JPH02248613A - Cooling device for internal combustion engine - Google Patents
Cooling device for internal combustion engineInfo
- Publication number
- JPH02248613A JPH02248613A JP6849789A JP6849789A JPH02248613A JP H02248613 A JPH02248613 A JP H02248613A JP 6849789 A JP6849789 A JP 6849789A JP 6849789 A JP6849789 A JP 6849789A JP H02248613 A JPH02248613 A JP H02248613A
- Authority
- JP
- Japan
- Prior art keywords
- cooling water
- refrigerant
- internal combustion
- combustion engine
- temperature
- 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 22
- 238000001816 cooling Methods 0.000 title claims description 21
- 239000000498 cooling water Substances 0.000 claims abstract description 47
- 239000003507 refrigerant Substances 0.000 claims abstract description 29
- 238000001704 evaporation Methods 0.000 claims abstract description 8
- 238000004891 communication Methods 0.000 claims description 6
- 230000008020 evaporation Effects 0.000 claims description 4
- 238000009833 condensation Methods 0.000 claims 1
- 230000005494 condensation Effects 0.000 claims 1
- 230000005484 gravity Effects 0.000 abstract description 2
- 229920006395 saturated elastomer Polymers 0.000 abstract 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 11
- 230000017525 heat dissipation Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005855 radiation Effects 0.000 description 1
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
- F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
-
- 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
- F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
- F01P2003/2214—Condensers
- F01P2003/2228—Condensers of the upflow type
-
- 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
- F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
- F01P2003/2278—Heat pipes
-
- 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
- F01P2025/00—Measuring
- F01P2025/08—Temperature
-
- 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
- F01P2050/00—Applications
- F01P2050/02—Marine engines
- F01P2050/06—Marine engines using liquid-to-liquid heat exchangers
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Temperature-Responsive Valves (AREA)
Abstract
Description
【発明の詳細な説明】 〔発明の目的〕 （産業上の利用分野） 本発明は、内燃機関の冷却装置に関するものである。[Detailed description of the invention] [Purpose of the invention] (Industrial application field) The present invention relates to a cooling device for an internal combustion engine.
（従来の技術）
本発明に係わる従来技術としては、実開昭５６−６６０
１８号、実公昭５９−３０２８３号、特開昭６０−１９
０６１５号公報に記載されたものがる。(Prior art) As a prior art related to the present invention, Utility Model Application No. 56-660
No. 18, Publication No. 59-30283, Japanese Patent Application Publication No. 1988-1983
The one described in Publication No. 0615 is included.
特開昭６０−１９０６１５号公報に開示されるように、
従来の内燃機関の冷却装置は冷却水の流路をサーモスタ
ット弁により切り換えることで、ラジェターの放熱能力
を制御して内燃機関の冷却を制御していた。As disclosed in Japanese Patent Application Laid-Open No. 60-190615,
Conventional internal combustion engine cooling systems control the cooling of the internal combustion engine by controlling the heat dissipation capacity of the radiator by switching the flow path of the cooling water using a thermostatic valve.
このサーモスタット弁の一例は、実公昭５９−３０２８
３号公報に開示されるとおりである。An example of this thermostatic valve is
As disclosed in Publication No. 3.
この従来技術で明らかなとおり、サーモスタット弁は開
弁時においてもその冷却水連通路は非常に狭（、その通
水抵抗はこの水系路全体の約３０％を占めている。従っ
て、必要通水量を確保するために必要なウォーターポン
プの吐出容量は大きなものとなり、キャビチーシコンの
発生する危険度が増大するといった問題点を有している
。As is clear from this prior art, even when the thermostatic valve is open, its cooling water communication path is extremely narrow (and its water flow resistance accounts for approximately 30% of the entire water system path. Therefore, the required water flow rate is The discharge capacity of the water pump required to ensure this is large, which poses the problem of increasing the risk of cavities occurring.
