RU155350U1 - INTERNAL COMBUSTION ENGINE WITH LIQUID COOLING WITH SECONDARY CIRCUIT - Google Patents

Abstract

1. A liquid-cooled internal combustion engine (1) comprising: - at least one cylinder head (1a), - a cooling circuit (2) comprising at least one cooling jacket integrated in the cylinder head (1a), a supply line (2b) for supplying refrigerant to the cooling jacket, a discharge line (2 s) for refrigerant discharge and a return line (2d) that branches off from the exhaust line (2 s) and opens into a supply line (2b) and in which a radiator (2e) is installed ), and - at least one secondary circuit (3), which contains a supply line (3a), which branches off from the cooling circuit (2) to the radiator (2e) to form the first branch point (3b) and which flows into the cooling circuit (2) behind the radiator (2e) to form the second branch point (3c), and in which the heat exchanger ( 3e) operating on a refrigerant, the heat exchanger (3e) being a heater (4) operating on a refrigerant, wherein at least one secondary circuit (3) has a first self-regulating valve (3f) that contains a temperature-sensitive element (3d), washed refrigerant, which is configured to either close or open the supply line (3a) depending on the temperature T of the refrigerant on the indicated element (3d), while the cooling circuit (2) is not switched by the indicated first self-regulating valve (3f). 2. The liquid-cooled internal combustion engine (1) according to claim 1, characterized in that the first self-regulating valve (3f) is configured to close the supply line (3a) if the refrigerant temperature T exceeds the closing temperature T

Description

The technical field to which the utility model relates.

This utility model relates to a liquid-cooled internal combustion engine, comprising:

- at least one cylinder head,

- a cooling circuit comprising at least one cooling jacket integrated in the cylinder head, a supply line for supplying refrigerant to the cooling jacket, an exhaust line for removing refrigerant, and a return line that branches off from the exhaust line opens to the supply line, and in which a radiator is provided, and

at least one secondary circuit that contains a supply line that branches off from the cooling circuit at a point to the radiator, with the formation of a first branch point, and which flows into the cooling circuit behind the radiator, with the formation of a second branch point, and in which a heat exchanger is installed, running on a refrigerant, and this heat exchanger is a heater operating on a refrigerant.

State of the art

The internal combustion engine of the aforementioned type is used as a drive unit of a car. In the context of this utility model, the expression “internal combustion engine” encompasses diesel engines, Otto cycle engines, but also hybrid internal combustion engines that use a hybrid combustion process, and hybrid drives that include not only an internal combustion engine, but also an electric motor, which in the drive system is connected to the internal combustion engine, and which receives energy from the internal combustion engine, or which as a switchable mogatelnogo drive creates extra power output.

To maintain the thermal load within certain limits, modern internal combustion engines are equipped with cooling means, which will be referred to as the engine cooling system. In principle, the cooling means may be in the form of an air cooling system or a liquid cooling system. Since the liquid cooling system can dissipate significantly larger amounts of heat, and the heat load of internal combustion engines is increasing more and more, in particular, as a result of the application of pressurization, liquid cooling systems are usually used. Corresponding to the present utility model, the internal combustion engine is also a liquid-cooled internal combustion engine.

Liquid cooling requires that the internal combustion engine, i.e., at least one cylinder head and / or one cylinder block, be equipped with at least one cooling jacket, i.e. refrigerant channels should be provided that transfer refrigerant through the cylinder head and / or cylinder block. Said at least one cylinder head cooling jacket is often connected to at least one cylinder block cooling jacket, wherein the head is supplied with refrigerant through the block or vice versa. To dissipate heat, it is not necessary to first transfer heat to the surface, as in the case of an air-type cooling system. Heat is dissipated in the refrigerant, usually in a water-glycol solution with additives, already inside the cylinder head or cylinder block. In this case, the transfer of refrigerant is carried out using a pump installed in the supply line of the cooling circuit, so that the refrigerant circulates in the system. The heat that is dissipated in the refrigerant is thus removed from the inside of the cylinder head through the exhaust line, and again taken from the refrigerant outside the cylinder head, which can be produced in various ways.

The cooling circuit is completed by a return line that branches off from the exhaust line, opens into the supply line, and through which the refrigerant heated to the cylinder head returns to the refrigerant inlet side. The discharge line and the supply line do not have to form lines in the physical sense of the word. On the contrary, they can simply be part of the cooling jacket, that is, they can be formed integrally with the cylinder head, or can be formed as a refrigerant inlet housing or a refrigerant outlet housing.

