WO2020191424A1

WO2020191424A1 - Internal combustion engine

Info

Publication number: WO2020191424A1
Application number: PCT/AT2020/060131
Authority: WO
Inventors: Andreas Zurk; Jürgen GELTER; Manfred Breitenberger; Thomas SALMUTTER; Robert Grundner
Original assignee: Avl List Gmbh
Priority date: 2019-03-27
Filing date: 2020-03-27
Publication date: 2020-10-01
Also published as: AT522272A1; CN113614352A; DE112020001423A5; AT522272B1

Abstract

The invention relates to an internal combustion engine and an associated method for cooling, wherein the coolant firstly flows through a first cooling jacket (10) and towards a fire deck (5) through a second cooling jacket (20), wherein the coolant flow (K) through the cooling jacket arrangement is regulated by a position of an actuator (8) downstream of the first cooling jacket (10) and/or the second cooling jacket (20).

Description

Internal combustion engine

The invention relates to an internal combustion engine with at least one cylinder, at least one cylinder head and a crankcase, the cylinder head having a cooling jacket arrangement for liquid cooling and the crankcase having a crankcase cooling jacket for liquid cooling and the cooling jacket arrangement of the cylinder head and the crankcase cooling jacket being arranged in at least one coolant circuit and an actuator for controlling a coolant flow in the flow direction is arranged after at least one cooling jacket of the cooling jacket arrangement of the cylinder head.

Such an internal combustion engine is known from EP 2 634 388 A1. EP 2 634 388 A1 shows a control valve for controlling the coolant flows in an engine. The engine has an engine block and a cylinder head. A cooling jacket is provided in the cylinder head and in the cylinder block. The common control valve for the cooling jackets of the cylinder block and the cylinder head is arranged after the cooling jackets in the direction of flow. As a result, cooling of the cylinder block, the crankcase with cylinders and pistons and the thermally highly stressed components is not easy to implement, independently of the cooling of the fire deck. Furthermore, this common control valve makes the complexity very high, which in turn increases costs and size. The size has a negative influence on the weight, which should be reduced in vehicles with the aim of reducing emissions.

In the context of the invention, a crankcase cooling jacket can also be understood as a cylinder block cooling jacket.

The object of the present invention is to improve the cooling of the thermally critical areas of the internal combustion engine.

This object is achieved by the present internal combustion engine according to the invention in that the cylinder head has a first cooling jacket and a second cooling jacket, which is arranged between the first cooling jacket and a fire deck, the first cooling jacket being flowed through by the coolant flow first and the second cooling jacket is arranged essentially in the flow after the first cooling jacket, so that top-down cooling is realized.

The second cooling jacket is adjacent to the fire deck. Top-down cooling here means the cooling of a cylinder head from a surface facing away from the fire deck in the direction of the fire deck. The coolant flows off an upper cooling space, the first cooling space via at least one transfer opening into the lower cooling space, which is referred to here as the second cooling space. This type of cooling improves the cooling of the fire deck and thus the areas of the internal combustion engine that are subject to critical thermal stress.

The inlet opening of the first cooling jacket in the cylinder head is connected on the pressure side to a coolant pump. The second cooling jacket is connected on the suction side with its outlet opening in the cylinder head to the coolant pump of the coolant circuit.

The top-down cooling improves the flow and cooling of the fire deck. The heat from a combustion chamber, which in turn adjoins the fire deck facing away from the second cooling jacket, is transported away by the Kühlmit tel in the second cooling jacket without further heating the upper area of the cylinder head. Regardless of this, coolant flows through the crankcase. In commercial vehicle engines, the flow can remain unregulated through the cure belgehäusekühlmantel. This makes the arrangement simpler and less expensive. Nonetheless, the permanent flow through the crankcase cooling jacket enables ideal, permanently ensured cooling in the cylinder and piston area.

The first cooling jacket and second cooling jacket are structurally separated from one another by an intermediate deck and are each adjacent to this. The first cooling jacket is arranged away from the combustion chamber and the second cooling jacket is arranged near the combustion chamber, only separated by the fire deck.

Arranged essentially in the flow is also understood here to mean the fact that the flow is divided and not the entire coolant flow flows along the same cooling jackets and flow connections.

In terms of cooling, especially in a multi-cylinder internal combustion engine in series, it is advantageous if a distributor strip is provided which is flow-connected to the crankcase cooling jacket in the flow direction and that a collector strip with the cylinder head is connected to the cooling jacket arrangement in the flow direction after at least one of the cooling jackets Cooling jacket arrangement is flow-connected or at least flow-connectable.

