GB2505510A

GB2505510A - Vehicle cooling system including a flow distribution manifold with outlets to engine cooling channels and heat exchangers

Info

Publication number: GB2505510A
Application number: GB201215715A
Authority: GB
Inventors: Fiorello Losano
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2012-09-03
Filing date: 2012-09-03
Publication date: 2014-03-05
Also published as: GB201215715D0

Abstract

The system comprises a plurality of cooling channels 750 in the engine, heat exchangers 315, 620, 770, a coolant pump 710 and a distribution manifold 740. The manifold comprises an outlet 745 in communication with the cooling channels and one or more additional outlets 755, 760, 765 in communication with a heat exchanger. The manifold is included in the external housing of the pump and has valves to regulate flow through the outlets. A valve may cooperate with either a single outlet or two at the same time. The inlet of the pump is connected to a radiator which is linked to the channels and heat exchangers. The pump is separated from the engine and is made from plastic and may be driven by the engine or by a dedicated electric motor. The heat exchangers may be oil, exhaust gas or electric machinery coolers or a cabin heater.

Description

COOLING SYSTEM FOR A MOTOR VEHICLE

TECHNICAL FIELD

The present invention relates to a cooling system for conventional or hybrid motor vehi-cles equipped with an internal combustion engine, such as for example a Diesel engine or a Gasoline engine.

BACKGROUND

It is known that conventional motor vehicles are propelled by an internal combustion en-gine (ICE) which is coupled to actuate the drive wheels of the motor vehicle. In order to reduce fuel consumption and polluting emissions, hybrid motor vehicles are equipped not only with an internal combustion engine but also with a Motor Generator electric Unit (MGU).

The MGU is an electro-mechanical energy converter which can operate either as an electric motor powered by a battery, for assisting or replacing the ICE in propelling the motor vehicle, or as an electric generator, especially when the motor vehicle is braking, for charging the battery.

The internal combustion engine generally comprises an engine block defining at least one cylinder that accommodates a piston coupled to rotate a crankshaft. A cylinder head cooperates with the piston to define a combustion chamber. A fuel and air mixture is dis-posed in the combustion chamber and ignited, resulting in hot expanding exhaust gases causing the reciprocal movement of the piston and the rotation of the crankshaft. The air may be distributed to the cylinders through an intake manifold, whereas the exhaust gas exiting the cylinders are collected into an exhaust manifold and therefrom discharged into the environment.

In order to reduce the polluting emissions, some intemal combustion engines are equipped with an exhaust gas recirculation (EGR) system. The EGR system generally comprises an EGR conduit coupled between the exhaust manifold and the intake mani-fold to route back part of the exhaust gases. The EGR system usually includes an EGR valve to regulates the exhaust gas flow and an EGR cooler to reduce the temperature of the exhaust gases in the EGR system.

A lubricating system is provided for lubricating the rotating and sliding components of the internal combustion engine, such as for example main bearings and big-end bearings, camshaft bearings operating the valves, tappets and the like. The lubricating system usually comprises an oil pump that draws lubricating oil from an oil sump and delivers it under pressure through a plurality of lubricating channels internally defined by the engine block and cylinder head. The lubricating circuit further comprises an oil cooler for cooling down the lubricating oil, once it has passed through the lubricating channels.

In addition, the internal combustion engine is further equipped with a cooling system. The cooling system is generally provided for cooling down the internal combustion engine, as well as other engine fluids, such as for example the exhaust gas in the EGR cooler and/or the lubricating oil in the oil cooler.

The cooling system schematically comprises a coolant pump that delivers a coolant, typ- ically a mixture of water and antifreeze, from a coolant tank to a plurality of cooling chan- nels internally defined by the engine block and cylinder head. The coolant pump is gen-erally integrated in the intemal combustion engine. In other words, the cooling pump generally comprises a moving component, typicall' an impeller, which is accommodated in a seat realized in the engine block or cylinder head and delivers the coolant directly in the cooling channels. After passing through these ICE cooling channels, the coolant is directed to the EGR cooler, to the oil cooler and possibly to other heat exchangers of the motor vehicle, such as for example a cabin heater and/or an electric machinery cooler.

Finally, the coolant is cooled down in a radiator and routed back into the coolant tank.

The cabin heater is an heat exchanger provided for allowing the coolant to exchange heat with the air inside the driver and passenger compartment of the motor vehicle, in order to warm it up specially in winter months. The electric machinery cooler is an heat exchanger generally provided for cooling down the MGU and the battery which can be installed on hybrid motor vehicle.