A heat exchanger is provided in the return line, which again draws heat from the refrigerant. In order to ensure a sufficiently large mass flow of air falling on the heat exchanger, and to significantly help heat transfer under all engine operating conditions, in particular when the car is stationary, and only at low vehicle speeds, the cooling systems of drives of modern cars are increasingly equipped with powerful fan motors, which rotate the fan impeller. For this reason, the heat exchanger in the return line is also called a radiator. The fan motors are typically electrically driven and, in a preferred embodiment, can be controlled by continuously changing the speed at various loads or shaft speeds of the automobile engine. In the context of this utility model, a heat exchanger in a return line is called a radiator, even if it is not equipped with a fan motor.

Heat removal from the refrigerant, after the refrigerant passes through the cylinder head and / or cylinder block, that is, after the cylinder head, can also be carried out in the following way. For example, in the secondary circuit of a liquid cooling system, a refrigerant heater can be provided, while the heater uses refrigerant heated in the cylinder head to heat the air supplied to the passenger compartment of the car, during which the refrigerant temperature decreases. Nevertheless, it is important to distinguish on the one hand the cooling circuit, the main function of which is to cool the cylinder head with a radiator, and on the other hand the secondary circuit, for example, the heating circuit, which serves to heat the air supplied to the interior. This must be done even if both circuits can partially use or use the same lines, for example, a supply line and a return line.

In general, the liquid cooling system of an internal combustion engine contains an additional number or several secondary circuits in which heat exchangers are provided, and a heat exchanger installed in the secondary circuit does not necessarily always take heat from the refrigerant, for example, as a heater operating on a refrigerant, but rather works in as a cooling device, and at the same time introduces additional heat into the refrigerant.

For example, a refrigerant charge air cooler is typically installed on the intake side of a supercharged internal combustion engine in order to cool the compressed charge air and thereby increase boost in the cylinders. Heat dissipation through the oil pan due to thermal conductivity and natural convection is often not enough to maintain the maximum allowable oil temperature, therefore, in individual cases, a refrigerant oil cooler is provided. In addition, modern internal combustion engines are increasingly equipped with an exhaust gas recirculation system. Exhaust gas recirculation is a measure to counteract the formation of nitrogen oxides. In order to obtain a significant reduction in nitrogen oxide emissions, high values of the exhaust gas recirculation rate are required, which requires cooling of the exhaust gas that is sent for recirculation, i.e., compression of the exhaust gas by cooling. Additional coolers may be provided, for example, for cooling transmission oil in the case of automatic transmission and / or for cooling hydraulic fluids, in particular hydraulic oil, which is used in hydraulic control devices and / or steering systems. An example of a liquid cooling system for an internal combustion engine is known from DE 10 2005048286 A1.

However, the liquid cooling system of an internal combustion engine according to the present utility model comprises at least one secondary circuit that includes a supply line that branches from the cooling circuit to the radiator, so that a first branch point forms and flows into the circuit cooling behind the radiator, so that a second branch point is formed, and in which a heat exchanger is provided - a heater operating on a refrigerant.

Due to the extremely limited space in the front of the car, and due to the fact that there are several heat exchangers, the dimensions of an individual heat exchanger cannot be selected as required.

In designs that meet the current level of technology, the radiator installed in the return line is designed for maximum load, then

It is necessary that the amount of heat released can be dissipated under all engine operating conditions to ensure the functional reliability of the internal combustion engine.

However, in practice, driving situations arise in which the engine cooling system reaches limit parameters. During acceleration and when climbing uphill, the cooler must dissipate relatively large amounts of heat due to high loads, however, at the same time, the speed of the car, and, consequently, the mass flow of air supplied to help heat transfer, are small.

In this case, it is not necessary that the temperature component related to the engine, i.e. the temperature of the cylinder head, reach critical values of the former. In fact, the refrigerant itself may overheat after the cylinder head and require cooling before the internal combustion engine overheats. The overheating of the refrigerant must not be allowed in any case, because the gaseous form of the refrigerant, which is formed when the refrigerant evaporates, occupies a larger volume, expands, and does not absorb almost any heat, while high pressures can occur in the cooling circuit when the gaseous form of the refrigerant goes back into the liquid phase, and high pressures can lead to leaks and damage.

Utility Model Disclosure

In view of the above prior art, the objective of the present utility model is to provide a liquid-cooled internal combustion engine corresponding to the preamble of paragraph 1 of the utility model formula, optimized with respect to the liquid-cooling system.

