WO2012081081A1 - Dispositif de refroidissement de moteur - Google Patents

Dispositif de refroidissement de moteur Download PDF

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Publication number
WO2012081081A1
WO2012081081A1 PCT/JP2010/072416 JP2010072416W WO2012081081A1 WO 2012081081 A1 WO2012081081 A1 WO 2012081081A1 JP 2010072416 W JP2010072416 W JP 2010072416W WO 2012081081 A1 WO2012081081 A1 WO 2012081081A1
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WO
WIPO (PCT)
Prior art keywords
cooling
cooling medium
engine
cooling water
passage
Prior art date
Application number
PCT/JP2010/072416
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English (en)
Japanese (ja)
Inventor
▲高▼橋大志
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to US13/991,213 priority Critical patent/US20130247848A1/en
Priority to JP2012548562A priority patent/JP5541371B2/ja
Priority to CN201080070660.7A priority patent/CN103261616B/zh
Priority to EP10860673.2A priority patent/EP2653687A4/fr
Priority to PCT/JP2010/072416 priority patent/WO2012081081A1/fr
Publication of WO2012081081A1 publication Critical patent/WO2012081081A1/fr

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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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • 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
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/16—Arrangements for cooling other engine or machine parts for cooling fuel injectors or sparking-plugs
    • 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series

