WO2005040574A1 - Motor vehicle cooling system - Google Patents

Motor vehicle cooling system Download PDF

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Publication number
WO2005040574A1
WO2005040574A1 PCT/SE2004/001509 SE2004001509W WO2005040574A1 WO 2005040574 A1 WO2005040574 A1 WO 2005040574A1 SE 2004001509 W SE2004001509 W SE 2004001509W WO 2005040574 A1 WO2005040574 A1 WO 2005040574A1
Authority
WO
WIPO (PCT)
Prior art keywords
flow circuit
cooling system
pressure
coolant
circuit
Prior art date
Application number
PCT/SE2004/001509
Other languages
French (fr)
Inventor
Gunnar Theorell
Original Assignee
Volvo Lastvagnar Ab
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to AT04775568T priority Critical patent/ATE434120T1/en
Priority to EP04775568A priority patent/EP1689987B1/en
Priority to BRPI0415569A priority patent/BRPI0415569B1/en
Priority to DE602004021626T priority patent/DE602004021626D1/en
Priority to JP2006536483A priority patent/JP4387413B2/en
Publication of WO2005040574A1 publication Critical patent/WO2005040574A1/en
Priority to US11/379,814 priority patent/US7216609B2/en

Links

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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F01P3/2207—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point characterised by the coolant reaching temperatures higher than the 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/0285—Venting devices
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/143—Controlling of coolant flow the coolant being liquid using restrictions
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/02—Intercooler
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers

Definitions

  • the present invention relates to a cooling system for an internal combustion engine mounted in a vehicle, which cooling system comprises a flow circuit with a pump for circulating coolant via ducts in the cylinder block of the engine and a radiator, which flow circuit is separated from atmospheric pressure.
  • One object of the invention is therefore to produce a cooling system which makes more rapid pressure build-up possible, which can be designed in a space-saving way and with a low pressure drop and which does not lose the system pressure in the event of moderate valve leakage.
  • the cooling system is characterized in that the cooling system also comprises a second flow circuit which is provided with a coolant reservoir with a normal pressure which is lower than the pressure in the first flow circuit, and a pump for circulating coolant between units with a cooling requirement and a second radiator, and in that the second flow circuit is connected to the first flow circuit via a one-way valve opening in the direction of the first flow circuit.
  • This design of the cooling system allows the two flow circuits to be optimized individually for different tasks/temperature ranges with advantageous flow resistance.
  • the flow circuit operating with a higher temperature range can be designed to be closed to the atmosphere, so that the pressure build-up in this circuit can take place rapidly.
  • Normal pressure means the pressure which normally arises in the second flow circuit when the engine operates.
  • FIG. 1 is a diagrammatic sketch which shows a first flow circuit in a cooling system according to the invention
  • FIG. 2 shows in a corresponding way a second flow circuit in the cooling system according to the invention
  • FIG. 3 shows in a corresponding way the two flow circuits combined so as to show the cooling system according to the invention in its entirety.
  • the main task of the first flow circuit shown in Fig. 1 is to regulate the temperature of an internal combustion engine 10.
  • the flow circuit comprises a circulation pump 11 which on the pressure side feeds coolant in through ducts in the cylinder block of the engine 10 for cooling cylinder liners and cylinder head.
  • the coolant also passes through an oil cooler 12 and an EGR cooler 13 arranged in conjunction with the cylinder head.
  • the coolant leaves the cylinder head via a thermostat valve 14 which can in a known way conduct the flow either, at low temperature, via a return line 15 directly back to the inlet of the pump 11 or, at higher temperatures, via the pipeline 16 through a radiator 17.
  • a pipeline 22a extends from a point upstream of the thermostat valve 14, via a heater 23 for heating the cab of the vehicle, to a point downstream of the radiator 17.
  • a venting line 22b extends from the same part of the circuit to the filling/venting vessel 19a.
  • a further branch line 24 forms a connection to the second flow circuit, which connection is limited by means of a compression-spring-loaded non-return valve 25. This first flow circuit is therefore separated from atmospheric pressure by means of the pressure control valve 20 and the non-return valve 25.
  • the main task of the second flow circuit shown in Figure 2 is to regulate the temperature of one or more heat exchanger (s) 26 for charge air and EGR and also for gearbox cooling 27.
  • the flow circuit comprises a circulation pump 28 which on the pressure side feeds coolant through a pipeline 29.
  • the coolant After passing through the heat exchanger (s) mentioned above, the coolant is cooled by means of a radiator 30 which is positioned upstream of the radiator 17 in relation to an air flow which passes these radiators.
  • a branch line 31 for venting is connected to the pipeline 29 upstream of the radiator 30 and connects the latter to the coolant reservoir 21 via a choke 32.
  • the branch line 24 is connected to the pipeline 29 of the second flow circuit on the pressure side of the circulation pump 28.
  • This second flow circuit suitably operates with a lower temperature and a lower pressure than the first flow circuit.
  • Figure 3 shows the two flow circuits combined to form the cooling system according to the invention.
  • the pressure drop can be kept low.
  • the first flow circuit is pressurized with coolant which is fed from the coolant reservoir 21 to the suction side of the circulation pump 11 with the aid of the circulation pump 28 and the branch line 24.
  • venting of the cooling system takes place to the coolant reservoir 21 via the pressure control valve 20 in the first circuit and the choke 32 in the second circuit.
  • coolant can be drawn from the tank 21 to the first flow circuit via the non-return valve 25 and the branch line 24.
  • FIG. 3 shows a variant of the invention where the second flow circuit has been provided with a variable choke 33 downstream of the branch line 24 and upstream of the heat exchanger 27.
  • This choke 33 can be used actively in order to increase the pressure drop in the second flow circuit momentarily when the engine is started, which speeds up the pressure build-up in the first flow circuit and thus reduces the risk of cavitation damage.
  • the choke can be used in order to feed coolant from the second flow circuit (the low temperature circuit) to the first flow circuit (the high temperature circuit) in order to increase the cooling performance momentarily, for example in the case of retarder braking.
  • coolant with a lower temperature is fed to the first flow circuit through the non-return valve 25, and a corresponding quantity of coolant is fed out through the pressure valve 20 to the coolant reservoir 21.
  • a further variant of the invention is shown in Figure 3.
  • the feed pressure from this circuit to the first flow circuit may become too high.
  • the feed pressure can be limited by the reducing valve 25.
  • the cooling system has a line with a non-return valve 35 which makes it possible for coolant to flow into the first flow circuit from the coolant reservoir 21 when the cooling system undergoes cooling.
  • the filling/venting vessel 19a can be combined with the radiator 17.
  • the pressure control valve 20 does not have to be integrated with the filling/venting vessel 19a but can instead be positioned at the inlet to the coolant reservoir 21 or on the line between the latter and the vessel 19a.
  • Various components with a cooling requirement for example an EGR cooler and an oil cooler, can be connected optionally to one or other flow circuit according to requirement and optimization and are therefore not tied to the illustrative embodiment shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a cooling system for an internal combustion engine mounted in a vehicle, comprising a flow circuit a pump (11) for circulating coolant via ducts in the cylinder block (10) of the engine and a radiator (17). The flow circuit is separated form atmospheric pressure. The cooling system also comprises a second flow circuit which is provided with a coolant reservoir (21) with a normal pressure which is lower than the pressure in the first flow circuit, and a pump (28) for circulating coolant via a pipeline (29) between units (26, 27) with a cooling requirement and a second radiator (30). The second flow circuit is connected to the first flow circuit via a one-way valve (25) opening in the direction of the first flow circuit.

