CN204200337U - Liquid cooling explosive motor - Google Patents
Liquid cooling explosive motor Download PDFInfo
- Publication number
- CN204200337U CN204200337U CN201420337033.0U CN201420337033U CN204200337U CN 204200337 U CN204200337 U CN 204200337U CN 201420337033 U CN201420337033 U CN 201420337033U CN 204200337 U CN204200337 U CN 204200337U
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- China
- Prior art keywords
- internal combustion
- combustion engine
- liquid
- assembly
- coolant
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 71
- 239000007788 liquid Substances 0.000 title abstract description 6
- 239000002360 explosive Substances 0.000 title abstract 3
- 239000002826 coolant Substances 0.000 claims abstract description 88
- 238000002485 combustion reaction Methods 0.000 claims description 89
- 230000007246 mechanism Effects 0.000 claims description 23
- 238000007599 discharging Methods 0.000 claims description 6
- 241000628997 Flos Species 0.000 abstract 2
- 239000000659 freezing mixture Substances 0.000 abstract 1
- 238000010438 heat treatment Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 239000010705 motor oil Substances 0.000 description 4
- 239000003921 oil Substances 0.000 description 4
- 230000015572 biosynthetic process Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000004907 flux Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000007726 management method Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000010792 warming Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 239000000654 additive Substances 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 231100000252 nontoxic Toxicity 0.000 description 1
- 230000003000 nontoxic effect Effects 0.000 description 1
- 238000012856 packing Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- 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
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
- F01P11/04—Arrangements of liquid pipes or hoses
-
- 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
- F01P5/12—Pump-driving arrangements
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
The utility model relates to liquid cooling explosive motor, it has at least one cylinder head (2) and a cylinder block (3), the improvement of liquid cooling explosive motor is, for forming coolant circuit, described floss hole (5a) at least can be connected to described supply port (4a) via Modular assembled part (1), the short end side (2) of described builtup member (1) at least one cylinder head contiguous is arranged and comprises pump (1), and it is for carrying described freezing mixture; First supply tie point (4a'), it is assigned to described first supply port (4a); Second supply tie point (4b'), it is assigned to described second supply port; First discharge tie point (5a'), it is assigned to described first discharge port (5a); With the second discharge tie point (5b'), it is assigned to described second floss hole, and described first discharge tie point (5a') at least can be connected to described second supply tie point (4b').
Description
Technical Field
The invention relates to a liquid-cooled internal combustion engine having at least one cylinder head and one cylinder block, wherein
-the at least one cylinder head is equipped with at least one integrated cooling jacket, the first cooling jacket having a first supply opening for supplying coolant on the inlet side and a first discharge opening for discharging coolant on the outlet side, and
the cylinder block is equipped with at least one integrated cooling jacket, the cooling jacket associated with the cylinder block having a second supply port for feeding coolant on the inlet side and a second discharge port provided for discharging coolant on the outlet side.
An internal combustion engine of the type described above is used as a motor vehicle drive unit. In the context of the present invention, the expression "internal combustion engine" includes otto-cycle engines, diesel engines and hybrid internal combustion engines which utilize a hybrid combustion process, as well as hybrid drives which include not only an internal combustion engine but also an electric machine which is connectable in terms of drive to the internal combustion engine and receives power from the internal combustion engine or, as a switchable auxiliary drive, additionally outputs power.
Background
The cooling device of the internal combustion engine may basically take the form of an air-type cooling device or a liquid-type cooling device. In view of the higher heat capacity of the liquid, the amount of heat dissipated using a liquid-type cooling device can be significantly greater than the amount of heat dissipated using an air-type cooling device. Therefore, internal combustion engines according to the prior art are more commonly equipped with liquid-type cooling devices, because the thermal load of the engine is increasing. Another reason for this is that internal combustion engines are increasingly of the mechanically supercharged type, and-in order to obtain the most dense possible assembly-a greater number of components are to be integrated into the cylinder head or cylinder block, as a result of which the thermal load of the engine, i.e. the internal combustion engine, increases gradually. Exhaust manifolds are increasingly being integrated into cylinder heads so that they are incorporated into the cooling devices provided in the cylinder heads and do not require the manifolds to be made from expensive high heat load materials.