Definitions

  • the present invention relates to an engine cooling device.
  • Patent Document 1 discloses a cooling device for a multi-cylinder engine that improves the cooling performance of the cylinder head while preventing excessive cooling of the cylinder block.
  • Patent Document 2 discloses a cooling device for an internal combustion engine that actively cools the wall surface on the exhaust port side of the combustion chamber to improve the cooling efficiency of the internal combustion engine.
  • FIG. 10 is a diagram showing a breakdown of engine heat balance.
  • the breakdown of the general heat balance of the spark ignition type internal combustion engine is shown for the full load case and the partial load case, respectively.
  • a spark ignition type internal combustion engine generates a lot of heat that is not used for net work such as exhaust loss and cooling loss.
  • the reduction of the cooling loss which accounts for a large proportion of the total energy loss, is a very important factor for improving the thermal efficiency (fuel consumption).
  • a general engine is not configured to locally change the state of heat transfer. That is, in a general engine, it is difficult to cool a part that needs to be cooled to a necessary degree because of the configuration.
  • the flow rate of the cooling water is changed according to the engine speed by a mechanical water pump driven by the output of the engine. .
  • the heat transfer state can be locally changed according to the engine operating state. I can't do it.
  • FIG. 11 is a diagram showing the inner wall temperature and heat transmittance of the cylinder. In FIG. 11, these are shown respectively for the case of the normal configuration and the case of increasing the heat insulation.
  • a case of a normal configuration a case of a general engine provided with one cooling water circulation path for circulating cooling water from the lower part of the cylinder block toward the cylinder head against gravity is shown.
  • heat insulation is improved, the case where the material is changed as the wall thickness of the cylinder is increased and the case where air insulation with higher heat insulation is performed are shown.
  • an object of the present invention is to provide an engine cooling apparatus that can achieve both reduction in cooling loss and knock performance.
  • the present invention includes a cylinder block and a cylinder head of an engine provided with a first coolant passage and a second coolant passage, and the first coolant passage is located on the exhaust side of the cylinder block.
  • the coolant is circulated through the portion, and the coolant is circulated through the exhaust-side portion of the cylinder head including a predetermined area around the spark plug provided in the cylinder head.
  • An engine cooling apparatus that distributes a cooling medium to a portion on the intake side.
  • the configuration further includes cooling medium control means for reducing the flow rate of the cooling medium flowing through the second cooling medium passage when the load is low and medium than when the load is high.
  • the engine is an engine that performs exhaust gas recirculation, and includes a cooler that can cool exhaust gas that is recirculated to the engine by heat exchange with a circulating cooling medium, and the first cooling medium passage. It is preferable that the configuration further includes a first branching portion that divides the circulating cooling medium and distributes it to the cooler.
  • the present invention provides a heater capable of heating air by heat exchange with a circulating cooling medium, and a second branch for diverting the cooling medium flowing through the first cooling medium passage to flow to the heater. It is preferable that it is the structure further provided with a part.
  • FIG. 1 is a schematic configuration diagram of an engine cooling device according to Embodiment 1.
  • FIG. It is a figure which shows a water jacket. It is a figure which shows the cooling area
  • FIG. 6 is a schematic configuration diagram of an engine cooling device according to a third embodiment. It is a figure which shows the breakdown of the heat balance of an engine. It is a figure which shows the inner-wall temperature and heat transmittance of a cylinder.
  • FIG. 1 is a schematic configuration diagram of an engine cooling device (hereinafter referred to as a cooling device) 1A.
  • the cooling device 1A is mounted on a vehicle (not shown).
  • the cooling device 1 ⁇ / b> A includes a water pump (hereinafter referred to as W / P) 11, a radiator 12, a thermostat 13, a flow control valve 14, and an engine 50.
  • W / P11 is a cooling medium pumping means for pumping cooling water as a cooling medium.
  • W / P11 is a variable W / P that makes the flow rate of the cooling water pumped variable.
  • W / P11 may be a mechanical W / P driven by the output of the engine 50.
  • Cooling water pumped by the W / P 11 is supplied to the engine 50.
  • the engine 50 is provided with a first water jacket (hereinafter referred to as W / J) 501 and a second W / J 502. Specifically, the cooling water pumped by the W / P 11 is supplied to the W / J 501 and 502.
  • FIG. 2 is a diagram showing W / J 501 and 502.
  • FIG. 3 is a view showing cooling regions R1 and R2 of W / J 501 and 502.
  • FIG. 4 is an enlarged view of the cooling regions R1 and R2.
  • FIG. 2 is a perspective view of the engine 50 and shows a schematic structure of the W / J 501 and 502.
  • FIG. 3 is a top view of the engine 50 and shows the cooling regions R1 and R2.
  • FIG. 4 is an enlarged view of the cooling regions R1 and R2 per cylinder of the engine 50 among the cooling regions R1 and R2 shown in FIG.
  • the cooling region R1 indicates the cooling region of the first W / J 501 in the cylinder head 52
  • the cooling region R2 indicates the cooling region of the second W / J 502 in the cylinder head 52.