A drawback of this conventional cooling system is that the engine cooling channels and all the auxiliary heat exchangers associated with the motor vehicle are connected in se- des, so that the coolant always flows through all of them. As a consequence, these sys-tems are operatively interdependent, and that makes the thermal management of each of them quite difficult to be obtained.

For example, in order to prevent the recirculated exhaust gas from being cooled down under certain operating conditions, it is generally necessary to provide a bypass conduit and a bypass valve that allows the exhaust gas to bypass the EGR cooler. Similarly, in order to prevent the lubricating oil from being cooled down under certain operating condi- tions, it is generally necessary to provide a bypass conduit and a bypass valve that al-lows the lubricating oil to bypass the oil cooler.

Another drawback is that all of these bypass conduits and valves, as well as the coolant pump, are realized inside the internal combustion engine (e.g. inside the engine block and/or cylinder head) or located around it, thereby strongly increasing the complexity of the engine layout.

Still another drawback is that the connection in series of the engine cooling channels and auxiliary heat exchangers causes the coolant circuit to be extremely long. As a conse-quence, the friction losses which the coolant is subject to in the cooling circuit are always very high, as well as the energy spent by the coolant pump to overcome these friction losses.

An object of an embodiment of the present invention is that of solving or at least positive-ly reducing the above mentioned drawbacks. Another object is that of reaching this goal with a simple, rational and rather inexpensive solution.

SUMMARY

These and/or other objects are attained by the features of the embodiments of the inven-tion as reported in the independent claims. The dependent claims recite preferred and/or especially advantageous features of the embodiments of the invention.

In particular, an embodiment of the invention provides a cooling system for a conven-tional or a hybrid motor vehicle equipped with an internal combustion engine, the cooling system comprising a plurality of cooling channels internally defined in the internal com-bustion engine (i.e. in the engine block and/or cylinder head), one or more auxiliary heat exchangers associated with the motor vehicle, and a coolant pump for pumping a coolant into the cooling channels and the auxiliary heat exchangers, wherein the coolant pump comprises an external housing and a moving component accommodated inside the ex- ternal housing to transfer the coolant from an inlet of the external housing into a distrib-uting manifold, wherein the distributing manifold comprises an outlet in communication with the cooling channels and one or more additional outlets, each of which is in commu-nication with a respective of the auxiliary heat exchangers.

By way of example, the auxiliary heat exchangers may be chosen among the following: oil cooler1 EGR cooler, cabin heater and electric machinery cooler.

Thanks to this solution, the engine cooling channels and the auxiliary heat exchangers are advantageously connected in parallel, so that the flow of coolant through them can be regulated independently one another, without the need of complicated bypass con-duits. In addition, when the engine cooling channels and/or some of the auxiliary heat exchangers are not supplied with coolant, the length of the coolant circuit is positively re-duced, so that the friction losses decrease and some of the energy spent by the coolant pump to pump the coolant is advantageously saved.

According to an aspect of the invention, the distributing manifold may be incorporated in the external housing of the coolant pump. In other words, the distributing manifold may be realized as a portion of the external housing, which internally defines a collecting chamber in communication with the engine cooling channels and with each of the auxilia-ry heat exchangers via a respective outlet.

In this way, the coolant pump and the distributing manifold are advantageously formed as a single unit which can pump the coolant and distribute it in the engine cooling chan-nels and the various auxiliary heat exchangers.

According to another aspect of the invention, the cooling system may comprise one or more valves for regulating the coolant flow through the outlets of the distributing mani-fold.

This aspect of the invention has the advantage of providing a simple solution for regulat- ing the flow of coolant towards the engine cooling channels and the auxiliary heat ex-changers.

The above mentioned valves may be incorporated in the distributing manifold. In other words, each valve may comprise a movable valve member that is accommodated in a seat realized directly in the distributing manifold, so that the distributing manifold has also the function of valve housing.

In this way, the distributing manifold and the valves are advantageously formed as a sin-gle unit which can distribute and regulate the coolant flow to the engine cooling channels and the various auxiliary heat exchangers In particular, each valve may comprise a movable valve member configured to cooperate with (i.e. to open and close) a single outlet of the distributing manifold.

As an alternative, each valve may comprise a movable valve member configured to co- operate with (i.e. to open and close) two outlets of the distributing manifold contempora-neously, thereby defining a sort of three-way valve.

