exhaust side carries the exhaust manifold.

To locate all the above mentioned heat sources in the same side of the engine, for example in the intake side or in the exhaust side, has the advantages of simplifying the additional circuit and of im-proving the packaging of the internal combustion engine system as a whole.

In order to enhance these benefits, an aspect of the invention pro-vides that the additional circuit comprises one or more pipes that are directly cast in an engine block and/or in a cylinder head of the internal combustion engine.

The invention can also be embodied as a motor vehicle comprising the internal combustion engine system described above.

BRIEF DESCEUPTIa,1 OF THE DRAWmGS The present invention will now be described, by way of example, with reference to the accompanying drawings.

Figure 1 shows an internal combustion engine system.

Figure 2 is a section of an internal combustion engine belonging to the system of figure 1.

Figure 3 schematically shows additional apparatus of the internal combustion engine system of figure 1.

Figure 4 schematically shows an additional circuit according to a first embodiment of the invention.

Figure 5 schematically shows an additional circuit according to a second embodiment of the invention.

DEAfl.ED DESCRIPTIT Some embodiments may include a motor vehicle 10 that comprises an in- ternal combustion engine system 100, as shown in Figures 1. The in-ternal combustion engine system 100 includes an internal combustion engine (ICE) 110 having an engine block 120 defining at least one cy-linder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a cornbus-tion chamber 150. A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel may be provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pnp 180 that increases the pressure of the fuel received from a fuel source 190. Each of the cy-linders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and al-ternately allow exhaust gases to exit through at least one exhaust port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.

The air may be distributed to the air intake port(s) 210 through an intake manifold 200. An air intake pipe 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the intake pipe 205 and manifold 200. An intercooler 260 disposed in the intake pipe 205 may reduce the temperature of the air. The turbine 250 ro-tates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 ar-ranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.

The exhaust gases exit the turbine 250 and are directed into an ex-haust system 270. The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatrnent devices 280.

The internal contustion engine system 100 includes an exhaust gas re-circulation (EGR) circuit 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR circuit 300 comprises an EGR conduit 305 connecting the exhaust manifold 225 to the intake mani- fold 200, and an EGR cooler 310 located in the ECR conduit 305 to re-duce the temperature of the exhaust gases in the ECR circuit 300. The EGR cooler 310 is embodied as a conventional heat exchanger, in which the heat of the recirculated exhaust gas is at least partially trans-ferred to a coolant that will be described hereafter. Pn EGR valve 320, located in the EGR conduit 305 downstream of the EGR cooler 310, regulates a flow of exhaust gases in the ECR circuit 300.

The internal combustion engine system 100 may further include an electronic control unit (ECU) 450 in ccmmunication with a memory sys-tem 460 and with one or more sensors and/or devices associated with the ICE 110. The ECU 450 may receive input signals from various sen-sors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a cam position sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an EGR tern-perature sensor 440, and an accelerator pedal position sensor 445.

Furthermore, the ECU 450 may generate output signals to various con-trol devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.

As shown in figure 3, the internal comrbustion engine system 100 fur-ther comprises an engine cooling circuit 500 for cooling at least the engine block 120 and the cylinder head 130, and an engine lubricating circuit 600 for lubricating the rotating and sliding components of the ICE 110.

The engine cooling circuit 500 generally comprises a coolant pump 505 that delivers a coolant, typically a mixture of water and antifreeze, from a coolant tank 510 to a plurality of cooling channels 515 cast in the engine block 120 and/or in the cylinder head 130, and a radia-tor 520 for cooling down the coolant, once it has passed through the cooling channels 515 and before it returns to the coolant tank 510.

The engine lubricating circuit 600 similarly comprises an oil pump 605 that draws lubricating oil from an oil sump 610 and delivers it under pressure through a main oil gallery (not shown) cast in the en- gine block 120, whence the lubricating oil is directed towards a plu- rality of exit holes for lubricating crankshaft bearings (main bear-ings and big-end bearings), camshaft bearings operating the valves, tappets and the like, before returning in the oil sump 610. An oil cooler 615 is located between the pump and the main oil gallery to cool down the lubricating oil. The oil cooler 615 is embodied as a conventional heat exchanger, in which the heat of the lubricating oil is at least partially transferred to a coolant that will be described hereafter.