The formation of a liquid-type cooling device requires that the cylinder head be equipped with at least one cooling jacket, that is to say that a coolant conduit is provided which leads coolant through the cylinder head. At least one cooling jacket is supplied on the inlet side with coolant via a supply opening, which coolant leaves the cooling jacket on the outlet side via a discharge opening after flowing through the cylinder head. The heat does not need to be first directed to the cylinder head surface for heat dissipation, as is the case in air-type cooling devices, but is discharged to the coolant already inside the cylinder head. Here, the coolant is conveyed by a pump arranged in the coolant circuit, so that it circulates. The heat discharged to the coolant is thus discharged from the cylinder head interior through the discharge port and is extracted from the coolant again outside the cylinder head, for example by a heat exchanger and/or some other means.
Like the cylinder head, the cylinder block may also be equipped with one or more cooling jackets. However, the cylinder head is a higher heat load component because the cylinder head is provided with an exhaust gas introduction conduit compared to the cylinder block, and the combustion chamber walls integrated in the cylinder head are exposed to hot exhaust gases for a longer time than the cylinder bores provided in the cylinder block. In addition, the components of the cylinder head are of lower mass than the cylinder block.
As coolant, a water-glycol mixture provided with additives is generally used. The advantage of water over other coolants is that it is non-toxic, readily available and inexpensive, and moreover has a very high heat capacity, so that water is suitable for extracting and dissipating very large amounts of heat, which is basically considered advantageous.
To form the coolant circuit, the outlet-side discharge opening of the coolant leaving the cooling jacket is connected or at least connectable to an inlet-side supply opening for supplying coolant to the cooling jacket, for which purpose one or more lines have to be provided.
The conduit need not be physically significant, but may also be partially integrated into at least one cylinder head or block. However, in general, the conduits are laid out outside the cylinder head or cylinder block, extensive conduit systems usually being implemented with hoses and pipes (pipe pieces), which are formed in particular not only for connecting the outlet-side discharge opening to the inlet-side supply opening, but also for connecting various components in the coolant circuit, such as a coolant pump, a heat exchanger or radiator, an oil cooler, a charge air cooler, a cooling device for the exhaust gases to be recirculated, a passenger compartment heating and/or the like. An example of such a circuit is a recirculation circuit, wherein a heat exchanger is arranged to extract heat from the coolant.
The piping, in particular the hoses and pipes of the resulting piping system, significantly increases the space requirement of the cooling device and thus of the drive unit in the engine compartment. It would be advantageous to reduce the number of lines and the total length of the lines and to integrate as many lines as possible into other components to the greatest extent possible, thereby reducing the space requirements of the line system, reducing the number of components and reducing the assembly costs. Weight and costs, such as procurement and assembly costs, may also be reduced. In particular, the integration of the tubing into other components eliminates the need for assembly and connection elements and eliminates the risk of leakage.
Disclosure of Invention
Against the background described above, it is an object of the present invention to provide a liquid-cooled internal combustion engine according to the preamble of claim 1, which is optimized with regard to the line system of the cooling device, in particular has a compactness, ensuring that the drive unit as a whole is assembled as densely as possible in the engine compartment of the vehicle.
The object is achieved by a liquid-cooled internal combustion engine: having at least one cylinder head and cylinder block, wherein
-the at least one cylinder head is equipped with at least one integrated cooling jacket, the first cooling jacket having a first supply opening for supplying coolant on an inlet side and a first discharge opening for discharging coolant on an outlet side, and
the cylinder block is equipped with at least one integrated cooling jacket, the cooling jacket associated with the cylinder block having a second supply port for supplying coolant on the inlet side and a second discharge port provided for discharging coolant on the outlet side,
and wherein the one or more of the one,
to form a coolant circuit, the discharge port is connectable to the supply port at least by a modular assembly, said assembly being arranged adjacent to the short end side of at least one cylinder head and comprising a pump for conveying coolant; a first supply connection point assigned to the first supply port; a second supply connection point assigned to a second supply port; a first discharge connection point assigned to a first discharge opening; and a second discharge connection point assigned to the second discharge, the first discharge connection point being connectable at least to the second supply connection point.