Description

C14796/KS, 04-12-02
TITLE
Motor vehicle cooling system
TECHNICAL FIELD
The present invention relates to a cooling system for an internal combustion engine mounted in a vehicle, which cooling system comprises a flow circuit with a pump for circulating coolant via ducts in the cylinder block of the engine and a radiator, which flow circuit is separated from atmospheric pressure.
BACKGROUND In conventional cooling systems for an internal combustion engine mounted in a vehicle, use is made of a relatively large expansion tank as a reserve volume for coolant and in order to compensate for the expansion of the coolant which takes place when it is heated up from cold starting to full operating temperature, around 80-90 °C. The expansion tank requires space and encroaches on the cooling area.
The development of heavy-duty, turbocharged diesel vehicles, for example trucks, has meant an increasing demand for cooling capacity for oil coolers for engine and gearbox, charge air coolers, coolers for EGR gas and coolers for retarders. Some of these devices, for example charge air coolers, EGR coolers and transmission coolers, often require a lower temperature of the coolant inflow than that required by the internal combustion engine.
This demand has usually been met by increasing radiator area and coolant flow. These measures generally mean that the risk of cavitation at the coolant pump increases because the pressure drop in these cooling systems is great. From US 6532910, for example, it is known to pressurize a cooling system via the expansion tank by means of positive pressure from the intake side of the engine. The pressure increase means that a higher temperature can be maintained in the cooling system, at the same time as the cavitation risk decreases. One problem with this known solution is that it can take several minutes from the engine being started until the pressure in the cooling system has been built up, if the engine is run at low load. During this period of time, cavitation in the cooling system circulation pump and cylinder liners can lead to local overheating which may involve engine damage. Moreover, the system pressure can disappear in the event of minor valve leakage.
SUMMARY OF THE INVENTION
One object of the invention is therefore to produce a cooling system which makes more rapid pressure build-up possible, which can be designed in a space-saving way and with a low pressure drop and which does not lose the system pressure in the event of moderate valve leakage.
To this end, the cooling system according to the invention is characterized in that the cooling system also comprises a second flow circuit which is provided with a coolant reservoir with a normal pressure which is lower than the pressure in the first flow circuit, and a pump for circulating coolant between units with a cooling requirement and a second radiator, and in that the second flow circuit is connected to the first flow circuit via a one-way valve opening in the direction of the first flow circuit. This design of the cooling system allows the two flow circuits to be optimized individually for different tasks/temperature ranges with advantageous flow resistance. The flow circuit operating with a higher temperature range can be designed to be closed to the atmosphere, so that the pressure build-up in this circuit can take place rapidly. Normal pressure means the pressure which normally arises in the second flow circuit when the engine operates.
Advantageous illustrative embodiments of the invention emerge from the subclaims which follow.
BRIEF DESCRIPTION OF FIGURES
The invention will be described in greater detail below with reference to illustrative embodiments shown in the accompanying drawings, in which
FIG. 1 is a diagrammatic sketch which shows a first flow circuit in a cooling system according to the invention, FIG. 2 shows in a corresponding way a second flow circuit in the cooling system according to the invention, and FIG. 3 shows in a corresponding way the two flow circuits combined so as to show the cooling system according to the invention in its entirety.
DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS
The cooling system according to the invention will be described in connection with Figures 1 and 2 as two separate flow circuits, which are shown combined in Figure 3.
The main task of the first flow circuit shown in Fig. 1 is to regulate the temperature of an internal combustion engine 10. For this purpose, the flow circuit comprises a circulation pump 11 which on the pressure side feeds coolant in through ducts in the cylinder block of the engine 10 for cooling cylinder liners and cylinder head. The coolant also passes through an oil cooler 12 and an EGR cooler 13 arranged in conjunction with the cylinder head. The coolant leaves the cylinder head via a thermostat valve 14 which can in a known way conduct the flow either, at low temperature, via a return line 15 directly back to the inlet of the pump 11 or, at higher temperatures, via the pipeline 16 through a radiator 17. This is connected to the suction side of the pump, which is also connected via a pipeline 18 to a filling/venting vessel 19a, which is connected to the radiator 17 via a pipeline 19b and is provided with a pressure-tolerant filling cover and a pressure control valve 20. An outlet from this valve 20 is connected to a coolant reservoir 21 shown in Figures 2 and 3. A pipeline 22a extends from a point upstream of the thermostat valve 14, via a heater 23 for heating the cab of the vehicle, to a point downstream of the radiator 17. A venting line 22b extends from the same part of the circuit to the filling/venting vessel 19a. A further branch line 24 forms a connection to the second flow circuit, which connection is limited by means of a compression-spring-loaded non-return valve 25. This first flow circuit is therefore separated from atmospheric pressure by means of the pressure control valve 20 and the non-return valve 25.
The main task of the second flow circuit shown in Figure 2 is to regulate the temperature of one or more heat exchanger (s) 26 for charge air and EGR and also for gearbox cooling 27. For this purpose, the flow circuit comprises a circulation pump 28 which on the pressure side feeds coolant through a pipeline 29. After passing through the heat exchanger (s) mentioned above, the coolant is cooled by means of a radiator 30 which is positioned upstream of the radiator 17 in relation to an air flow which passes these radiators. A branch line 31 for venting is connected to the pipeline 29 upstream of the radiator 30 and connects the latter to the coolant reservoir 21 via a choke 32. The branch line 24 is connected to the pipeline 29 of the second flow circuit on the pressure side of the circulation pump 28. This second flow circuit suitably operates with a lower temperature and a lower pressure than the first flow circuit.
Figure 3 shows the two flow circuits combined to form the cooling system according to the invention. By dividing the cooling system into two separate flow circuits, the pressure drop can be kept low. When the engine is started, the first flow circuit is pressurized with coolant which is fed from the coolant reservoir 21 to the suction side of the circulation pump 11 with the aid of the circulation pump 28 and the branch line 24. During pressure build-up, venting of the cooling system takes place to the coolant reservoir 21 via the pressure control valve 20 in the first circuit and the choke 32 in the second circuit. On cooling, coolant can be drawn from the tank 21 to the first flow circuit via the non-return valve 25 and the branch line 24.
Figure 3 shows a variant of the invention where the second flow circuit has been provided with a variable choke 33 downstream of the branch line 24 and upstream of the heat exchanger 27. This choke 33 can be used actively in order to increase the pressure drop in the second flow circuit momentarily when the engine is started, which speeds up the pressure build-up in the first flow circuit and thus reduces the risk of cavitation damage. Moreover, the choke can be used in order to feed coolant from the second flow circuit (the low temperature circuit) to the first flow circuit (the high temperature circuit) in order to increase the cooling performance momentarily, for example in the case of retarder braking. In this connection, coolant with a lower temperature is fed to the first flow circuit through the non-return valve 25, and a corresponding quantity of coolant is fed out through the pressure valve 20 to the coolant reservoir 21. A further variant of the invention is shown in Figure 3. In the event of a large pressure drop over the second flow circuit, the feed pressure from this circuit to the first flow circuit may become too high. In this connection, the feed pressure can be limited by the reducing valve 25. According to Figure 3, the cooling system has a line with a non-return valve 35 which makes it possible for coolant to flow into the first flow circuit from the coolant reservoir 21 when the cooling system undergoes cooling.
The invention is not to be regarded as being limited to the illustrative embodiments described above, but a number of further variants and modifications are conceivable within the scope of the patent claims which follow. For example, the filling/venting vessel 19a can be combined with the radiator 17. The pressure control valve 20 does not have to be integrated with the filling/venting vessel 19a but can instead be positioned at the inlet to the coolant reservoir 21 or on the line between the latter and the vessel 19a. Various components with a cooling requirement, for example an EGR cooler and an oil cooler, can be connected optionally to one or other flow circuit according to requirement and optimization and are therefore not tied to the illustrative embodiment shown.