As shown in figure 4, the internal combustion engine system 100 com-prises an additional hydraulic circuit 700, in which a proper fluid is circulated by means of a dedicated pump 705. The fluid may be a mixture of water and antifreeze.

Downstream of the pump 705, the additional circuit 700 is connected in series to a plurality of heat sources of the internal combustion engine system 100.

These heat sources particularly comprise the oil cooler 615 and the EGE cooler 310. In this way, the fluid in the additional circuit 700 is advantageously used as the coolant for both the lubricating oil and the exhaust gas, as already explained before.

Downstream of the oil cooler 615 and the EGR cooler 310, the heat sources comprise the exhaust manifold 225 and the turbocharger 230.

More particularly, the additional circuit 700 may comprise a first tube bundle 710 located adjacent or surrounding the exhaust manifold 225, so that the exhaust manifold 225 and the first tube bundle 710 together defines an heat exchanger, by means of which the heat of the exhaust gas is transferred to the fluid flowing in the additional circuit 700. Possibly, the first tube bundle 710 can be cast in the same body of the exhaust manifold 225, which in its turn can be cast in the cylinder head 130. Similarly, the additional circuit 700 may comprise a second tube bundle 715 located adjacent or surrounding the casing of the turbocharger 230, so as to realize a heat exchanger, by means of which the heat of the turbocharger 230 is transferred to the fluid flowing in the additional circuit 700. Possibly, the second tube bundle 715 can be cast in the casing of the turbocharger 230. In this way, the fluid in the additional circuit 700 can be advanta- geously used to cool down also the exhaust manifold 225 and the tur-bocharger 230.

The additional circuit 700 comprises a bypass conduit 720 for each of the above mentioned heat sources (i.e. the oil cooler 615, the EGR cooler 310 and the tube bundles 710 and 715), and a valve 725 located in each bypass conduit 720 for regulating the fluid flow therein. The valves 725 may be controlled by the ECU 450, which may determine the path of the fluid in the additional circuit 700, for example on the basis of the temperature value of the various heat sources and/or on the basis of the engine operating conditions.

In order to simplifying the design and the layout of the additional circuit 700, one or more of the pipes that connect the various heat sources, as well as one or more of the bypass conduits 720, can be realized (i.e. cast) in the engine block 120 and/or cylinder head 130. For the sante reason, the heat sources (i.e. oil cooler 615, EGR cooler 310, exhaust manifold 225 and turbocharger 230) may be located on the same side of the ICE 110, for example in the exhaust side, as schematically shown in figure 4. In this context, it should be un- derstood that the order with which the additional circuit 700 is con-nected to the various heat sources is not an essential feature of this embodiment of the invention, and that it can vary according to specific design issues.

S

Downstream of the above mentioned heat sources, the additional cir-cuit 700 is connected to channels that are realized (i.e. cast) in the engine block 120 and/or in the cylinder head 130 of the ICE 110.

These channels can be either the cooling channels 515 of the engine cooling circuit 500 or additional ones. In this way, the fluid in the additional circuit 700, which is warmed in the oil cooler 615, in the EGR cooler 310 and in the tube bundles 710 and 715, can advantageous-ly be used for increasing the temperature of the ICE 110, principally when the latter is started under cold conditions. In other words, the fluid in the additional circuit 700 recovers the heat of the above mentioned heat sources, and effectively uses it to quickening the warm up phase of the ICE 110, thereby reducing faster the engine frictions and saving fuel.