The internal combustion engine according to the present invention has an assembly of: it serves to connect the discharge port to the supply port and simplifies the assembly of the internal combustion engine, based in particular on the fact that: the coolant circuit can be formed in a simplified form and more quickly by means of a prefabricated, preassembled assembly.
A plurality of conduit portions are at least partially integrated into the assembly, such as a conduit leading from at least one integral cooling jacket of the cylinder head to the pump, or a conduit leading to a second supply port of at least one cooling jacket integrated in the cylinder block, and/or a conduit leading from a second discharge port of a block-associated cooling jacket to the pump.
According to the invention, the assembly has a plurality of connection points which are assigned, that is to say are assigned and connected, to the supply and discharge openings of the cooling jacket. As described in more detail below, various advantageous embodiments of the internal combustion engine are characterized in that the connection of the assembly and thus the pump to the opening is formed, that is to say effected, solely by the connection points, if appropriate in combination with the use of intermediate elements such as sealing elements, but without the use of hoses, pipes or the like. In this way, the assembly process is significantly simplified, since the cooling circuit is formed jointly during the mounting of the assembly on the internal combustion engine.
The method according to the invention has various advantages. First, the assembly step of forming the cooling circuit is eliminated, and also the connecting elements are eliminated, thus reducing the production cost. The need to provide sufficient space for the assembly tool is also eliminated in the case of omitting the connecting element. Due to the compact design of the internal combustion engine, a dense assembly of the drive unit is thereby made possible.
Second, coolant flux through the cylinder head and cylinder block can be controlled by only one setting element, as all associated conduits are introduced into the assembly in a spatially adjacent configuration.
Based on the fact that the first discharge connection point is connected or connectable to the second supply connection point, a continuous through-flow configuration of the cooling jacket is preferably achieved in the assembly or by a line piece integrated in the assembly, wherein the flow passes through the cylinder head cooling jacket first and then through the cylinder block cooling jacket. Thus, coolant that has been pre-warmed in the cylinder head flows through the cylinder block, that is, coolant that has been warmed in the cylinder head is recirculated to the cylinder block.
The object on which the invention is based is achieved by means of an internal combustion engine according to the invention, that is to say an internal combustion engine which is compact and ensures the densest possible packing of the drive unit as a whole in the engine compartment of the vehicle.
Further advantageous embodiments of the internal combustion engine according to the dependent claims will be described in more detail below.
An embodiment of the liquid-cooled internal combustion engine in which the assembly is fastened to at least one cylinder head is advantageous.
The embodiment enables the length of the line leading to the supply port of the cooling jacket integrated in the cylinder head and the line connected to the discharge port of the cooling jacket to be shortened. Similar advantages are obtained if the cooling jacket integrated in the cylinder block is supplied with coolant through the cylinder head.
Embodiments of the liquid-cooled internal combustion engine in which the assembly comprises a housing structure are advantageous. The housing structure is preferably in the form of a monolithic, preferably single-piece casting, and can serve firstly as a support structure for the elements and components and secondly for fastening the assembly itself, that is to say for fastening to the internal combustion engine or to the cylinder head.
An embodiment of the liquid-cooled internal combustion engine in which the first exhaust port is formed in at least one cylinder head is advantageous. This helps to shorten the length of the pipe, especially if the assembly is fastened to at least one cylinder head.
An embodiment of the liquid-cooled internal combustion engine is advantageous in which the first discharge connection point is directly connected to the first discharge port. This embodiment is advantageous in that no further elements, such as hoses and pipes, are required to create the connection between the assemblies and thus between the pump and the discharge.