  • the engine 50 includes a cylinder block 51, a cylinder head 52, a gasket 53, and a spark plug 54.
  • a cylinder 51 a is formed in the cylinder block 51.
  • a cylinder head 52 is provided on the cylinder block 51 via a gasket 53.
  • the gasket 53 has high heat insulating properties.
  • the cylinder head 52 is provided with a spark plug 54 for each cylinder 51a.
  • the cylinder block 51 and the cylinder head 52 form a combustion chamber together with a piston (not shown).
  • the first W / J 501 circulates cooling water to the exhaust side portion of the cylinder block 51, and includes a predetermined area around the spark plug 54 of the cylinder head 52 and includes a cooling medium in the exhaust side portion. Circulate.
  • the predetermined area is an area in the cylinder head 52 where the portion around the spark plug 54 can be cooled. For this reason, a portion of the cylinder head 52 around the spark plug 54 is included in the cooling region R1.
  • the second W / J 502 distributes the cooling water to the intake side portion of the cylinder block 51 and distributes the cooling water to the intake side portion of the cylinder head 52.
  • Each of the W / Js 501 and 502 has a longitudinal flow structure in which the cooling water flows from the cylinder block 51 and the cooling water flows out from the cylinder head 52. Further, the side from which the output of the engine 50 is taken is the rear side, and cooling water is allowed to flow in from the front side of the engine 50 and the cooling water is allowed to flow out from the rear side.
  • a plurality of cooling water circulation paths are formed in the cooling device 1A.
  • the cooling water circulation path for example, there is a first circulation path C1 which is a circulation path in which the first W / J 501 is incorporated.
  • the cooling water flowing through the first circulation path C1 is discharged from the W / P 11 and then flows through the first W / J 501 and further through the thermostat 13 or through the radiator 12 and the thermostat 13. Return to P11.
  • the radiator 12 is a heat exchanger, and cools the cooling water by exchanging heat between the circulating cooling water and the air.
  • the thermostat 13 switches the distribution route communicating with the W / P 11 from the entrance side. Specifically, the thermostat 13 sets the flow path that bypasses the radiator 12 when the cooling water temperature is lower than a predetermined value, and sets the flow path that flows through the radiator 12 when the cooling water temperature is equal to or higher than the predetermined value.
  • cooling water circulation path for example, there is a second circulation path C2 which is a circulation path in which the second W / J 502 is incorporated.
  • the cooling water flowing through the second circulation path C2 is discharged from the W / P 11 and then flows through the flow rate control valve 14 and further passes through the thermostat 13 or to the W / P 11 via the radiator 12 and the thermostat 13. It comes to return.
  • the flow rate adjusting valve 14 is provided in a part of the second circulation path C2 after the circulation paths C1 and C2 are branched and a part upstream of the engine 50.
  • the flow rate adjusting valve 14 is a cooling capacity adjusting means that can adjust the cooling capacity of the second W / J 502 by adjusting the flow rate of the cooling water flowing through the second W / J 502.
  • the flow rate adjusting valve 14 is a cooling capacity adjusting means capable of suppressing the cooling capacity of the second W / J 502 without suppressing the cooling capacity of the first W / J 501.
  • the cooling capacity adjusting means is capable of suppressing the cooling capacity of the second W / J 502 without suppressing the cooling capacity of the first W / J 501 with respect to the capacity.
  • the flow rate adjusting valve 14 cools the first W / J 501 when the flow rate of the cooling water flowing through the second W / J 502 is adjusted so as to suppress the cooling capacity of the second W / J 502.
  • the cooling capacity adjusting means is capable of adjusting the flow rate of the cooling water flowing through the first W / J 501 so as to increase the capacity.
  • the cooling water flowing through the first circulation path C ⁇ b> 1 is not circulated through the second W / J 502 until one cycle after the cooling water is pumped by the W / P 11. .
  • the cooling water flowing through the second circulation path C2 is not circulated through the first W / J 501 until one cycle after the cooling water is pumped by the W / P 11. That is, in the cooling device 1A, the first W / J 501 and the second W / J 502 are incorporated in different coolant circulation paths.
  • the first W / J 501 corresponds to the first coolant passage
  • the second W / J 502 corresponds to the second coolant passage.
  • FIG. 5 is a schematic configuration diagram of the ECU 70.
  • the cooling device 1A further includes an ECU 70 that is an electronic control device.
  • the ECU 70 includes a microcomputer including a CPU 71, a ROM 72, a RAM 73, and the like and input / output circuits 75 and 76. These components are connected to each other via a bus 74.
  • the ECU 70 includes a crank angle sensor 81 for detecting the rotational speed of the engine 50, an air flow meter 82 for measuring the intake air amount, an accelerator opening sensor 83 for detecting the accelerator opening, and cooling water.
  • Various sensors and switches such as a water temperature sensor 84 for detecting the temperature of the water are electrically connected.
  • the load of the engine 50 is detected by the ECU 70 based on the outputs of the air flow meter 82 and the accelerator opening sensor 83.
  • Various control objects such as the W / P 11 and the flow rate control valve 14 are electrically connected to the ECU 70.
  • the ROM 72 is configured to store a program in which various processes executed by the CPU 71 are described, map data, and the like.