In order to control this operational phase, the additional circuit 700 may comprise a conduit 730 bypassing the ICE 110 and a valve 735 located in the bypass conduit 730 for regulating the fluid flow therein. The valve 735 may be controlled by the ECU 450, for example on the basis of the engine temperature. In particular, the ECU 450 can be programmed for keeping the valve 735 closed until the value of the engine temperature exceeds a threshold value thereof, for example 80°c, and then for opening the valve 735 so as to cause the fluid to bypass the ICE 110.

Downstream of the ICE 110 and the bypass conduit 730, the additional circuit 700 comprises a radiator 740, which cools down the fluid be-fore it returns to the pump 705. The radiator 740 is particularly useful once the engine warm up phase is over.

Figure 5 shows an embodiment of the invention that differs from the preceding one only in that the radiator 740 is replaced by a turbine 745 and by a condenser 750 that is located in the additional circuit 700 between the turbine 745 and the pump 705.

The turbine 745 is a rotary engine having one moving part, usually referred as rotor assembly, which may be embodied as a shaft or a drum with blades attached thereto. The fluid entering the turbine acts on these blades, or the blades react to an expansion of the flu- id in the turbine, so that the blades move and impart rotational no-tion to the rotor assembly as a whole.

The condenser 750 is a device used to condense a fluid from its ga-seous to its liquid state, typically by cooling it. As a matter of fact, a condenser is an heat exchanger which rosy have various designs and sizes.

The turbine 745 and the condenser 750, in association with the pump 705 and the heat sources (i.e. oil cooler 615, EGR cooler 310, ex- haust manifold 225 and turbocharger 230), can be advantageously oper-ated in order to perform a Rankine cycle that uses the fluid of the additional circuit 700 as working fluid. In tact, the pump 705 may pressurize the fluid, which thereafter may be heated at constant pressure by the heat sources to become a superheated vapor. The su- perheated vapor may then expand in the turbine 745, in order to ro-tate the turbine rotor assembly, before condensing in the condenser 750 to become a saturated liquid.

The turbine rotor assembly may be mechanically coupled to an electric generator 755, which converts mechanical energy to electrical energy.

n electric generator typically comprises a stationary part, usually referred as stator, a rotating part, usually referred as rotor, a bundle of electric conductor winded around one of the rotor or the stator, usually referred as armature, and a component capable of ge- nerating a magnetic field, typically a permanent magnet or an elec- tromagnet, mounted on the other of the rotor or the stator. The rela- tive movement of the armature in the magnetic field, due to the rota-tion of the rotor, causes the generation of electrical currents in the electric windings of the armature.

According to the present embodiment of the invention, the rotor of the electric generator 755 is rotationally coupled to the rotor as-sembly of the turbine 745. In this way, the rotation of the turbine rotor assembly, due to the expansion of the fluid therein, causes the electric generator 755 to generate electrical power. In other words, the present embodiment of the invention allows to recover the heat of the beat sources connected with the additional circuit 700 (i.e. oil cooler 615, EGR cooler 310, exhaust manifold 225 and turbocharger 230), and to use it for generating electric power.

It should be understood that, in this case, the valve 735 of the ICE bypass conduit 730 may be kept closed even after the engine warm up phase is over, so that the ICE 110 itself can be used as a heat source for generating electrical power.

The electrical power generated by the electric generator 755 may be used in many profitable ways. By way of example, if the motor vehicle is hybrid, the electric power may be used to charge one or more battery which, in their turn, can be used to power an electric motor arranged to deliver torque to the vehicle's wheels, in addition to that generated by the ICE 110, thereby increasing the ICE performance and reducing the fuel consumption.

Experimental activities have shown that about 30% of the power gener-ated by an internal combustion engine is conventionally dispersed as heat through the exhaust gas, and that the Rankine cycle described above may recover at least 10% of the thermal power of the exhaust gas, which means an electrical power generation corresponding to about 3% of the whole power generated by the internal combustion en-gine and thus a 3% of fuel saving.

While at least one exemplary ertodisnent has been presented in the foregoing surrinary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only exam- ples, and are not intended to limit the scope, applicability, or con- figuration in any way. Rather, the forgoing summary and detailed de-scription will provide those skilled in the art with a convenient road map for implementing at least one exemplary entodiment, it being understood that various changes may be made in the function and ar-rangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and in S their legal equivalents.