The first solution has the advantage of being quite simple to be realized, whereas the se- cond solution has the advantage of reducing the overall number of valves needed to reg-ulate the coolant flow in the engine cooling channels and the auxiliary heat exchangers.

According to another aspect of the invention, the inlet of the external housing of the cool-ant pump may be in communication with a radiator, which is also in communication with the cooling channels of the internal combustion engine and with each of the auxiliary heat exchangers.

Thanks to this solution, once the coolant has passed through the engine cooling chan- nels and/or the auxiliary heat exchangers, it is advantageously cooled down by the radia-tor before returning to the coolant pump.

According to still another aspect of the invention, the external housing of the coolant pump may be separated from the internal combustion engine (i.e. from the engine block and the cylinder head).

In this way, the coolant pump can be advantageously located in the most convenient po-sition on the motor vehicle, independently from the position of the internal combustion engine.

The external housing of the coolant pump may be made of plastic, thereby advanta-geously reducing the production costs and the weight of the coolant pump.

The moving component which is accommodated inside the external housing of the cool- ant pump may be an impeller, which has the advantage of being quite cheap and relia-ble.

The moving component may be actuated by the internal combustion engine, or may be actuated by a dedicated electric motor. The first solution has the advantage of being cheaper than the second, which however has the advantage of allowing a better control of the coolant pump operation.

Another embodiment of the invention provides a doolant pump for a cooling system of a motor vehicle equipped with an internal combustion engine, wherein the cooling system comprises a plurality of cooling channels internally defined in the internal combustion en-gine, and one or more auxiliary heat exchangers associated with the motor vehicle, and wherein the coolant pump comprises an external housing and a moving component ac- commodated inside the external housing to transfer the coolant from an inlet of the ex-ternal housing into a distributing manifold, wherein the distributing manifold comprises an outlet in communication with the cooling channels and one or more additional outlets, each of which is in communication with a respective of the auxiliary heat exchangers.

This embodiment of the invention has the same advantages of the cooling system, in particular that of connecting in parallel the engine cooling channels and the auxiliary heat exchangers, so that the flow of coolant through them can be regulated independently one another, without the need of complicated bypass conduits.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described, by way of example, with reference to the accompanying drawings.

Figure 1 schematically illustrates a motor vehicle equipped with a hybrid powertrain.

Figure 2 is a schematic view of an internal combustion engine included in the powertrain offigurel.

Figure 3 is a schematic representation of the section A-A of the internal combustion en-gine of figure 3.

Figure 4 is a schematic representation of a cooling system for the powertrain of figure 1.

Figure 5 is a schematic representation of a coolant pump included in the cooling system of figure 4.

Figure 6 is a schematic representation of a variant of the coolant pump of figure 5.

Figures from 7 to 10 represent a valve of the coolant pump of figure in four different op-erating positions.

DETAILED DESCRIPTION

Some embodiments may include a motor vehicle 100 as schematically shown in figure 1, which comprises an internal combustion engine (ICE) 101, for example a diesel engine or a gasoline engine, and a Motor Generator electric Unit (MGU) 103 In this example, the ICE 101 is coupled to rotate a front drive axle 102 of the motor vehicle 100 and the MGU 103 is coupled to rotate a rear drive axle 104. In other embodiments, the ICE 101 may be coupled to rotate the rear drive axle 104 and the MGU 103 may be coupled to ro-tate the front drive axle 102. In still other embodifflents, both the ICE 101 and the MGU 103 may be coupled to the same drive axle, either the front one 102 or the rear one 104.

The motor vehicle 100 may further include an electronic control system 105 in communi-cation with one or more sensors and/or devices associated with the ICE 101 and the MGU 103. The electronic control system 105 may receive input signals from the various sensors and generate output signals to the various control devices that are arranged to control the operation of the ICE 101, the MGU 103 and other auxiliary systems.

The MGU 103 is an electro-mechanical energy converter, for example a permanent magnet machine, a brushed machine or an induction machine, synchronous or asyn-chronous, which is connected to a battery 106 through an inverter 107. The MGU 103 can either convert electric energy supplied by the battery 106 into mechanical power (i.e., to operate as an electric motor), or convert mechanical power into electric energy that charges the battery 106 (i.e, to operate as electric generator).

The ICE 101 may comprise, as shown in figures 2 and 3, an engine block 120 defining at least a cylinder 125 having a piston 140 coupledto rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150. A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, re-sulting in hot expanding exhaust gasses causing reciprocal movements 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 pump 180 that increases the pressure of the fuel received from a fuel source 190. Each of the cylinders 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 alternately allow exhaust gases to exit through at least one exhaust port 220.