  • the CPU 71 executes a process based on a program stored in the ROM 72 while using the temporary storage area of the RAM 73 as necessary, the ECU 70 has various control means, determination means, detection means, calculation means, and the like functionally. To be realized.
  • a control means for controlling the W / P 11 and the flow rate control valve 14 is functionally realized.
  • the control means performs control for driving the W / P 11 when cooling water is circulated through the engine 50.
  • the cooling water is circulated through the W / J 501.
  • the engine is operating.
  • a predetermined time may have elapsed after the engine cold start.
  • the control means is configured to circulate the cooling water through the second W / J 502, when the load of the engine 50 is a low / medium load, than when the load is high. Also, the control for reducing the opening degree of the flow control valve 14 is performed. As a result, when the load of the engine 50 is a low / medium load, the flow rate of the cooling water flowing through the second W / J 502 is reduced as compared with the case of a high load.
  • the control means can fully open the flow control valve 14 when the load of the engine 50 is high. Further, when the load of the engine 50 is a low / medium load, the flow rate control valve 14 can be opened, for example, in a fully closed state or a mode in which boiling of the cooling water can be suppressed.
  • the control unit In performing the control for driving the W / P 11, the control unit can perform the control so that the discharge amount increases as the rotational speed of the engine 50 increases, for example.
  • the W / P 11, the flow rate adjustment valve 14, and the ECU 70 correspond to the cooling medium control means.
  • the ECU 70 determines whether or not the engine is operating (step S1). If negative. W / P11 is stopped (step S7). And this flowchart is once complete
  • the ECU 70 detects the load of the engine 50 (step S3). Then, it is determined whether or not the detected load is a high load (step S4). If the determination is affirmative, the ECU 70 opens the flow rate adjustment valve 14 (step S5). If the determination is negative, the ECU 70 opens the valve with a smaller opening than when the load is high, including closing the valve (step S6). Thereby, when the load of the engine 50 is a low / medium load, the flow rate of the cooling water flowing through the second W / J 502 is reduced as compared with the case of a high load.
  • FIG. 7 is a diagram showing the heat transfer coefficient and the surface area ratio of the combustion chamber according to the crank angle. As shown in FIG. 7, it can be seen that the heat transfer coefficient increases near the top dead center of the compression stroke. As for the surface area ratio, it can be seen that the surface area ratio of the cylinder head 52 and the piston increases near the top dead center of the compression stroke. Therefore, it can be seen that the influence of the temperature of the cylinder head 52 is large on the cooling loss.
  • knocking depends on the compression end temperature, and it can be seen that the surface area ratio of the cylinder 51a is large in the intake compression stroke that affects the compression end temperature. Therefore, it can be seen that the influence of the temperature of the cylinder 51a is large for knocking. Further, regarding knocking, the influence of temperature on the exhaust side portion of the cylinder 51a is greater than that on the intake side because of the intake air flowing into the combustion chamber.
  • the cooling device 1A can cool the exhaust side portion of the engine 50 by circulating the cooling water through the first W / J 501.
  • the exhaust side portion of the cylinder 51a can be cooled.
  • the portion on the exhaust side of the engine 50 is a portion that tends to become hot for the convenience of exhaust.
  • 1 A of cooling devices can suppress generation
  • the reliability of the engine 50 can be ensured by cooling the portion around the spark plug 54.
  • the cooling device 1A can reduce the cooling loss in the intake side portion of the engine 50 by limiting the flow rate of the cooling water flowing through the second W / J 502. Thus, the cooling loss can be reduced at the intake side portion of the cylinder head 52. Further, the cooling device 1A is provided with the first W / J 501 on the exhaust side of the engine 50 and the second W / J 502 on the intake side of the engine 50, so that a simple longitudinal flow structure that is relatively easy to manufacture. Can have.
  • the cooling device 1A can locally change the heat transfer state with a simple longitudinal flow structure. And thereby, thermal efficiency can be improved by making the reduction of cooling loss and knock performance compatible.
  • the cooling device 1A distributes the cooling water to the engine 50, the occurrence of knocking can be suitably suppressed by always flowing the cooling water to the first W / J 501. At the same time, the reliability of the engine 50 can be suitably secured.
  • the cooling water is circulated through the second W / J 502
  • the flow rate of the cooling water circulated through the second W / J 502 is higher when the load of the engine 50 is low and medium than when the load is high. By reducing it, the cooling loss can be reduced at low and medium loads. As a result, a reduction in cooling loss and a knocking performance can both be suitably achieved.
  • the cooling device 1A when the flow rate adjusting valve 14 adjusts the flow rate of the cooling water flowing through the second W / J 502 so as to suppress the cooling capacity of the second W / J 502, the first W The flow rate of the cooling water flowing through the first W / J 501 is adjusted so as to increase the cooling capacity of / J501. For this reason, the cooling device 1A can further cool the intake air. As a result, the occurrence of knocking can be more suitably suppressed.