The utility model is solved by a liquid-cooled internal combustion engine, comprising:

- at least one cylinder head,

- a cooling circuit comprising at least one cooling jacket integrated in the cylinder head, a supply line for supplying refrigerant to the cooling jacket, an exhaust line for discharging the refrigerant, and a return line that branches off from the exhaust line and opens into the supply line, and in which is installed radiator, and

- at least one secondary circuit that contains a supply line that branches from the cooling circuit to the radiator, with the formation of the first branch point, and which flows into the cooling circuit behind the radiator, with the formation of the second branch point, and in which a heat exchanger is installed, operating on refrigerant, wherein the heat exchanger is a heater operating on a refrigerant,

wherein the internal combustion engine is characterized in that

- in said at least one secondary circuit there is a self-regulating valve that contains a temperature-sensitive element washed by a refrigerant, which is _configured to either close or open the supply line depending on the temperature T _{coolant.valve.1 of the} refrigerant on the specified element, while switching the cooling circuit through the specified valve does not occur.

The liquid cooling system of an internal combustion engine, corresponding to the present utility model, contains a secondary circuit equipped with a thermostat valve, i.e. a self-regulating valve, which contains a temperature-sensitive element washed by the refrigerant, and is configured to close and open the supply line depending on the temperature of the refrigerant. The operation of the specified valve does not affect the flow of refrigerant through the internal combustion engine and through the radiator.

When the refrigerant is on the verge of overheating and the temperature T _{coolant.valve.1 of the} refrigerant on the first valve exceeds a critical value, the _supply line is closed with the thermostat valve, that is, the secondary circuit is shut off and shut down. Due to this, the flow of refrigerant through the radiator of the cooling circuit increases. The flow rate of the refrigerant through the radiator, and thus the flow rate of the refrigerant through the radiator, increases, and thereby the heat transfer due to convection increases. In addition, heat is drawn from such an increased flow of refrigerant in the radiator. The above effects together give the result that, due to disconnection of the secondary circuit from the refrigerant of the main cooling circuit, much more heat can be taken out. It is very useful to quickly and efficiently lower the temperature of the refrigerant and prevent it from overheating.

According to a utility model, a refrigerant heater is provided as a heat exchanger in the secondary cooling circuit of an internal combustion engine. The heater uses refrigerant heated in the cylinder head and / or cylinder block to heat the air supplied to the passenger compartment of the vehicle; the temperature of the refrigerant decreases. Thus, heat is taken from the heated refrigerant, as in the radiator of the main cooling circuit. Therefore, we can speak of a heating circuit as a small cooling circuit or a small refrigerant circuit. Nevertheless, a much larger amount of heat from the refrigerant can be removed if the refrigerant is passed through a radiator, and for this reason, the refrigerant heater cannot be considered either as a replacement for a radiator or as a support device.

Thus, by means of the corresponding present utility model of the internal combustion engine, the problem of the utility model is solved, that is, an internal combustion engine with liquid cooling and an optimized liquid cooling system is obtained.

The main advantage of a thermostat valve over an electrically controlled or electrically adjustable valve is its lower purchase price.

Next, additional preferred embodiments of a liquid-cooled internal combustion engine will be considered, according to the dependent claims of the utility model.

Preferred are embodiments of a liquid-cooled internal combustion engine in which the first self-regulating valve is _configured to close the supply line if the temperature T _{coolant.valve.1 of the} refrigerant exceeds the temperature T _{valve.1.closed to} close the first self-regulating valve.

Closing the supply line in order to turn off the secondary circuit helps to remove heat from the refrigerant by increasing the flow of refrigerant through the radiator. The flow of refrigerant through the radiator is increased, and thus the heat transfer in the radiator is increased.

Unlike the thermostat valves described in the constructions according to the state of the art, the first thermostat valve, in accordance with the present utility model, does not open if the refrigerant temperature reaches the first value or exceeds the first value. On the contrary, according to a utility model, the thermostat valve closes when the set refrigerant temperature is reached, which in this case is called the valve closing temperature _T..1.closed .

In this regard, embodiments of a liquid-cooled internal combustion engine are preferred in which the temperature T _{valve.1.closed for} closing the first self-adjusting valve lies in the range: 110 ° C≤T _{valve.1.closed} ≤150 ° C, and preferably 120 ° C≤T _{valve.1.closed} ≤140 ° C.