（発明が解決しようとする課題）
元来このような通水抵抗の高いサーモスタット弁を使用
せざるをえない原因は、ラジェターの構造にある。この
ラジェターの従来技術の一例は、実開昭５６−６６０１
８号公報に開示されるとおりである。(Problem to be Solved by the Invention) The reason why such a thermostatic valve with high water flow resistance has to be used originally lies in the structure of the radiator. An example of the conventional technology for this radiator is Utility Model Application No. 56-6601
As disclosed in Publication No. 8.
このラジェターの構造によれば、ラジェター内のチュー
ブを流れる冷却水は、ラジェターのフィンの放熱作用に
よって必ず冷却されてしまう。According to this radiator structure, the cooling water flowing through the tubes in the radiator is always cooled by the heat dissipation action of the fins of the radiator.
従って、冷間始動時の暖機やオーバークール防止のため
に、サーモスタット弁により冷却水のラジェターへの流
れを制御する必要がある。Therefore, in order to warm up the engine during a cold start and prevent overcooling, it is necessary to control the flow of cooling water to the radiator using a thermostatic valve.
そこで本発明では、冷却水の流路中のサーモスタット弁
を廃止することを、その技術的課題とする。Therefore, the technical objective of the present invention is to eliminate the thermostatic valve in the cooling water flow path.
（発明の構成〕
（課題を解決するための手段）
上述した技術的課題を解決するために講じた本発明の技
術的手段は、冷媒が封入された空間の下部であり内燃機
関の冷却水と接する蒸発部と、該空間の上部であり波形
フィンにより放熱する凝縮部とにより構成されるサーモ
サイフオン部と、前記空間と負圧源とを連通ずる第１連
通管と、該第１連通管の途中に設けられた切換弁と、前
記蒸発室と接する冷却水室と、該冷却水室と内燃機関冷
却部とを連通ずる第２連通管とを有するようにしたこと
である。(Structure of the Invention) (Means for Solving the Problems) The technical means of the present invention taken to solve the above-mentioned technical problems is that the lower part of the space in which the refrigerant is sealed is connected to the cooling water of the internal combustion engine. a thermosiphon section constituted by an evaporating section in contact with the space, a condensing section that is in the upper part of the space and radiates heat by means of corrugated fins, a first communicating pipe that communicates the space with a negative pressure source, and the first communicating pipe. , a cooling water chamber in contact with the evaporation chamber, and a second communication pipe that communicates the cooling water chamber with the internal combustion engine cooling section.
（作用）
上述した技術的手段によると、冷却水の流路中のサーモ
スタット弁を廃止することが可能となり流路におけるキ
ャビテーションの発生の防止や、ウォーターポンプの大
容量化が不必要となる。(Function) According to the above-mentioned technical means, it is possible to eliminate the thermostatic valve in the cooling water flow path, and it becomes unnecessary to prevent cavitation from occurring in the flow path and to increase the capacity of the water pump.
（実施例）
以下、本発明の技術的課題を具体化した実施例について
添付図面に基づいてき説明する。但し以下においては、
蒸発部を冷媒タンク、凝縮部をチューブ、切換弁を三方
向切換弁、第１連通管をホース、第２連通管を流路と換
言する。(Example) Hereinafter, an example embodying the technical problem of the present invention will be described based on the accompanying drawings. However, in the following,
The evaporating section is referred to as a refrigerant tank, the condensing section as a tube, the switching valve as a three-way switching valve, the first communicating pipe as a hose, and the second communicating pipe as a flow path.
第１図は、本発明第１実施例の内燃機関の冷却装置１０
の構造の概略図を示す、第２図は、第１図の側断面の概
略図を示す。FIG. 1 shows a cooling device 10 for an internal combustion engine according to a first embodiment of the present invention.
FIG. 2 shows a schematic view of the structure of FIG. 1 in side section.
エンジン１１にば、その冷却水が流れる流路１２が配設
されており、流路１２の途中には冷却水室１３及びウォ
ーターポンプ１４が配設されている。冷却水はエンジン
１１、波路１２、冷却水室１３及びウォーターポンプ１
４で構成される閉回路の水系を図示矢印方向に還流して
いる。The engine 11 is provided with a channel 12 through which cooling water flows, and a cooling water chamber 13 and a water pump 14 are provided in the middle of the channel 12. The cooling water is supplied to the engine 11, the wave passage 12, the cooling water chamber 13, and the water pump 1.