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 mani-fold 200. In some 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 rotates by receiving exhaust gases from an ex-haust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250.

The exhaust gases exit the turbine 250 and are directed into an exhaust system 270.

The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatment devices 280. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NO traps, hydrocarbon adsorbers, selective catalytic reduction (5CR) systems, and particulate filters.

As shown in figure 4, the ICE 101 may be equipped with an exhaust gas recirculation (EGR) system 300 provided for routing back part of the exhaust gases from the exhaust manifold 225 to the intake manifold 200. The EGR system 300 may include an EGR conduit 305 coupled between the exhaust manifold 225 and the intake manifold 200, an EGR valve 310 is located in the EGR conduit 305 for regulating the flow of exhaust gas-es, and an EGR cooler 315 is located in the EGR conduit 305 to reduce the temperature of the exhaust gases.

The ICE 101 may further include an engine lubricating system 600 for lubricating the ro-tating and sliding components of the ICE 101. The engine lubricating system 600 may comprise an oil pump 605 that draws lubricating oil from an oil sump 610 and delivers it under pressure through a plurality of lubricating channels, schematically represented and indicated with 615 in figure 4, which are internally defined by the engine block 120 and cylinder head 130. The lubricating channels 115 directs the lubricating oil towards a plu-rality of exit holes (not shown) for lubricating many movable components of the ICE 101 before returning in the oil sump 610. These ICE movable components include, but are not limited to, crankshaft bearings (main bearings and big-end bearings), camshaft bear-ings operating the valves, tappets and the like. The lubricating system 600 may also in dude an oil cooler 620 for cooling down the oil once it has passed through the oil pump 605, and before it enters into the lubricating channels 615. 8.

The ICE 101 is additionally equipped with a cooling system 700 which is provided for cooling down the ICE 101, as well as other auxiliary systems associated thereto.

According to an embodiment of the invention, the cooling system 700 schematically comprises a coolant pump 710 that delivers a coolant, typically a mixture of water and antifreeze1 from a coolant tank 705 to a distributing manifold 740. The distributing mani-fold 740 comprises a plurality of outlets which are connected to all the systems of the motor vehicle 100 that need to exchange heat with the coolant, so that all these systems are connected in parallel to the coolant pump 710.

In the present example, the distributing manifold 740 comprises a first outlet 745 con-nected to a circuit of cooling channels, schematically represented and indicated with 750 in figure 4, which are internally defined by the engine block 120 and cylinder head 130, so that the coolant can cool down the ICE 101. The distributing manifold 740 further comprises a second outlet 755 which is connected to the oil cooler 620, so that the cool-ant can cool down the lubricating oil. The distributing manifold 740 further comprises a third outlet 760 which is connected to the EGR cooler 315, so that the coolant can cool down the recirculated exhaust gases. Finally, the distributing manifold 740 comprises a fourth outlet 765 which is connected to an electric machinery cooler 770, namely an heat exchanger provided for cooling down the electric machinery of the motor vehicle 100, such as for example the MGU 103, the battery 106 and the inverter 107. In other embod- iments, the distributing manifold 740 may comprise outlets connected to other heat ex-changers, such as for example a cabin heater provided for warm the air in the driver and passengers compartment of the motor vehicle 100.

Each outlet of the distributing manifold 740 communicates with the respective heat ex-changer through a valve, schematically represented and indicated with 775, 760, 785 and 790 in figure 4. These valves may be any valves suitable for regulating the coolant flow, including on-off valves or control valves. The valves may be connected and con-trolled by the electronic control system 105. In particular, the electronic control system may be configured for keeping all these valves closed during the first moments after any starts of the ICE 101, so that no coolant flows in the cooling channels 750, in the oil cooler 620, in the EGR cooler 315 or in the electric machinery cooler 770. In this way, the temperature of the ICE 101 increases fast and its warm-up phase can be completed early. When the temperature of the ICE 101 exceeds a predetermined threshold value, each valve 775, 780, 785 and 790 may be opened and closed according to a dedicated strategy based on the specific cooling requirements of the ICE 101, of the lubricating oil, of the exhaust gases and of the electric machinery respectively.