The above ranges for the closing temperature of the first valve are optimal if you take into account that a second thermostat valve is usually provided in the cooling circuit, preferably in front of the cylinder head or cylinder block on the inlet side of the cooling circuit, while the second thermostat valve prevents the refrigerant from passing through until it reaches its minimum temperature, and the specified minimum temperature, as a rule, is 80 ° C-105 ° C.

There is also no need to close the secondary circuit by closing the first valve of the thermostat before the main circuit opens, i.e. the main cooling circuit, which is an advantage. In this regard, closing temperatures of the first valve are significantly higher than 105 ° C.

As already mentioned, embodiments of a liquid-cooled internal combustion engine are preferred in which a return line that branches off from the exhaust line flows into the supply line through a second self-adjusting valve.

In this case, liquid-cooled internal combustion engines are preferred in which the second self-regulating valve comprises a temperature sensitive element flushed by the refrigerant, the return line either being connected to the supply line or separated from the supply line depending on the temperature Tcoolant.valve .2 refrigerant on the specified element.

In this regard, embodiments of a liquid-cooled internal combustion engine are preferable, in which the second self-regulating valve is _configured to connect a return line to the supply line if the temperature T _{coolant.valve.2 of the} refrigerant exceeds the temperature T _{valve.2.opened to} open the second self-adjusting valve.

This embodiment takes into account the fact that, in principle, no goals and objectives are set for the liquid cooling system to select the maximum possible amount of heat from the internal combustion engine under all operating conditions. In fact, the task is to implement control of the liquid cooling system depending on the need — a control that, in addition to full load, also takes into account the operating modes of the internal combustion engine, in which it is more profitable to take less heat or the minimum possible amount of heat from the internal combustion engine, for example, in the phase of warming up the engine after it starts from a cold state.

The purpose of this approach is to minimize engine fuel consumption by reducing friction losses by quickly warming the engine oil after starting. Rapid heating of engine oil in the engine warm-up phase provides a correspondingly rapid decrease in oil viscosity, which leads to a decrease in friction and friction losses, in particular in bearings that are supplied with oil, for example, crankshaft bearings.

Rapid heating of engine oil can be facilitated by quickly warming up the internal combustion engine itself, which in turn can be facilitated by minimal heat extraction from the engine during the heating phase. In this regard, the warm-up phase of an internal combustion engine after it is started from a cold state is an example of an operating mode in which it is advantageous that the minimum possible heat is taken from the internal combustion engine, and in the ideal case, that heat is not removed at all.

The control of the liquid cooling system, in which the heat extraction after starting from a cold state is reduced in order to quickly warm up the internal combustion engine, can be realized by means of a second thermostat valve, which separates the return line from the supply line and prevents the passage of refrigerant through the cooling circuit until the coolant temperature reaches a predetermined minimum temperature which is the temperature T _{valve.2.opened} opening of the second self-regulating valve Thermostat.

In this regard, preferred are embodiments of a liquid-cooled internal combustion engine in which the temperature T _{valve.1.opened for} opening the second self-regulating valve lies in the range 80 ° C≤T _{valve.1.closed} ≤105 ° C.

As already mentioned above, in principle, the goal and the task are not to select the maximum possible amount of heat from the internal combustion engine through liquid cooling. In the context of a liquid cooling system, the control of which depends on the need for heat extraction, it may be, for example, more efficient and advantageous to select less heat or the smallest possible amount of heat from an internal combustion engine when operating with a partial load in order to increase the efficiency . engine when working with partial load. Since heat transfer is largely determined by the temperature difference between a particular element and the refrigerant, it may be more appropriate to allow a higher refrigerant temperature at lower loads than at high loads.

In this case, liquid-cooled internal combustion engines are preferred in which the supply line enters the cooling circuit through a second self-regulating valve, so that the second self-regulating valve is located at the second branch point. This scheme makes it possible to create variants of a liquid cooling system in which the temperature-sensitive element of the second self-regulating valve is washed by the refrigerant from the cooling circuit and the refrigerant from the supply line of the secondary circuit. In this case, it is possible that the temperature-sensitive element is predominantly influenced by the temperature of the refrigerant mixture that occurs when mixing refrigerants from two circuits.

However, liquid-cooled internal combustion engines may also be preferred in which the supply line flows into the cooling circuit between the radiator and the second self-adjusting valve.

Preferred are embodiments of a liquid cooled internal combustion engine in which a first self-adjusting valve is located at a first branch point.