The closed circuit water system consisting of 4 is refluxed in the direction of the arrow shown in the figure.
冷媒タンク１６内部には冷却水室１３が配設されており
、冷媒タンク１６上方には、放熱部１７が配設されてい
る。放熱部１７は複数のチューブ１８と、各チューブ１
８の間に配設されたコルゲートフィン１９と、シュラウ
ド２０及びファン２１により構成されている。A cooling water chamber 13 is provided inside the refrigerant tank 16, and a heat radiation section 17 is provided above the refrigerant tank 16. The heat dissipation section 17 includes a plurality of tubes 18 and each tube 1.
8, a shroud 20, and a fan 21.
チューブ１８の上部はホース２．２を介して、バキュー
ムポンプ又はエンジンのインテークマニホールド等の負
圧ｓ２３と連通している。但し、ホース２２の途中には
フィルター２４及び三方向切換弁２５が配設されている
。この三方向切換弁２５のＡポートはチューブ１８と、
Ｂボートは負圧源２３と、Ｃポートは外気と夫々連通し
ている。The upper part of the tube 18 communicates via a hose 2.2 with a negative pressure s23, such as a vacuum pump or an intake manifold of the engine. However, a filter 24 and a three-way switching valve 25 are disposed in the middle of the hose 22. The A port of this three-way switching valve 25 is connected to the tube 18,
The B boat communicates with the negative pressure source 23, and the C port communicates with the outside air.
三方向切換弁２５は、冷却水室１３の出口側に設置され
た温度センサー２６からの信号を受けて制御を行う制御
部２７によって制御される。その制御方法は、エンジン
の冷却水の温度が設定温度未満の場合には、三方向切換
弁２５のＡボートとＣボートとが連通し、チューブ１８
は外気と連通する。また、エンジンの冷却水の温度が設
定温度以上の場合には、三方向切換弁２５のＡボートと
Ｂボートとが連通し、チューブ１８は負圧源２３と連通
する。The three-way switching valve 25 is controlled by a control unit 27 that receives a signal from a temperature sensor 26 installed on the outlet side of the cooling water chamber 13 and performs control. The control method is such that when the temperature of the engine cooling water is lower than the set temperature, the A boat and C boat of the three-way switching valve 25 communicate with each other, and the tube 18
communicates with the outside air. Further, when the temperature of the engine cooling water is equal to or higher than the set temperature, the A boat and the B boat of the three-way switching valve 25 communicate with each other, and the tube 18 communicates with the negative pressure source 23 .
また、冷媒タンク１６と複数のチューブ１８とは液密的
に連通しており、その内部圧力は三方向切換弁２５を制
御することにより可変である。即ち、三方向切換弁２５
のＡポートとＢボートとが連通ずると、チューブ１８は
負圧源２３と連通するので、サーモサイフオン部１５内
は減圧され、三方向切換弁２５のＡポートとＣボートと
が連通ずると、チューブ１８は外気と連通ずるのでサー
モサイフオン部１５内は大気圧となる。Further, the refrigerant tank 16 and the plurality of tubes 18 are in liquid-tight communication, and the internal pressure thereof is variable by controlling the three-way switching valve 25. That is, the three-way switching valve 25
When the A port of the three-way switching valve 25 communicates with the B boat, the tube 18 communicates with the negative pressure source 23, so the pressure inside the thermosiphon section 15 is reduced, and when the A port of the three-way switching valve 25 communicates with the C boat, Since the tube 18 communicates with the outside air, the inside of the thermosiphon section 15 is at atmospheric pressure.
以上に示すように、エンジンの冷却水とサーモサイフオ
ン部１５内の冷媒とは異なる閉回路系の波路を循環する
。As described above, the engine cooling water and the refrigerant in the thermosiphon section 15 circulate through different wave paths in a closed circuit system.