REFIES

motor vehicle internal combustion engine system 110 internal combustion engine engine block cylinder cylinder head camshaft 140 piston crankshaft combustion chamber cam phaser fuel injector 170 fuel rail fuel pump fuel source intake manifold 205 air intake pipe 210 intake port 215 valves 220 exhaust port 225 exhaust manifold 230 turbocharger 240 compressor 250 turbine 260 intercooler 270 exhaust system 275 exhaust pipe 280 aftertreatmerit devices 290 VGT actuator 300 exhaust gas recirculation circuit 305 EGR conduit 310 EGR cooler 320 EGR valve 330 throttle body 340 mass airflow and temperature sensor 350 manifold pressure and temperature sensor 360 in-cylinder pressure sensor 380 coolant and oil temperature and level sensors 400 fuel rail pressure sensor 410 cam position sensor 420 crankshaft angular position sensor 430 exhaust pressure and temperature sensors 440 EGR temperature sensor 445 accelerator pedal position sensor 450 ECU 460 memory system 500 engine cooling circuit 505 coolant pump 510 coolant tank 515 cooling channels 520 radiator 600 engine lubricating circuit 605 oil pump 610 oil sump 615 oil cooler 700 additional circuit 705 pump 710 first tube bundle 715 second tube bundle 720 bypass conduits 725 valves 730 bypass conduit 735 valve 740 radiator 745 turbine 750 condenser 755 electric generator

Claims (1)

1. <claim-text>1. Internal combustion engine system (100) comprising an internal combustion engine (110), an engine lubricating circuit (600) pro-vided with a lubricant cooler (615), an exhaust gas recirculation circuit (300) provided with an exhaust gas cooler (310), and an additional circuit (700) connected with a plurality of heat sources for heating a fluid flowing in the additional circuit (700) itself, wherein the heat sources comprise the lubricant cooler (615) and the exhaust gas cooler (310).</claim-text> <claim-text>2. Internal combustion engine system (100) according to claim 1, wherein the heat sources comprise a turbocharger (230) of the in-ternal combustion engine (110).</claim-text> <claim-text>3. Internal combustion engine system (100) according to any of the preceding claims, wherein the heat sources comprise an exhaust manifold (225) of the internal combustion engine (110) 4. Internal combustion engine system (100) according to any of the preceding claims, wherein the additional circuit (700) is in com-munication with channels realized in an engine block (120) of the internal combustion engine (110).5. Internal combustion engine system (100) according to any of the preceding claims, wherein the additional circuit (700) is in coin-munication with channels realized in a cylinder head (130) of the internal combustion engine (110).6. Internal combustion engine system (100) according to claim 5, wherein the additional circuit (700) comprise a bypass conduit (730) of the internal combustion engine (110), and means (735) for selectively opening and closing said bypass conduit (730).7. Internal combustion engine system (100) according to any of the preceding claims, wherein the additional circuit (700) comprises a radiator (740).8. Internal combustion engine system (100) according to any of the preceding claims, wherein the additional circuit (700) comprises a turbine (745) located downstream of the heat sources and rota-tionally coupled to an electric generator (755), a condenser (750) located downstream of the turbine (745) and a pump (705) located between the condenser (750) and the heat sources.9. Internal combustion engine system (100) according to any of the preceding claims, wherein the additional circuit (700) comprises a bypass conduit (720) for each heat sources and means (725) for selectively opening and closing said bypass conduits (720).10. Internal combustion engine system (100) according to any of the preceding claims, wherein the heat sources are located on a same side of the internal combustion engine (110).11. Internal combustion engine system according to any of the preced-ing claims, wherein the additional circuit (700) comprises pipes that are cast in an engine block (120) and/or in a cylinder head (130) of the internal combustion engine (110) 12. Motor vehicle comprising an internal combustion engine system ac-cordinq to any of the preceding claims.</claim-text>