It is preferably provided that the distribution strip and collecting strip are arranged opposite one another in relation to a longitudinal plane, so that essentially a cross flow is realized through the cooling jacket arrangement in the cylinder head and / or through the crankcase cooling jacket.

In this context, a cross flow is understood to mean a flow that mainly flows through the internal combustion engine along transverse planes. The combination of top-down cooling and cross-flow through the internal combustion engine results in a particularly favorable cooling behavior in the case of internal combustion engines with high loads.

In a preferred embodiment it is provided that the actuator has a minimum flow rate in a closed position, so that regardless of the position of the actuator, a coolant flow through the first Kühlman tel and the second cooling jacket and other components to be cooled in the coolant circuit can be achieved, provided that a coolant pump generates a flow velocity.

This prevents overheating, as the permanently guaranteed coolant flow achieves heat transfer through forced convection. This minimum flow rate can be implemented, for example, through a bypass or through an opening in the actuator. Other solutions are also possible.

In an alternative embodiment, it is provided that the cylinder head has a flow connection from the first cooling jacket to the actuator, the actuator being arranged in the flow direction after the first cooling jacket, the coolant flow being controllable through the flow connection through the actuator. This has the advantage that, for example, when there is a low temperature load around the second cooling jacket, part of the coolant flow can be branched off from the cylinder head after the first cooling jacket. This also enables the internal combustion engine to warm up during a cold start. It also reduces unwanted heat losses. This also enables targeted cooling depending on the load. The control of the actuator can advantageously be controlled as a function of the speed or as a function of the load, and so a demand-adapted, loss-minimized, flexible and powerful cooling can be achieved. The heat losses can thus be reduced, especially in the area of cooling the fire deck.

It is particularly advantageous if the actuator is arranged after the second cooling jacket in the direction of flow. This ensures that the coolant flow is undisturbed by the cooling jackets up to the actuator. This makes it easier to generate turbulence in places with higher thermal loads for better cooling through the inner shape of the cooling jackets. The flow form in the cylinder head is then largely independent of the respective position of the actuator.

A particularly favorable arrangement, also with regard to a possible cross-flow, results when the collecting bar is arranged in the flow direction between the actuator and the second cooling jacket. In order to be able to better control or regulate the coolant flow as a function of load or speed, an advantageous embodiment provides that the cylinder head has a flow connection from the first cooling jacket to an auxiliary actuator so that the auxiliary actuator controls the coolant flow through the first cooling jacket - preferably depending on the coolant flow through controls the second cooling jacket. As a result, heat losses, which can occur if the cooling is too good, are reduced by a load-dependent control of the cooling system near the fire deck.

With regard to weight reduction and cost optimization, it is advantageous if the actuator and the auxiliary actuator are connected, preferably mechanically, and can be adjusted as a function of one another. A simpler control or regulation of the coolant flow is thereby also possible.

In order to guarantee permanent cooling, one embodiment provides that, regardless of the position of the actuator and / or an auxiliary actuator, there is a minimum coolant flow through the second cooling jacket, with a closed position of the actuator having a minimum flow rate and the auxiliary actuator in a fully open position Position has a flow rate that is less than the total flow of coolant through an inlet.

With regard to the cooling of the crankcase, it is advantageous if the crankcase cooling jacket can be traversed by coolant independently of the coolant flow through the cooling jacket.

In order to implement the actuation of the actuator in a simple manner, it is preferably connected to an actuator which serves as a drive for the adjustment of the actuator and is thus controlled.

With regard to costs and weight and maintaining the simplicity, it is again advantageous if the auxiliary control element and the control element are connected to a common actuator.

The object is also achieved by a method for cooling the above-mentioned internal combustion engine, the coolant first flowing through the first cooling jacket and flowing in the direction of the fire deck through the second cooling jacket, the coolant flow through a position of the actuator after the second cooling jacket the cooling jacket is regulated.

It is advantageous if a secondary control element regulates the flow of coolant through the first cooling jacket. In order to guarantee permanent cooling of the thermally critically stressed component areas, one embodiment advantageously provides that the coolant flow through the second cooling jacket always has a volume flow greater than 0 when the internal combustion engine is in operation.

It is provided in one variant that the actuator and / or the auxiliary actuator is controlled as a function of a load on the internal combustion engine. As a result, the coolant flow can be regulated depending on the required amount of coolant due to the amount of heat generated. As a result, excessive heat losses can be avoided and targeted cooling can be achieved depending on the load. In doing so, the heat losses can be reduced especially near the fire deck.