A self-regulating valve belonging to at least one secondary circuit or a temperature-sensitive element included in it, in this case is constantly washed by refrigerant that has been heated in the cylinder head and / or in the cylinder block, and which must be monitored and protected against overheating. This is an advantage because the first valve is designed to automatically switch, that is, to close exactly when the refrigerant is on the verge of overheating, to which the valve must respond especially quickly. The above embodiment is very fast.

However, liquid-cooled internal combustion engines may also be preferred in which a first self-adjusting valve is located in front of the heat exchanger in the feed line.

The refrigerant leaving the cylinder head and / or cylinder block must actually cover a greater distance before it reaches the first valve of the thermostat, and must pass through part of the supply line before it reaches the temperature-sensitive element of the valve, so the speed of this option will be slightly worse compared to the previous embodiment. However, the temperature-sensitive element is invariably washed with a refrigerant that practically has the same temperature as the temperature when it leaves the cylinder head and / or cylinder block, and therefore with a refrigerant that is at a temperature to be controlled and / or target temperature. This is due to the fact that when the valve is installed in front of the heat exchanger, neither heat is supplied to the refrigerant nor heat is taken from the refrigerant.

However, in some situations, liquid-cooled internal combustion engines may be preferred in which the first self-adjusting valve is located downstream of the heat exchanger.

Preferred may be embodiments of a liquid-cooled internal combustion engine in which a pump for supplying refrigerant is installed in a cooling circuit, preferably in a supply line.

Preferred may be options in which the pump designed to supply refrigerant has an electric drive, as well as options in which the pump designed to supply refrigerant is configured to control capacity, because then there is an additional opportunity to influence the volume of refrigerant transfer and / or control refrigerant supply pressure.

Brief Description of the Drawings

Below, a utility model will be considered in more detail using an example of an embodiment thereof and according to FIG.

FIG. schematically depicts a first embodiment of an internal combustion engine together with a cooling circuit and a secondary circuit.

Utility Model Implementation

FIG. schematically depicts a first embodiment of an internal combustion engine 1 together with a cooling circuit 2 and a secondary circuit 3. The internal combustion engine 1 comprises a cylinder head 1a, which during assembly is connected to the end face of the cylinder block 1b.

The cooling circuit 2 comprises a cooling jacket integrated in the cylinder head 1a, a supply line 2b for supplying refrigerant to said jacket, a refrigerant discharge line 2 c and a return line 2d that branches off from the exhaust line 2 and flows into the supply line 2b through thermostat valve 2f. A radiator 2e is installed in the return line 2b. A pump 2a is installed in front of the cylinder head 1a to supply refrigerant to the supply line 2b.

The second thermostat valve 2f opens and closes depending on the temperature T _{coolant.valve.2} , thereby connecting the return line 2d and the supply line 2b to each other, and, accordingly, separating the return line 2d and the supply line 2b from each other. In this case, the return line 2d is connected to the supply line 2b if the temperature T _{coolant.valve.2} exceeds the temperature T _{valve.2.opened to} open the valve 2f.

The internal combustion engine 1 shown in FIG. also contains a secondary circuit 3, which includes a supply line 3a that branches off from the cooling circuit 2 at a point in front of the radiator 2e, so that a first branch point 3b is formed, and flows into the cooling circuit 2 at a point after the radiator 2e, so that a second point 3 with branching. A heat exchanger 3e operating on a refrigerant is installed in the supply line 3a, in this case, a heater 4.

The second thermostat valve 2f is installed at the second branch point 3c, whereby the supply line 3a flows into the cooling circuit 2 through said second thermostat valve 2f.

At the first branch point 3b, the first self-regulating valve 3f is installed in a similar manner, which, like the thermostat valve 3f, contains a temperature-sensitive element 3d, which is washed by the refrigerant and which either closes or opens the supply line Za depending on the temperature T _{coolant.valve .1} refrigerant on the indicated element 3d.

The _{aforementioned} first self-regulating thermostat valve 3f closes the supply line Over if the refrigerant temperature T _{coolant.valve.1} exceeds the temperature T _{valve.1.closed of} closing the first self-regulating valve 3f. As a result, the secondary circuit 3 is taken out of operation, that is, it is shut off, and all the refrigerant is passed through the radiator 2e in order to cool it until it overheats.