Embodiments of the liquid-cooled internal combustion engine in which the second supply port and/or the second exhaust port are formed in at least one cylinder head are advantageous. In this case, the liquid-cooled cylinder head and the cooling jacket of the liquid-cooled cylinder block are connected to each other. Coolant exchange occurs between the cylinder head and cylinder block. A cooling jacket integrated in the cylinder block is supplied with coolant through the cylinder head.
The cylinder head and the cylinder block are connected to each other at their assembly end sides during assembly, thereby forming the cylinders, i.e., the combustion chambers, of the internal combustion engine. The second supply port and/or the second discharge port are advantageously arranged in the cylinder head adjacent to said assembly end side in order to simplify the supply of coolant to the cylinder block through the cylinder head and shorten the respective lines.
The assembly of an internal combustion engine according to the invention is particularly suitable for a continuous through-flow arrangement of the cooling jacket, wherein the flow passes first through the cooling jacket of the cylinder head and then through the cooling jacket of the cylinder block. This method is characterized by short piping in the cooling circuit.
An embodiment of the liquid-cooled internal combustion engine in which the second supply connection point is directly connected to the second supply port is advantageous.
An embodiment of the liquid-cooled internal combustion engine in which the second discharge connection point is directly connected to the second discharge opening is likewise advantageous.
The advantages resulting from the two embodiments described above are the same as those described with respect to the direct connection of the first discharge connection point with the first discharge port. The direct connection of the connection point to the associated, i.e. assigned, opening is advantageous because it has the following effect: no further elements such as hoses and tubing are required to create the connection between the assemblies and hence the pump and the discharge port.
Embodiments of the liquid-cooled internal combustion engine in which the first discharge connection point, the second discharge connection point and/or the second supply connection point are configured as cylindrical connections and are integral with the housing structure of the assembly are advantageous.
An embodiment is advantageous if the assembly comprises a housing structure, wherein the coolant pump is arranged on the side of the assembly facing away from the cylinder head and is fastened to the housing structure of the assembly. This arrangement and fastening of the pump advantageously has the following effect: leaving sufficient empty space on the side facing the cylinder head for arranging the connection points, for the formation of the ducts between said connection points and the cooling jacket, and for providing fasteners for fastening the assembly to the cylinder head.
An embodiment of the liquid-cooled internal combustion engine is advantageous in which the coolant pump is equipped with a traction mechanism drive which acts as a drive and is arranged on the side of the assembly facing the cylinder head.
Traction mechanism drives have proven advantageous for driving auxiliary units of an internal combustion engine, such as an oil pump, a coolant pump, an alternator, and the like. For the drive, a belt drive or a chain drive can be utilized, wherein the various drives are outlined, i.e. included, under the expression "traction mechanism drive".
The traction mechanism drive is intended to transmit high torques from a drive input shaft, for example a crankshaft or a camshaft, to an auxiliary unit, in the present case a pump, with the least possible energy loss and the least possible expenditure for maintenance by means of a re-fixing. In order to keep the drive mechanism under tension and thus ensure the most reliable and wear-free driving action possible, it is preferred to provide a tension device in place on the drive.
The effect of the arrangement of the traction mechanism drive on the side of the assembly facing the cylinder head is to protect the traction mechanism drive from the entry of external bodies (foreign bodies). The housing structure is preferably provided with a recess for receiving the traction mechanism drive, which recess protects the traction mechanism drive in the form of a chain case and ensures correct operation.
However, the following embodiments of the liquid-cooled internal combustion engine may also be advantageous: wherein the coolant pump is electrically driven.
An embodiment of the internal combustion engine in which the pump delivering the coolant is variably controlled is advantageous. The coolant flux can then also be influenced or controlled by the delivery pressure.
Embodiments of the liquid-cooled internal combustion engine in which the assembly comprises a vacuum pump are advantageous. The vacuum pump may be used, for example, for steering assistance, or may be applied in conjunction with a brake booster.