以上の構成において、冷却水の水温がある設定温度（例
えば８５℃）よりも高い時には、温度センサー２６の信
号を受けた制御部２７は三方向切換弁２５のＡポートと
Ｂポートとを連通させ、サーモサイフオン部１５内は減
圧され、冷媒の飽和温度は設定温度より十分に低くなる
。従って、冷却水と冷媒の温度はほぼ同一なので、冷媒
タンク１６内の冷媒は冷却水室１３内の冷却水の熱を奪
いながら蒸発を開始する。この蒸気はチューブ１８へと
流れ込み、コルゲートフィン１９及びファン２１の作用
により冷却され凝縮する。凝縮した冷媒は重力によって
落下し冷媒タンク１６へ流れ込む、この繰り返しによっ
てエンジン１１で発生した熱は、サーモサイフオン部１
５内の冷媒の相変化を伴って外気へ放熱される。In the above configuration, when the temperature of the cooling water is higher than a certain set temperature (for example, 85° C.), the control section 27 receives a signal from the temperature sensor 26 and connects the A port and the B port of the three-way switching valve 25. The pressure inside the thermosiphon section 15 is reduced, and the saturation temperature of the refrigerant becomes sufficiently lower than the set temperature. Therefore, since the temperature of the cooling water and the refrigerant are almost the same, the refrigerant in the refrigerant tank 16 begins to evaporate while taking away the heat of the cooling water in the cooling water chamber 13. This steam flows into the tube 18 and is cooled and condensed by the action of the corrugated fins 19 and the fan 21. The condensed refrigerant falls by gravity and flows into the refrigerant tank 16. As this process is repeated, the heat generated in the engine 11 is transferred to the thermosiphon section 1.
Heat is radiated to the outside air along with a phase change of the refrigerant in the refrigerant.
一方、冷却水の水温が設定温度よりも低い時には、温度
センサー２６の信号を受けた制御部２７は三方向切換弁
２５のＡポートとＣポートとを連通させ、サーモサイフ
オン部１５内は大気圧となるので、冷媒の飽和温度は大
気圧における飽和温度（１００℃）となる、従って、冷
媒タンク１６内の冷媒は蒸発を停止し、冷却水室１６の
冷却水の熱を奪うことができず冷却水は冷却されない。On the other hand, when the temperature of the cooling water is lower than the set temperature, the control section 27 that receives the signal from the temperature sensor 26 connects the A port and the C port of the three-way switching valve 25, so that the inside of the thermosiphon section 15 becomes large. Atmospheric pressure, so the saturation temperature of the refrigerant becomes the saturation temperature at atmospheric pressure (100°C). Therefore, the refrigerant in the refrigerant tank 16 stops evaporating and can take away the heat of the cooling water in the cooling water chamber 16. The cooling water is not cooled.
次に、本発明第２実施例の内燃機関の冷却装置について
説明するが、第１実施例とは冷媒タンクと冷却水室の形
状が異なるだけであるので、その他の部分については第
１実施例と同一の番号符号を付すことによって省略する
。第３図は、本発明第２実施例の内燃機関の冷却装置３
０の側断面の概略図を示す。Next, a cooling device for an internal combustion engine according to a second embodiment of the present invention will be described. Since the only difference from the first embodiment is the shape of the refrigerant tank and the cooling water chamber, the other parts will be similar to those of the first embodiment. It will be omitted by giving the same number code as . FIG. 3 shows a cooling device 3 for an internal combustion engine according to a second embodiment of the present invention.
0 shows a schematic side cross-sectional view of the
この第２実施例では、冷却水室３１内にサーモサイフオ
ン部１５の冷媒タンク３２が配設されており、エンジン
の冷却水は冷却水室３１の内周部と冷媒タンク３２の外
周部とにより形成される環状部３１ａを流れる。動作原
理等については第１実施例とは何ら変わるところがなく
説明を省略する。In this second embodiment, the refrigerant tank 32 of the thermosiphon section 15 is disposed within the cooling water chamber 31, and the engine cooling water is distributed between the inner peripheral part of the cooling water chamber 31 and the outer peripheral part of the refrigerant tank 32. It flows through an annular portion 31a formed by. As there is no difference in the operating principle and the like from the first embodiment, a description thereof will be omitted.