Claims

C14796/KS , 04-12-02PATENT CLAIMS
1. A cooling system for an internal combustion engine mounted in a vehicle, which cooling system comprises a flow circuit with a pump (11) for circulating coolant via ducts in the cylinder block (10) of the engine and a radiator (17), which flow circuit is separated from atmospheric pressure, characterized in that the cooling system also comprises a second flow circuit which is provided with a coolant reservoir (21) with a normal pressure which is lower than the pressure in the first flow circuit, and a pump (28) for circulating coolant via a pipeline (29) between units (26, 27) with a cooling requirement and a second radiator (30), and in that the second flow circuit is connected to the first flow circuit via a one-way valve (25) opening in the direction of the first flow circuit.
2. The cooling system as claimed in claim 1, characterized in that the one-way valve (25) is positioned in a pipeline (24) which connects the suction side of the first flow circuit to the pressure side of the second flow circuit.
3. The cooling system as claimed in claim 1 or 2, characterized in that the first flow circuit is provided with a pressure-controlled valve (20) which is arranged to open when a predetermined pressure level is exceeded and which then communicates with the coolant reservoir (21) arranged in the second flow circuit.
4. The cooling system as claimed in any one of claims 1 to 3, characterized in that the coolant reservoir (21) is connected via an inlet line to the circulation pump (28) of the second flow circuit.
5. The cooling system as claimed in any one of claims 1 to 4, characterized in that a line with a pressurized one-way valve (34) makes it possible for coolant to flow into the first flow circuit from the coolant reservoir (21) when the cooling system undergoes cooling.
6. The cooling system as claimed in any one of claims 1 to 5, characterized in that the pipeline (29) of the second flow circuit is provided with a variable choke (33) which makes it possible to regulate the pressure drop in this circuit for feeding coolant from the second circuit to the first circuit.
7. The cooling system as claimed in claim 6, characterized in that the first flow circuit comprises a cooler for a liquid-cooled retarder.
PCT/SE2004/001509 2003-10-24 2004-10-19 Motor vehicle cooling system WO2005040574A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AT04775568T ATE434120T1 (en) 2003-10-24 2004-10-19 MOTOR VEHICLE COOLING SYSTEM
EP04775568A EP1689987B1 (en) 2003-10-24 2004-10-19 Motor vehicle cooling system
BRPI0415569A BRPI0415569B1 (en) 2003-10-24 2004-10-19 motor vehicle cooling system
DE602004021626T DE602004021626D1 (en) 2003-10-24 2004-10-19 MOTOR VEHICLE COOLING SYSTEM
JP2006536483A JP4387413B2 (en) 2003-10-24 2004-10-19 Vehicle cooling system
US11/379,814 US7216609B2 (en) 2003-10-24 2006-04-24 Motor vehicle cooling system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0302834-7 2003-10-24
SE0302834A SE525988C2 (en) 2003-10-24 2003-10-24 Cooling system for a combustion engine mounted in a vehicle