The cooling system 700 further comprises a radiator 795 for cooling down the coolant, once it has passed through the various heat exchangers and before it comes back to the coolant tank 705. In particular, the radiator 795 may comprise one inlet in communication with all heat exchangers, in this example with the oil cooler 620, the circuit of cooling channels 750, the EGR cooler 315 and the electric machinery cooler 770, and one outlet connected to the coolant tank 705.

Turning now to the coolant pump 710, this device may comprise, as shown in figure 5, an external housing 715 separated and independent from the ICE 101. In other words, the external housing may be realised as a different body with respect to the engine block 120 and cylinder head 130, so that the coolant pump 710 can be always located in the most convenient position on the motor vehicle 100, independently from the position of the ICE 101. To reduce the cost and the weight of the coolant pump 710, the external housing 715 may be made of plastic.

The external housing 715 accommodates a moving component 720, in this example an impeller. The moving component 720 may be actuated by the ICE 101 or by a dedicated electric motor (not shown) to draw the coolant from an inlet 725 of the external housing 715, which is in comrnunication with the radiator 795, and to deliver it under pressure into the distributing manifold 740.

In the embodiment shown in figure 5, the distributing manifold 740 is incorporated in the external housing 715 of the coolant pump 710. In other words, the distributing manifold 740 is embodied as a portion of the external housing 715, which comprises the outlets 745, 755, 760 and 765, and which internally defines a collecting chamber 730 in direct communication with these outlets.

The valves 775, 780, 785 and 790 may be embodied as four movable valve members 776, 781, 786 and 791, each of which is accommodated in a seat realised directly in the portion of the extemal housing 715 that defines the distributing manifold 740. Each of these movable members is suitable to cooperate with (i.e. to open and/or close) the re-spective outlet, in order to regulate the flow of coolant that exits therefrom.

According to an alternative example shown in figure 6, the valves 775 and 780 may be embodied as a single valve member 800 suitable to cooperate with (i.e. to open and/or close) the first 745 and second outlet 755 contemporaneously. Similarly, the valves 785 and 790 may be embodied as a single valve member 805 suitable to cooperate contem-poraneously with (i.e. to open and/or close) the third 760 and fourth outlet 765. The valve members 800 and 805 are identical, so that only the first one will be described with more details hereafter.

As shown in figures from 7 to 10, the valve member 800 is shaped as a solid 01 revolu-tion, for example a sphere or a cylinder, which is accommodated in a seat 810, where it can be actuated to rotate about a central axis A. The seat 810 is in communication with the collecting chamber 730 through a first channel 815, with the outlets 745 through a second channel 820, and with the outlet 755 through a third channel 825. The axes of the three channels 815, 820 and 825 may lie in a common plane perpendicular to the ro- tation axis A of the valve member 800. The valve member 800 internally defines a T-shaped conduit 830 having three openings 835, 840 and 845 on the lateral surface of the valve member 800.

When the valve member 800 is in the position of figure 7, each of the openings 835, 840 and 845 faces a respective channel 815, 820 and 825. In this way, both the outlets 745 and 755 are open and the coolant from the collecting chamber 730 is delivered to the ICE 101 and the oil cooler 620. By rotating the valve member 800 by 90 degrees clock-wise (see fig.8), the openings 835 and 845 faces the channel 820 and 815 respectively, whereas the opening 840 and the channel 825 are closed. In this way, the outlets 745 is open, the outlets 755 is closed and the coolant from the collecting chamber 730 is only delivered to the ICE 101. By further rotating the valve member 800 by 90 degrees clock-wise (see fig.9), the openings 840 and 845 faces the channel 825 and 820 respectively, whereas the opening 835 and the channel 815 are closed. In this way, both the outlets 745 and 755 are closed, and the coolant from the collecting chamber 730 is delivered neither to the ICE 101 nor to the oil cooler 620. Finally, by further rotating the valve member 800 by 90 degrees clockwise (see fig.10), the openings 835 and 840 faces the channel 825 and 815 respectively, whereas the opening 845 and the channel 820 are closed. In this way, the outlet 755 is open, the outlet 745 is closed and the coolant from the callecting chamber 730 is only delivered towards the oil cooler 620.

While at least one exemplary embodiment has been presented in the foregoing summary 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 examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.