For the same reason, it is advantageous if the actuator and / or the auxiliary actuator is controlled as a function of a speed of the internal combustion engine.

Top-down cooling or top-down cooling is a cooling concept for cylinder heads with two cooling chambers arranged one above the other, in which the coolant flows from the upper cooling chamber through transfer openings into the lower cooling chamber, with the coolant inlet in the area of the upper cooling chamber and the Coolant outlet is arranged in the area of the lower cooling space.

Areas of the fire deck that are subject to high thermal loads are, for example, valve bridges on the fire deck between two outlet valves or between an outlet valve and an inlet valve of the gas exchange valves.

The cylinder head is cooled in that coolant flows into the first cooling jacket of the cylinder head, at least part of the coolant flows from the first cooling jacket through at least one transfer opening into the second cooling jacket, and the coolant exits the cylinder head after flowing through the second cooling jacket. It flows through the actuator.

In a first embodiment, all of the coolant flows from the first cooling jacket into the second cooling jacket.

In a second embodiment, depending on the position of the auxiliary actuator, a partial amount of the coolant is diverted from the first cooling jacket. The other part of the amount of coolant flows from the first cooling jacket further into the second cooling jacket and from this out of the cylinder head and to the actuator.

The invention is explained in more detail below with reference to the non-limiting figures. Show in it: Fig. 1 shows an internal combustion engine according to the invention in a first Ausfüh tion in a schematic sketch in a section along a transverse plane;

FIG. 2 shows an internal combustion engine according to the invention in a second implementation analogous to FIG. 1;

3 shows a diagram of a coolant circuit of an inventive

Internal combustion engine in a third embodiment;

4 shows the internal combustion engine according to the invention in a scheme analogous to FIG

Fig. 1 in the third embodiment;

5 shows an internal combustion engine according to the invention in a fourth Ausfüh tion in a first position in a schematic diagram analogous to FIG. 1; and

6 shows the internal combustion engine in the fourth embodiment in a second

Position in a schematic diagram analogous to FIG. 1.

1 and 2 show an internal combustion engine with a cylinder head 1 and a crankcase 2. These can be forms for one or more cylinders 3.

The cylinder head 1, which is designed with a top-down cooling system, has an upper, i.e. remote first cooling jacket 10 and a lower, second cooling jacket 20 close to the combustion chamber, the first cooling jacket 10 being separated from the second cooling jacket 20 by an intermediate deck 4 . The second cooling jacket 20 adjoins a fire deck 5, which forms a combustion chamber ceiling. The combustion chamber adjoining the fire deck 5 is indicated by reference numeral 6.

A piston 7 delimits the cylinder 3 and the fire deck 5, the combustion chamber 6. This is slidable in the cylinder 3 and it is moved back and forth by the combustion of a gas mixture introduced through gas exchange valves into the combustion chamber and its discharge.

After the second cooling jacket 20, an actuator 8 is arranged which controls a coolant flow K as a function of the load and / or speed. This actuator 8 can be constructed very simply and regulate the flow.

This actuator 8 can be driven and controlled by an actuator 9, as shown in this embodiment.

In the crankcase 2, a crankcase cooling jacket 30 is provided, which also has a flow S of coolant through it. The flow S of Coolant takes place via two flow connections to the outside, which are indicated by the arrows S.

As indicated by the arrows K in FIGS. 1 and 2, the liquid coolant flows from the first cooling jacket 10 via one or more transfer openings into the second cooling jacket 20, and flows outwards along the fire deck 5, with heat from hot spots thermally highly stressed areas is recorded and diverted.

Due to the load-dependent control of the actuator 8, the cooling capacity is increased in a targeted manner at higher loading and correspondingly higher heat generation of the internal combustion engine and the cooling is thus improved.

In Fig. 2, a second embodiment of an internal combustion engine according to the invention is shown. The two versions are essentially the same and only the differences between the two versions are discussed. Functionally equivalent components have the same reference numerals.

In the second embodiment, a secondary actuator 11 is arranged after the first cooling jacket 10 in the flow direction. The coolant flow K flows partially out of the cylinder head 1 when the auxiliary actuator 11 is open or partially open. The part of the coolant flow K remaining in the cylinder head 1 flows further into the second cooling jacket 20 and from there to the actuator 8.

The actuator 8 and the auxiliary actuator 11 are mechanically connected in this embodiment. In alternative designs, they can also be connected in other ways.