以上に述べたように、サーモサイフオン部内の圧力を制
御することにより、本発明の内燃機関の冷却装置１０の
冷却能力を制御することが可能となる。As described above, by controlling the pressure within the thermosiphon section, it is possible to control the cooling capacity of the internal combustion engine cooling device 10 of the present invention.
本発明によると、内燃機関の冷却装置の冷却能力を制御
するのに、従来のように冷却水流路を切り換えて制御す
ることによるのではなく、ラジェターの放熱能力を制御
することによっている。従って、従来必要であったバイ
パス回路及び流路切り換え用のサーモスタット弁が不必
要となり、冷却水系の通水抵抗は大幅に減少する。従っ
て、ウォーターポンプの容量を小さくでき、それに伴う
エンジンの馬力損失も低下できる。また、キャビテーシ
ョンの発生が防止され、冷却装置の信頼性も向上する。According to the present invention, the cooling capacity of the cooling device for an internal combustion engine is controlled not by switching and controlling the cooling water flow path as in the prior art, but by controlling the heat dissipation capacity of the radiator. Therefore, a bypass circuit and a thermostatic valve for switching flow paths, which were conventionally necessary, are no longer necessary, and water flow resistance in the cooling water system is significantly reduced. Therefore, the capacity of the water pump can be reduced, and the engine horsepower loss associated with it can also be reduced. Furthermore, cavitation is prevented from occurring, and the reliability of the cooling device is also improved.
更には、バイパス回路及びサーモスタット弁が不必要と
なることにより、設計時に冷却水系の配管の自由度が高
くなる０例えば、冷却水系の配管とその他のエンジン補
機類との干渉が無くなる。Furthermore, by eliminating the need for a bypass circuit and a thermostat valve, the degree of freedom in designing the piping of the cooling water system increases; for example, interference between the piping of the cooling water system and other engine accessories is eliminated.
以上のように、本発明は従来の内燃機関の冷却装置の諸
問題点を解決した、極めて高い効果を有するものである
。As described above, the present invention solves various problems of conventional cooling devices for internal combustion engines, and has extremely high effects.
第１図は、本発明第１実施例の内燃機関の冷却装置の構
造の概略図を示す。
第２図は、第１図の側断面の概略図を示す。
第３図は、本発明第２実施例の内燃機関の冷却装置の側
断面の概略図を示す。
１０．３０・・・内燃機関の冷却装置、１２・・・波路
（第２連通管）、
１３．３２・・・冷却水室、
１５・・・サーモサイフオン部、
１６．３１・・・冷媒タンク（蒸発部）、２０・・・チ
ューブ（凝縮部）、
２２・・・ホース（第２連通管）、
２３ ・
・負圧源、
２５ ・
・三方向切換弁
（切換弁）FIG. 1 shows a schematic diagram of the structure of a cooling device for an internal combustion engine according to a first embodiment of the present invention. FIG. 2 shows a schematic side cross-sectional view of FIG. 1. FIG. FIG. 3 shows a schematic side cross-sectional view of a cooling device for an internal combustion engine according to a second embodiment of the present invention. 10.30... Cooling device for internal combustion engine, 12... Wave path (second communication pipe), 13.32... Cooling water chamber, 15... Thermosiphon part, 16.31... Refrigerant Tank (evaporation section), 20...Tube (condensing section), 22...Hose (second communication pipe), 23. Negative pressure source, 25. Three-way switching valve (switching valve)
Claims (3)
却水と接する蒸発部と、該空間の上部であり波形フィン
により放熱する凝縮部とにより構成されるサーモサイフ
オン部と、前記空間と負圧源とを連通する第１連通管と
、該第１連通管の途中に設けられた切換弁と、前記蒸発
室と接する冷却水室と、該冷却水室と内燃機関冷却部と
を連通する第２連通管とを有する内燃機関の冷却装置。(1) A thermosiphon section consisting of an evaporation section that is the lower part of a space filled with refrigerant and is in contact with the cooling water of the internal combustion engine, and a condensation section that is the upper part of the space that radiates heat through corrugated fins; and a negative pressure source, a switching valve provided in the middle of the first communication pipe, a cooling water chamber in contact with the evaporation chamber, and a cooling water chamber and an internal combustion engine cooling section. A cooling device for an internal combustion engine having a second communicating pipe.