REFERENCES

motor vehicle 101 internal combustion engine 102 front wheels 103 MGU 104 rearwheels electronic control system 106 battery 107 inverter engine block cylinder cylinder head 135 camshaft piston crankshaft combustion chamber fuel injector 170 fuel rail fuel pump fuelsource 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 aftertreatment devices 300 exhaust gas recirculation system 305 EGR conduit 310 EGR valve 315 EGR cooler 600 lubricating circuit 605 oil pump 610 oil sump 615 lubricating channels 620 oil cooler 700 cooling system 705 coolant tank 710 coolant pump 715 external housing 720 moving component 725 inlet 730 collecting chamber 740 distributing manifold 745 first outlet 750 cooling channels 755 second outlet 760 third outlet 765 fourth outlet 770 electric machinery cooler 775 valve 776 valve member 780 valve 781 valve member 785 valve 786 valve member 790 valve 791 valve member 795 radiator 800 valve member 805 valve member 810 seat 815 first channel 820 second channel 825 third channel 830 T-shaped conduit 835 opening 840 opening 845 opening

Claims

CLAIMS1. A cooling system (700) for a motor vehicle (100) equipped with an internal combus-tion engine (101), the cooling system (700) comprising a plurality of cooling channels (750) internally defined in the internal combustion engine (101), one or more auxiliary heat exchangers (315, 620, 770) associated with the motor vehicle (100), and a coolant pump (710) for pumping a coolant into the cooling channels (750) and the auxiliary heat exchangers, wherein the coolant pump (710) comprises an external housing (715) and a moving component (720) accommodated inside the external housing (715) to transfer the coolant from an inlet (725) of the extemal housing (715) into a distributing manifold (740), wherein the distributing manifold (740) comprises an outlet (745) in communication with the cooling channels (750) and one or more additional outlets (755, 760, 765), each of which is in communication with a respective of the auxiliary heat exchangers (315, 620, 770).
2. A cooling system (700) according to claim 1, wherein the distributing manifold (740) is incorporated in the external housing (715) of the coolant pump (710).
3. A cooling system (700) according to claim 1 or 2, comprising one or more valves (775, 780, 785, 790) for regulating the coolant flow through the outlets (745, 755, 760, 765) of the distributing manifold (740).
4. A cooling system (700) according to claim 3, wherein the valves (775, 760, 785, 790) are incorporated in the distributing manifold (740).
5. A cooling system (700) according to claim 4, wherein each valve (775, 780, 785, 790) comprises a movable valve member (776, 781, 786, 791) configured to cooperate with a single outlet (745, 755, 760, 765) of the distributing manifold (740).
6. A cooling system (700) according to claim 4, wherein each valve (775, 780, 785, 790) comprises a movable valve member (800, 805) configured to cooperate with two outlets (745, 755, 760, 765) of the distributing manifold (740) contemporaneously.
7. A cooling system (700) according to any of the preceding claims, wherein the inlet (725) of the external housing (715) of the coolant pump (710) is in communication with a radiator (795), which is also in communication with the cooling channels (750) of the in-ternal combustion engine (101) and with each of the auxiliary heat exchangers (315, 620, 770).
8. A cooling system (700) according to any of the preceding claims, wtierein the ex-ternal housing (715) of the coolant pump (710) is separated from the internal combustion engine (101).
9. A cooling system (700) according to any of the preceding claims, wherein the ex-ternal housing (715) of the coolant pump (710) is made of plastic.
10. A cooling system (700) according to any of the preceding claims, wherein the mov-ing component (720) of the coolant pump (710) is an impeller.
11. A cooling system (700) according to any of the preceding claims, wherein the mov-ing component (720) of the coolant pump (710) is actuated by the internal combustion engine (101).tO
12. A cooling system (700) according to any claims from 1 to 11, wherein the moving component (720) of the coolant pump (710) is actuated by a dedicated electric motor.
13. A cooling system (700) according to any of the preceding claims, wherein the auxil- iary heat exchangers are chosen among: oil cooler (620), EGR cooler (315), cabin heat-er, electric machinery cooler (770).
14. A coolant pump (710) for a cooling system (700) of a motor vehicle (100) equipped with an internal combustion engine (101), wherein the cooling system (700) comprises a plurality of cooling channels (750) intemally defined in the intemal combustion engine (101), and one or more auxiliary heat exchangers (315, 620, 770) associated with the motor vehicle (100), and wherein the coolant pump (710) comprises an extemal housing (715) and a moving component (720) accommodated inside the external housing (715) to transfer the coolant from an inlet (725) of the extemal housing (715) into a distributing manifold (740), wherein the distributing manifold (740) comprises an outlet (745) in communication with the cooling channels (750) and one or more additional outlets (755, 760, 765), each of which is in communication with a respective of the auxiliary heat ex-changers (315, 620, 770).