In this respect, an embodiment of the liquid-cooled internal combustion engine is advantageous in which the housing structure of the assembly forms at least jointly the housing of the vacuum pump. The housing portion of the vacuum pump serves to additionally reinforce the housing structure of the assembly, wherein the integral form of the housing structure eliminates the need to separately secure the vacuum pump to the assembly, that is to say can obviate the need to separately secure the vacuum pump to the assembly. Advantages are also obtained with respect to this assembly method.
An embodiment of the liquid-cooled internal combustion engine in which the camshaft mounted in the cylinder head acts as a drive for the vacuum pump is advantageous. The camshaft, which is usually arranged by the crankshaft rotating and is usually mounted in the top position of the cylinder head, is advantageously suitable for driving the vacuum pump merely due to its spatial proximity, wherein a direct mechanical coupling of the camshaft with the vacuum pump shaft, for example an active locking, an inactive locking or a sticky shaft connection, should preferably be provided. A connection in the form of an articulated shaft connection is a possible embodiment.
An embodiment of the liquid-cooled internal combustion engine is advantageous in which the traction mechanism drive comprises a drive input wheel which is driven by the vacuum pump and is coupled via the traction mechanism to a drive output wheel arranged on the coolant pump shaft. In this case, in the drive of the vacuum pump, a wheel is provided which: which is driven by a vacuum pump and acts as a drive input wheel for a coolant pump in the traction mechanism drive.
An embodiment of the liquid-cooled internal combustion engine is advantageous in which the housing structure comprises a further pot-shaped housing part. As with the vacuum pump housing described above, any further housing portions serve to additionally strengthen the housing structure of the assembly. For example, the fuel pump or the camshaft adjuster may be received or accommodated in a pot-shaped housing portion. The integral formation of the housing portion with the housing structure eliminates the need to separately fasten the respective components and reduces material usage and therefore also reduces weight and cost.
An embodiment of the liquid-cooled internal combustion engine in which the housing structure has at least one first recess for receiving at least one proportional valve is advantageous.
The background of this embodiment is: it is not the goal and purpose of a liquid-type cooling device to extract the maximum amount of heat possible from an internal combustion engine under all operating conditions. It is in fact sought to perform a demand-dependent control of the liquid-type cooling device in addition to the full load also taking into account the operating mode of the internal combustion engine in which it is more advantageous to extract less heat or as little heat as possible from the internal combustion engine.
In order to reduce the friction losses and therefore the fuel consumption of the internal combustion engine, it can be expedient to heat the engine oil rapidly, in particular after a cold start. The rapid heating of the engine oil during the warm-up phase of the internal combustion engine ensures a correspondingly rapid reduction in the oil viscosity and thus a reduction in friction and friction losses, in particular in bearings supplied with oil, such as crankshaft bearings.
The rapid heating of the internal combustion engine itself can substantially lead to a rapid heating of the engine oil in order to reduce friction losses, which in turn contributes to the forced rapid heating of the internal combustion engine itself by extracting as little heat as possible from the internal combustion engine in the warm-up phase. In this regard, the warm-up phase of the internal combustion engine after the cold start is an example of the following operation mode: it is advantageous to extract as little heat as possible from the internal combustion engine, preferably no heat from the internal combustion engine.
In an internal combustion engine having a liquid-cooled cylinder head and a liquid-cooled cylinder block, as in the internal combustion engine that is the subject of the invention, the coolant fluxes through the cylinder head and the cylinder block can be controlled independently of one another, which is advantageous, in particular, because the two components are subject to different degrees of thermal load and exhibit different warm-up behavior. It would be advantageous to shut off the flow of coolant through the cylinder head and the flow of coolant through the cylinder block at the start of the warm-up phase so that coolant does not flow but remains stationary in the conduits and in the cooling jackets of the cylinder head and/or the cylinder block, whereby warming of coolant and heating of the internal combustion engine would be promoted, warming of engine oil would be accelerated, and reduction of friction losses would be facilitated.