る温度センサーと、該温度センサーの信号を前記切換弁
に送る制御部とにより制御されることを特徴とする請求
項（１）記載の内燃機関の冷却装置。(2) Claim (1) characterized in that the switching valve is controlled by a temperature sensor that senses the temperature of the cooling water of the internal combustion engine, and a control section that sends a signal from the temperature sensor to the switching valve. Cooling device for the internal combustion engine described.
サーの設定温度より高い場合は前記空間と前記負圧源と
を連通させ、前記冷却水の温度が前記温度センサーの設
定温度より低い場合は前記空間と外気とを連通させるこ
とを特徴とする請求項（２）記載の内燃機関の冷却装置
。(3) The switching valve communicates the space with the negative pressure source when the temperature of the cooling water is higher than the set temperature of the temperature sensor, and the switching valve connects the space and the negative pressure source when the temperature of the cooling water is lower than the set temperature of the temperature sensor. 3. The cooling device for an internal combustion engine according to claim 2, wherein the space is communicated with outside air in the case where the space is cooled.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6849789A JPH02248613A (en) | 1989-03-21 | 1989-03-21 | Cooling device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6849789A JPH02248613A (en) | 1989-03-21 | 1989-03-21 | Cooling device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02248613A true JPH02248613A (en) | 1990-10-04 |
Family
ID=13375393
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6849789A Pending JPH02248613A (en) | 1989-03-21 | 1989-03-21 | Cooling device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02248613A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60132026A (en) * | 1983-12-19 | 1985-07-13 | Nissan Motor Co Ltd | Inter-cooler device for engine with supercharger |
| JPS60190615A (en) * | 1984-03-09 | 1985-09-28 | Nissan Motor Co Ltd | Engine cooling water circulating structure in automobile |
-
1989
- 1989-03-21 JP JP6849789A patent/JPH02248613A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60132026A (en) * | 1983-12-19 | 1985-07-13 | Nissan Motor Co Ltd | Inter-cooler device for engine with supercharger |
| JPS60190615A (en) * | 1984-03-09 | 1985-09-28 | Nissan Motor Co Ltd | Engine cooling water circulating structure in automobile |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6196168B1 (en) | Device and method for cooling and preheating | |
| JPS62247113A (en) | Cooling system control device for internal combustion engine | |
| US2369937A (en) | Carburetor intake air heater | |
| JPH02238117A (en) | Cooling device for internal combustion engine | |
| JPH02248613A (en) | Cooling device for internal combustion engine | |
| JPS62271922A (en) | Exhaust heat recovery device for internal combustion engine | |
| JP2023529662A (en) | Vacuum system device and method | |
| US5355846A (en) | Cooling device for use in engine | |
| US4979472A (en) | Internal combustion engine having a hermetically sealed heat exchanger tube system | |
| JPH0157269B2 (en) | ||
| JPS641451Y2 (en) | ||
| US3230945A (en) | Automatic choke mechanism | |
| JPH04287710A (en) | Heat exchanger | |
| JPH051616Y2 (en) | ||
| SU848917A1 (en) | System for temperature controlling of object | |
| JPS593279Y2 (en) | Onsuidanbouki no nouriyokuseigiyosouchi | |
| JP2626313B2 (en) | Boiling cooling system for internal combustion engine | |
| JPH01170708A (en) | Cooling structure of engine | |
| JPH03495Y2 (en) | ||
| JPH06200759A (en) | Cooler for heat engine | |
| JPH0452430Y2 (en) | ||
| JPH061727U (en) | Water temperature control structure for automobile engine | |
| WO1991005148A1 (en) | Cooling engines | |
| SU1629578A1 (en) | Internal combustion engine cooling system | |
| RU1779757C (en) | Internal combustion engine cooling system |