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/379,814 Continuation US7216609B2 (en) 2003-10-24 2006-04-24 Motor vehicle cooling system

Publications (1)

Publication Number Publication Date
WO2005040574A1 true WO2005040574A1 (en) 2005-05-06

Family

ID=29580141

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2004/001509 WO2005040574A1 (en) 2003-10-24 2004-10-19 Motor vehicle cooling system

Country Status (9)

Country Link
US (1) US7216609B2 (en)
EP (1) EP1689987B1 (en)
JP (1) JP4387413B2 (en)
CN (1) CN100451308C (en)
AT (1) ATE434120T1 (en)
BR (1) BRPI0415569B1 (en)
DE (1) DE602004021626D1 (en)
SE (1) SE525988C2 (en)
WO (1) WO2005040574A1 (en)

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WO2008010749A1 (en) * 2006-07-20 2008-01-24 Volvo Lastvagnar Ab Cooling system
DE102008036277A1 (en) 2007-09-25 2009-04-02 Ford Global Technologies, LLC, Dearborn Cooling system with insulated cooling circuits
CN101749094A (en) * 2008-12-10 2010-06-23 福特环球技术公司 Cooling system and method for a vehicle engine
EP3054143A1 (en) * 2015-02-09 2016-08-10 Hyundai Motor Company Integrated egr cooler
DE102012000312B4 (en) 2011-01-13 2019-08-01 Craig Assembly, Inc. A vehicle having a plurality of isolated fluid inlets and a method of filling a plurality of isolated vehicle fluid circuits through a common fluid fill passage
WO2019203701A1 (en) * 2018-04-17 2019-10-24 Scania Cv Ab A cooling system comprising at least two cooling circuits connected to a common expansion tank
EP3611356A1 (en) * 2018-08-16 2020-02-19 Lg Electronics Inc. Cooling circuit of an engine for driving a heat pump compressor

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JP5042119B2 (en) * 2007-07-17 2012-10-03 本田技研工業株式会社 Cooling device for water-cooled internal combustion engine
JP4384230B2 (en) * 2008-03-19 2009-12-16 ダイハツ工業株式会社 Engine cooling system
US7845339B2 (en) * 2008-12-16 2010-12-07 Cummins Intellectual Properties, Inc. Exhaust gas recirculation cooler coolant plumbing configuration
US8375917B1 (en) * 2009-07-23 2013-02-19 Gene Neal Engine oil cooler
DE102010018624B4 (en) * 2010-04-28 2015-12-17 Audi Ag Coolant circuit for an internal combustion engine
US20130000729A1 (en) * 2011-06-30 2013-01-03 Caterpillar Inc. Def pump and tank thawing system and method
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JP5811932B2 (en) * 2012-04-05 2015-11-11 株式会社デンソー Heat source cooling device
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ATE434120T1 (en) 2009-07-15
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US7216609B2 (en) 2007-05-15
BRPI0415569B1 (en) 2015-10-20

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