The discussed embodiment has a proportional valve for controlling the liquid type cooling device, which is disposed on the outlet side or the inlet side and controls the flow of coolant through the cylinder head and the flow of coolant through the cylinder block. The demand-oriented control of the liquid-type cooling device and the demand-oriented cooling of the internal combustion engine are realized by a single setting element. In this way, the cost, weight and space requirements of the control means are reduced. The number of components is reduced, thereby fundamentally reducing procurement and assembly costs. The setting element may for example be in the form of a rotating drum, wherein the opening is arranged on the shell surface.
A proportional valve, which is actively controlled, for example by an engine controller, basically allows a characteristic-map-controlled valve actuation, thus allowing the coolant temperature to be adapted to the current load state of the internal combustion engine, for example higher at lower loads than at high loads. The flow of coolant through the cylinder head and block, and thus the heat extracted, can be regulated, that is, controlled, as desired by a proportional valve controlled by the engine controller.
The proportional valve or associated setting element may assume different operating positions, such as an operating position suitable for a warm-up phase of an internal combustion engine in which coolant flows through the cylinder head but not through the cylinder block. In this case, the coolant flows through the cylinder head, which is particularly highly thermally loaded, and cools it. The through-flow rate and thus the heat extracted from the cylinder head can preferably be set by adjusting the operating position of the setting element.
By moving the proportional valve to a different operating position, the cylinder block is then additionally open to coolant, and coolant flows through the cylinder head and cylinder block. The through flow rate and hence the amount of heat extracted from the cylinder block can preferably be set by adjusting the operating position of the setting element.
The two operating positions mentioned above are preferably supplemented by a further position, in particular a rest position, in which the cooling of the cylinder head is also deactivated, that is to say the flow of coolant through the cylinder head is completely shut off.
Preferably according to a determined cylinder head temperature TCylinder coverAnd/or cylinder block temperature TCylinder bodyAnd adjusting the proportional valve. In this manner, both the cylinder head and cylinder block may be temperature controlled or cooled as desired.
The proportional valve optimizes cooling control and substantially allows for managing thermal management of the internal combustion engine during the warm-up phase and thermal management of the warmed-up internal combustion engine.
To ensure functional cooling-even in case of failure of the proportional valve, it is advantageous to provide a temperature independent self-controlled valve to control the liquid type cooling device, such a valve being commonly referred to as a thermostatic valve. Thermostatic valves of the type mentioned have a temperature-reactive element which is contacted by the coolant, wherein the line leading through the valve is closed or open-to a greater or lesser extent-depending on the coolant temperature at this element. The thermostatic valve ensures coolant flow and therefore sufficient cooling even in the event of a failure of the proportional valve.
The following embodiments of the liquid-cooled internal combustion engine are therefore advantageous: wherein the position housing structure has at least one second recess for receiving at least one thermostatic valve.
An embodiment of the liquid-cooled internal combustion engine in which at least one cylinder head has two integrated and interconnected cooling jackets may be advantageous.
Drawings
The invention is described in more detail below on the basis of exemplary embodiments with reference to fig. 1a and 1 b. In the figure:
FIG. 1a schematically shows in perspective a view of the rear side of the modular assembly of the first embodiment of an internal combustion engine, an
Fig. 1b shows a perspective view of the front side of the modular assembly shown in fig. 1a in the mounted position.
Detailed Description
Fig. 1a shows schematically in a perspective view a view of the rear side 1a of the modular assembly 1 of the first embodiment of the internal combustion engine, which rear side faces the cylinder head 2 when the assembly 1 is in the mounted position (see also fig. 1 b). Fig. 1b shows a view of the front side 1b of the modular assembly 1 shown in fig. 1a in the mounted position.
The modular assembly 1 is part of an internal combustion engine coolant circuit and serves to connect the exhaust ports 5a of the cooling jackets integrated in the cylinder head 2 and cylinder block 3 to the supply port 4a, for which purpose the assembly 1 is arranged adjacent to the short end side of the cylinder head 2 (see also fig. 1 b).
The illustrated assembly 1 comprises a housing structure 7, and at its rear side 1a first discharge connection point 5a ', a second supply connection point 4b' and a second discharge connection point 5b ', wherein the connection points 4b', 5a ', 5b' are configured as cylindrical connections and are formed integrally with the housing structure 7 of the assembly 1.