The two actuators 8 and 11 have a common actuator 9 in this embodiment. In alternative embodiments, it is provided that both have their own actuator and the actuators 8, 11 are connected in a signal-conducting manner, for example.

If the actuator 9 is now caused to actuate the actuators 8 and 11 by an increase in the load, the coolant flow K through the second cooling jacket 20 is increased. Conversely, the actuators 8 and 11 ensure that the coolant flow K through the second cooling jacket 20 is reduced when the load decreases.

Fig. 3 shows a coolant circuit 40 of an internal combustion engine according to the invention in a third embodiment. In Fig. 3, several cylinders 3 are arranged in series along a longitudinal plane e. In the coolant circuit 40, a distributor bar 41 is provided on one side of the cylinder 3 with respect to the longitudinal plane e. Opposite it on the other side of the longitudinal plane e, in turn, adjoining the cylinder 3 a collecting bar 42 is provided. In the coolant circuit, the distribution bar 41 is first flowed through. This distributes an entire volume flow G to the individual channels or the areas of the crankcase cooling jacket 30 as a flow S through the crankcase 2 or through the cylinder block.

The coolant circuit 40 also leads through the first cooling jacket 10, from there through the second cooling jacket 20 and further into the collecting bar 42.

In the embodiment shown, the collecting bar 42 is connected to cooling channels of a retarder 43. The coolant is passed on from the retarder 43 through an EGR cooler 44. From there it goes partly to a vehicle radiator 45 and partly to a thermostat 46. The coolant is also passed from the vehicle radiator 45 to the thermostat 46. From there it goes on to a coolant pump 47, which in turn leads into the distributor strip 41.

EGR is understood here to mean exhaust gas recirculation. With the EGR cooler 44, the hot exhaust gas is cooled by the coolant. The thermostat 46 regulates the temperature in the coolant circuit 40.

In alternative embodiments, it is possible that the collecting bar 42 is in flow connection with other components of a vehicle.

In this embodiment, the first cooling jacket 10 has a flow connection to the collecting bar 42, in which the actuator 8 is arranged. The actuator 8 is thus arranged after the cooling jacket arrangement of the cylinder head 1. Depending on the position of the actuator 8, a partial volume flow T flows via this flow connection to the collecting bar 42.

In the flow connection between thermostat 46 and distributor bar 41, an oil cooler 48 is arranged parallel to coolant pump 47. The Kühlmit tel is removed between the coolant pump 47 and distribution strip 41 and fed back between the thermostat 46 and the coolant pump 47 before it flows through the coolant pump 47.

Optionally or in a further embodiment, the coolant is fed back between the EGR cooler 44 and the vehicle cooler 45 from the oil cooler 48, as indicated by the dashed arrow in FIG. 3.

The oil cooler 48 is not regulated in the embodiment shown.

Furthermore, a connection for cooling an air compressor 49 branches off from the distributor strip 41 and leads again upstream of the coolant pump 47. Fig. 4 shows a schematic diagram of the internal combustion engine in the third embodiment. It can be seen that the coolant flows along arrow G from the distributor strip 41 into the crankcase cooling jacket 30. From there, the coolant flows along the arrow S into the first cooling jacket 10, which in turn is the upper cooling jacket. When the actuator 8 is open, part of the coolant flows along the arrow K to a collecting bar 42. The actuator 8 is actuated via an actuator 9. The coolant remaining in the first cooling jacket 10 flows through openings in the intermediate deck 4 on to the lower cooling jacket, the second cooling jacket 20 and from there to the collecting bar 42.

Fig. 5 and Fig. 6 show a fourth embodiment of the internal combustion engine. In Fig. 5 a first position of the actuator 8 is shown and in Fig. 6 the actuator 8 is shown in its second position. The flow through the cylinder head 1 and the crankcase 2 takes place analogously to the third embodiment. In contrast to the third embodiment, however, after the second cooling jacket 20, the collecting bar 42 is arranged in the flow direction and from the collecting bar 42 a flow connection to the actuator 8 goes off. The actuator 8 now regulates the Kühlmit telstrom from the second cooling jacket 20. In addition, the first cooling jacket 10 is directly fluidly connected to the actuator 8.

In the first position in FIG. 5, no coolant flows along the flow connection from the first cooling jacket 10 to the actuator 8.

In the second position, as shown in FIG. 6, part of the Kühlmit telstroms K flows along the flow connection from the first cooling jacket 10 to the actuator 8. As a result, the temperature in the cylinder head 1 is flexibly regulated by the position of the actuator 8.

The control of the actuator 8 can take place depending on the speed or load.