  • FIG. 8 is a schematic configuration diagram of the cooling device 1B.
  • the cooling device 1B further includes an EGR device 21 and a first branch portion 22 as compared with the cooling device 1A.
  • the EGR device 21 performs exhaust gas recirculation with respect to the engine 50.
  • the engine 50 is an engine that performs exhaust gas recirculation.
  • the EGR device 21 includes an EGR pipe 211, an EGR flow rate adjustment valve 212, and an EGR cooler 213.
  • the EGR pipe 211 recirculates the exhaust gas to the engine 50.
  • the EGR flow rate adjustment valve 212 adjusts the flow rate of exhaust gas recirculated to the engine 50.
  • the EGR cooler 213 cools the exhaust gas recirculated to the engine 50 through heat exchange with the cooling water.
  • the EGR cooler 213 corresponds to a cooler.
  • the first branch portion 22 divides the cooling water flowing through the first W / J 501 and distributes it to the EGR cooler 213.
  • the cooling water flowing through the first W / J 501 is the cooling water flowing through the first circulation path C1. Therefore, the cooling water flowing through the first W / J 501 is divided by dividing the cooling water flowing through the portion of the first circulation path C1 from when the circulation paths C1 and C2 branch to the merge. Can be shunted.
  • the first branching section 22 divides the cooling water flowing through the first W / J 501 downstream from the first W / J 501 and distributes it to the EGR cooler 213.
  • the cooling water circulated through the EGR cooler 213 is merged at a portion of the first circulation path C1 that is downstream of the first branch portion 22 and upstream of the junction of the circulation paths C1 and C2. Can do.
  • the EGR cooler 213 is provided to suppress the occurrence of knocking when the high-temperature exhaust gas is recirculated to the engine 50.
  • the cooling water flow to the EGR cooler 213 is reduced or the cooling water flow to the EGR cooler 213 is stopped to reduce the cooling loss of the engine 50, the exhaust gas to be recirculated is reduced. There is a concern that the temperature will rise or the cooling water will boil.
  • the cooling device 1B diverts the cooling water flowing through the first W / J 501 and distributes it to the EGR cooler 213. For this reason, the cooling device 1 ⁇ / b> B can suitably use the EGR device 21. As a result, fuel consumption can be further improved by exhaust gas recirculation. Moreover, it is possible to prevent the cooling performance of the first W / J 501 from being affected by diverting the cooling water flowing through the first W / J 501 downstream of the first W / J 501.
  • FIG. 9 is a schematic configuration diagram of the cooling device 1C.
  • the cooling device 1C further includes a heater core 31 and a second branch portion 32, as compared with the cooling device 1A. Similar changes can be made to the cooling device 1B, for example.
  • the heater core 31 is used for heating the vehicle and heats the air by heat exchange with the circulating cooling water.
  • the heater core 31 corresponds to a heater.
  • the second branch portion 32 divides the cooling water flowing through the first W / J 501 and distributes it to the heater core 31. Specifically, the cooling water flowing through the first W / J 501 is diverted downstream from the first W / J 501 and flows through the heater core 31.
  • the cooling water circulated through the heater core 31 may be merged in a portion of the first circulation path C1 downstream of the second branching section 32 and upstream of the junction of the circulation paths C1 and C2. it can.
  • the cooling device 1 ⁇ / b> C diverts the cooling water flowing through the first W / J 501 and distributes it to the heater core 31. For this reason, 1 C of cooling devices can suppress that the heating performance of a vehicle falls according to reducing the cooling loss of the engine 50. FIG. That is, it is possible to suitably use heating. Further, the cooling water flowing through the first W / J 501 is diverted downstream from the first W / J 501 so that the cooling water having a large amount of heat can be used for heating. As a result, the heating performance can be suitably improved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur un dispositif de refroidissement (1A) qui comprend un moteur (50) qui est équipé d'un bloc-cylindres (51) et d'une culasse (52) munis d'une chemise d'eau (501) et d'une chemise d'eau (502). La première chemise d'eau (501) fait circuler de l'eau de refroidissement dans la partie côté échappement du bloc-cylindres (51) et elle fait circuler de l'eau de refroidissement dans le côté échappement de la culasse (52), y compris dans une région prescrite qui entoure les bougies d'allumage (54). La seconde chemise d'eau (502) est incorporée dans un second trajet de circulation (C2) qui diffère du premier trajet de circulation (C1) dans lequel la première chemise d'eau (501) est incorporée. La seconde chemise d'eau (502) fait circuler de l'eau de refroidissement dans la partie côté admission du bloc-cylindres (51) et fait circuler de l'eau de refroidissement dans la partie côté admission de la culasse (52).
PCT/JP2010/072416 2010-12-13 2010-12-13 Dispositif de refroidissement de moteur WO2012081081A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US13/991,213 US20130247848A1 (en) 2010-12-13 2010-12-13 Engine cooling apparatus
JP2012548562A JP5541371B2 (ja) 2010-12-13 2010-12-13 エンジンの冷却装置
CN201080070660.7A CN103261616B (zh) 2010-12-13 2010-12-13 发动机的冷却装置
EP10860673.2A EP2653687A4 (fr) 2010-12-13 2010-12-13 Dispositif de refroidissement de moteur
PCT/JP2010/072416 WO2012081081A1 (fr) 2010-12-13 2010-12-13 Dispositif de refroidissement de moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/072416 WO2012081081A1 (fr) 2010-12-13 2010-12-13 Dispositif de refroidissement de moteur