Coolant emerging from the cooling jacket of the cylinder head 2 via the first discharge opening 5a enters the assembly 1 via the first discharge connection point 5a 'and is subsequently guided in the assembly 1 via an integrated line piece to the second supply connection point 4b', whereby the coolant is supplied-in the present case via the cylinder head 2-to the cooling jacket of the cylinder block 3. After flowing through the cooling jacket of the cylinder block 3, the coolant enters the assembly 1 again via the second discharge connection point 5 b'. Thus, the flow passes through the cooling jackets of the cylinder head 2 and the cylinder block 3 in sequence, with the flow passing through the cooling jackets of the cylinder block 2 first, and then the cooling jackets of the cylinder block 3.
The assembly 1 also comprises a vacuum pump 10, the shaft 10b of which is driven by a camshaft (not illustrated) mounted in the cylinder head 2. The housing structure 7 of the assembly 1 jointly forms part of the housing 10a of the vacuum pump 10. The fact that the housing 10a is integrally formed with the housing structure 7 eliminates the need for separate fastening.
For the delivery of the coolant, a coolant pump 9 is provided which is arranged on the front side 1b of the assembly 1, that is to say on the side of the assembly 1 facing away from the cylinder head 2, and which is fastened by its housing 9a to the housing structure 7 of the assembly 1.
The coolant pump 9 is driven by a traction mechanism drive 11, which traction mechanism drive 11 is arranged on the side of the assembly 1 facing the cylinder head 2, that is to say on the rear side 1 a. The traction mechanism drive 11 comprises a drive input wheel 11a, which is driven by the vacuum pump 10 and is arranged on the shaft 10b of the vacuum pump 10, which drive input wheel is coupled via a traction mechanism 11c, in the present case a belt 11c, to a drive output wheel 11b arranged on the shaft 9b of the coolant pump 9. The housing structure 7 has a box-like recess 7d for receiving the traction mechanism drive 11.
Furthermore, the housing structure 7 comprises a pot-shaped housing part 7c which serves to additionally stiffen the housing structure 7 and can receive a fuel pump or a camshaft adjuster.
Furthermore, the housing structure 7 has a first recess 7a for receiving a proportional valve 8 a; and a second recess 7b for receiving a thermostatic valve 8 b. These two valves 7a, 8a are used to control the coolant flow. For example, the coolant may be supplied directly to the coolant pump 9 via a short circuit line 12, bypassing the heat exchanger. The example also shows a portion of the coolant line 13 from the heat exchanger.
As can be seen from fig. 1b, the assembly 1 is fastened to the cylinder head 2 in the mounted position. The assembly 1 has on its front side 1b a first supply connection point 4a ', which first supply connection point 4a' is located at the coolant pump 9 and is connected via a pipe to a first supply opening 4a of a cooling jacket integrated in the cylinder head 2.
Reference mark
1 Modular Assembly
1a rear side
1b front side
2 Cylinder head
3 Cylinder body
4a first supply port
4a' first supply connection point
4b' second supply connection point
5a first discharge opening
5a' first discharge connection point
5b' second discharge connection point
6 assembly end side
7 outer casing structure
7a first recess
7b second recess
7c can-shaped housing part
7d Box-shaped recess
8a proportional valve
8b thermostatic valve
9 coolant pump
9a coolant pump housing
9b shaft of coolant pump
10 vacuum pump
10a vacuum pump casing
10b shaft of vacuum pump
11 traction mechanism driver
11a drive input wheel
11b drive output wheel
11c traction mechanism, belt
12 short loop pipeline
13 coolant line from heat exchanger
Claims (19)
1. Liquid-cooled internal combustion engine having at least one cylinder head (2) and one cylinder block (3), wherein
-the at least one cylinder head (2) is equipped with at least one integral cooling jacket, the first cooling jacket having a first supply opening (4a) for supplying a coolant on an inlet side and a first discharge opening (5a) for discharging the coolant on an outlet side, and
-the cylinder block (3) is equipped with at least one integral cooling jacket, the cylinder block associated cooling jacket having a second supply port for feeding a coolant on the inlet side and a second discharge port provided for discharging the coolant on the outlet side,
wherein,
-for forming a coolant circuit, the discharge port (5a) is connectable to the supply port (4a) at least by means of a modular assembly (1), the assembly (1) being arranged adjacent to the short end side of the at least one cylinder head (2) and comprising a pump (1) for conveying the coolant; a first supply connection point (4a') is assigned to the first supply opening (4 a); a second supply connection point (4b') is assigned to the second supply opening; a first discharge connection point (5a') is assigned to the first discharge opening (5 a); and a second discharge connection point (5b ') is assigned to the second discharge, and the first discharge connection point (5a ') is connectable at least to the second supply connection point (4b ').