Item Numbers

1 internal combustion engine

1a cylinder head

1b cylinder block

2 cooling circuit

2a pump

2b supply line

2c release line

2d return line

2e radiator

2f second self-adjusting valve; second thermostat valve

3 secondary circuit

3a supply line

3b first branch point

3c second branch point

3d temperature sensitive element of the first thermostat valve

3e heat exchanger

3f first self-adjusting valve; first thermostat valve

4 refrigerant heater

T _coolant - refrigerant temperature

T _{coolant.valve.1} - refrigerant temperature on the temperature-sensitive element of the first thermostat valve

T _{coolant.valve.2} - refrigerant temperature on the temperature-sensitive element of the second thermostat valve

T _{valve.1.closed} - closing temperature of the first thermostat valve

T _{valve.2.opened} - opening temperature of the second thermostat valve

Claims (13)

1. A liquid-cooled internal combustion engine (1), comprising: - at least one cylinder head (1a), - a cooling circuit (2) comprising at least one cooling jacket integrated in the cylinder head (1a), a supply line (2b) for supplying refrigerant to the cooling jacket, an exhaust line (2c) for refrigerant discharge, and a return line (2d) which branches off from the exhaust line (2 s) and opens into the supply line (2b) and in which the radiator (2e) is installed, and at least one secondary circuit (3), which contains a supply line (3a) that branches off from the cooling circuit (2) to the radiator (2e) to form the first branch point (3b) and which flows into the cooling circuit (2) after a radiator (2e) with the formation of a second branch point (3c), and in which a heat exchanger (3e) is installed that runs on a refrigerant, the heat exchanger (3e) is a heater (4) that runs on a refrigerant, - in said at least one secondary circuit (3), a first self-regulating valve (3f) is provided, which contains a temperature-sensitive element (3d) washed by a refrigerant, which is configured to either close or open the supply line (3a) depending on temperature T _{coolant.valve.1 of the} refrigerant on the indicated element (3d), while the cooling circuit (2) is not switched by the indicated first self-regulating valve (3f). 2. A liquid-cooled internal combustion engine (1) according to claim 1, characterized in that the first self-regulating valve (3f) is _configured to close the supply line (3a) if the temperature T _{coolant.valve.1 of the} refrigerant exceeds the temperature T _{valve. 1.closed} closing the first self-adjusting valve (3f). 3. A liquid-cooled internal combustion engine (1) according to claim 2, characterized in that the temperature T _{valve.1.closed for} closing the first self-regulating valve (3f) lies in the range 110 ° C≤T _{valve.1.closed} ≤150 ° C, preferably 120 ° C≤T _{valve.1.closed} ≤140 ° C. 4. A liquid-cooled internal combustion engine (1) according to any one of the preceding claims, characterized in that the return line (2d), which branches off from the exhaust line (2c), flows into the supply line (2b) through a second self-regulating valve (2f) . 5. A liquid-cooled internal combustion engine (1) according to claim 4, characterized in that the second self-regulating valve (2f) contains a temperature-sensitive element flushed by the refrigerant, the return line (2d) or connected to the supply line (2b), either separated from the supply line (2b) depending on the temperature T _{colant.valve.2 of the} refrigerant on the indicated element. 6. The liquid-cooled internal combustion engine (1) according to claim 5, characterized in that the second self-regulating valve (2f) is _configured to connect the return line (2d) to the supply line (2b) if the temperature T is _col.valve.2 refrigerant exceeds temperature T _{valve.2.opened} opening of the second self-adjusting valve (2f). 7. The liquid-cooled internal combustion engine (1) according to claim 6, characterized in that the temperature T _{valve.2.opened for} opening the second self-regulating valve (2f) lies in the range 80 ^o C≤T _{valve.2.closed} ≤105 ^o C. 8. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 5-7, characterized in that the supply line (3a) flows into the cooling circuit (2) through the second self-regulating valve (2f), so that the second self-regulating valve (2f) is located at the second branch point (3c). 9. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 5-7, characterized in that the supply line (3A) flows into the cooling circuit (2) between the radiator (2e) and the second self-regulating valve (2f). 10. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 1-3 or 5-7, characterized in that the first self-adjusting valve (3f) is located at the first branch point (3b). 11. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 1-3 or 5-7, characterized in that the first self-regulating valve (3f) is located before the heat exchanger (3e) in the supply line (3a). 12. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 1-3 or 5-7, characterized in that the first self-regulating valve (3f) is located behind the heat exchanger (3e) in the supply line (3a). 13. The liquid-cooled internal combustion engine (1) according to any one of paragraphs. 1-3 or 5-7, characterized in that in the cooling circuit (2), preferably in the supply line (2b), a pump (2a) is installed for supplying refrigerant.

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