Publications (1)

Publication Number Publication Date
WO2012081081A1 true WO2012081081A1 (fr) 2012-06-21

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PCT/JP2010/072416 WO2012081081A1 (fr) 2010-12-13 2010-12-13 Dispositif de refroidissement de moteur

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Country Link
US (1) US20130247848A1 (fr)
EP (1) EP2653687A4 (fr)
JP (1) JP5541371B2 (fr)
CN (1) CN103261616B (fr)
WO (1) WO2012081081A1 (fr)

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WO2016001988A1 (fr) * 2014-06-30 2016-01-07 日産自動車株式会社 Moteur à combustion interne
WO2016001987A1 (fr) * 2014-06-30 2016-01-07 日産自動車株式会社 Moteur à combustion interne
JP2018091163A (ja) * 2016-11-30 2018-06-14 株式会社Ｓｕｂａｒｕ 多気筒エンジン冷却装置
JP2019070370A (ja) * 2017-10-11 2019-05-09 株式会社豊田自動織機 シリンダヘッドの冷却装置

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JP6264325B2 (ja) * 2015-06-05 2018-01-24 トヨタ自動車株式会社 内燃機関の制御装置
JP6225950B2 (ja) * 2015-06-23 2017-11-08 トヨタ自動車株式会社 内燃機関の冷却装置
CN107956569A (zh) * 2017-11-28 2018-04-24 东风商用车有限公司 一种发动机冷却管理系统

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JPWO2016001987A1 (ja) * 2014-06-30 2017-04-27 日産自動車株式会社 内燃機関
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JP5541371B2 (ja) 2014-07-09
CN103261616B (zh) 2015-04-01
EP2653687A4 (fr) 2014-11-05
EP2653687A1 (fr) 2013-10-23
CN103261616A (zh) 2013-08-21
US20130247848A1 (en) 2013-09-26
JPWO2012081081A1 (ja) 2014-05-22

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