Claims

PATENT CLAIMS

1. Internal combustion engine with at least one cylinder (3), at least one cylinder head (1) and a crankcase (2), the cylinder head (1) having a cooling jacket arrangement for liquid cooling and the crankcase housing (2) a crankcase cooling jacket (30) for liquid cooling and the cooling jacket arrangement of the cylinder head (1) and the crankcase cooling jacket (30) are arranged in at least one coolant circuit (40) and an actuator (8) for controlling a coolant flow (K) in the direction of flow to at least one cooling jacket (10; 20) ) the cooling jacket arrangement of the cylinder head (1) is arranged, characterized in that the cooling jacket arrangement has a first cooling jacket (10) and a second cooling jacket (20) which is arranged between the first cooling jacket (10) and a fire deck (5) wherein the first cooling jacket (10) is flowed through by the coolant flow (K) and the second cooling jacket (20) is essentially in the flow after the e rsten cooling jacket (10) is arranged so that top-down cooling is implemented.

2. Internal combustion engine according to claim 1, characterized in that a distributor bar (41) is provided which is flow-connected to the crank housing cooling jacket (30) in the flow direction and that in the flow direction after at least one of the cooling jackets (10; 20) of the Kühlmantelanord voltage of the Cylinder head (1) a collecting bar (42) with the Kühlmantelan arrangement flow-connected or at least flow-connectable.

3. Internal combustion engine according to one of claims 1 or 2, characterized in that the actuator (8) is arranged in the flow direction after the second cooling jacket (20).

4. Internal combustion engine according to claim 3, characterized in that the collecting bar (42) is arranged in the flow direction between the actuator (8) and the second cooling jacket (20).

5. Internal combustion engine according to one of claims 1 to 4, characterized in that the actuator (8) in a closed position has a minimum flow, so that regardless of the position of the actuator (8) always a coolant flow (K) through - preferably the first Cooling jacket (10) and the second cooling jacket (20) can be reached.

6. Internal combustion engine according to one of claims 1 to 5, characterized in that the cylinder head (1) has a flow connection from the first cooling jacket (10) to the actuator (8), the actuator (8) in the flow direction after the first cooling jacket ( 10) is arranged, wherein the coolant flow (K) can be controlled through the flow connection by the actuator (8).

7. Internal combustion engine according to one of claims 1 to 6, characterized in that the cylinder head (1) has a flow connection from the first cooling jacket (10) to an auxiliary actuator (11), the coolant flow (K) through the flow connection through the auxiliary actuator (11) is controllable.

8. Internal combustion engine according to claim 7, characterized in that the actuator (8) and the auxiliary actuator (11) - preferably mechanically - are connected and are mutually adjustable.

9. Internal combustion engine according to claim 7 or 8, characterized in that regardless of the position of the actuator (8) and / or a secondary actuator (11) there is a minimum coolant flow through the second cooling jacket (20), with a closed position of the actuator ( 8) has a minimum flow and preferably the auxiliary control element (11) in a fully open position has a flow which is less than the total coolant flow (K) of the inlet.

10. Internal combustion engine according to one of claims 1 to 9, characterized in that the crankcase cooling jacket (30) can be flowed through by the cooling jacket arrangement of coolant independently of the coolant flow (K).

11. Internal combustion engine according to one of claims 1 to 10, characterized in that the actuator (8) is connected to an actuator (9) which serves as a drive for adjusting the actuator (8).

12. Internal combustion engine according to claim 11, characterized in that the auxiliary actuator (11) and the actuator (8) are connected for control with a common actuator (9).

13. The method for cooling an internal combustion engine according to one of claims 1 to 12, wherein the coolant first flows through the first cooling jacket (10) and flows in the direction of the fire deck (5) through the second cooling jacket (20), whereby by a position of the actuator (8 ) after the first cooling jacket (10) and / or the second cooling jacket (20), the coolant flow (K) is regulated by the cooling jacket arrangement.

14. The method according to claim 13, wherein a secondary actuator (11) regulates the coolant flow (K) through the first cooling jacket (10).

15. The method according to any one of claims 13 to 14, wherein the actuator (8) and / or the auxiliary actuator (11) is controlled depending on a load of the internal combustion engine.

16. The method according to claim 13, 14 or 15, wherein the coolant flow (K) through the second cooling jacket (20) always has a volume flow greater than 0 when the internal combustion engine is operating.

17. The method according to any one of claims 13 to 16, wherein the actuator (8) and / or the auxiliary actuator (11) is controlled depending on a speed of the internal combustion engine.

2020 03 27

WR