2. The liquid-cooled internal combustion engine of claim 1, wherein the assembly (1) is fastened to the at least one cylinder head (2).
3. The liquid-cooled internal combustion engine as claimed in claim 1, wherein the assembly (1) comprises a housing structure (7).
4. The liquid-cooled internal combustion engine as claimed in claim 2, wherein the assembly (1) comprises a housing structure (7).
5. The liquid-cooled internal combustion engine as claimed in claim 1, wherein the first exhaust port (5a) is formed in the at least one cylinder head (2).
6. The liquid-cooled internal combustion engine as claimed in claim 1, wherein the first discharge connection point (5a') is directly connected to the first discharge port (5 a).
7. The liquid-cooled internal combustion engine as claimed in claim 1, wherein the second supply port and/or the second exhaust port are formed in the at least one cylinder head (2).
8. The liquid-cooled internal combustion engine of claim 1, wherein the second supply connection point (4b') is directly connected to the second supply port.
9. The liquid-cooled internal combustion engine as claimed in claim 1, wherein the second discharge connection point (5b') is directly connected to the second discharge port.
10. The liquid-cooled internal combustion engine of claim 1, wherein the first discharge connection point (5a '), the second discharge connection point (5b ') and/or the second supply connection point (4b ') are configured as cylindrical connections and are integral with a housing structure (7) of the assembly (1).
11. The liquid-cooled internal combustion engine of any one of claims 3 to 10, wherein the coolant pump (9) is arranged on the side of the assembly (1) facing away from the cylinder head (2), and the coolant pump is fastened to a housing structure (7) of the assembly (1).
12. The liquid-cooled internal combustion engine as claimed in claim 11, wherein the coolant pump (9) is equipped with a traction mechanism drive (11), the traction mechanism drive (11) acting as a drive and being arranged on the side of the assembly (1) facing the cylinder head (2).
13. The liquid-cooled internal combustion engine of claim 1, wherein the assembly (1) comprises a vacuum pump (10).
14. The liquid-cooled internal combustion engine as claimed in claim 13, wherein the housing structure (7) of the assembly (1) jointly forms at least a housing (10a) of the vacuum pump (10).
15. The liquid-cooled internal combustion engine as claimed in claim 13 or 14, wherein a camshaft mounted in the cylinder head (2) acts as a drive for the vacuum pump (10).
16. The liquid-cooled internal combustion engine as claimed in claim 15, wherein a traction mechanism drive (11) comprises a drive input wheel (11a), the drive input wheel (11a) being driven by the vacuum pump (10) and being coupled via a traction mechanism (11c) to a drive output wheel (11b), the drive output wheel (11b) being arranged on a shaft (9b) of the coolant pump (9).
17. The liquid-cooled internal combustion engine as claimed in claim 3, wherein the housing structure (7) comprises an additional pot-shaped housing part (7 c).
18. The liquid-cooled internal combustion engine as claimed in claim 3, wherein the housing structure (7) has at least one first recess (7a) for receiving at least one proportional valve (8 a).
19. The liquid-cooled internal combustion engine as claimed in claim 3, wherein the housing structure (7) has at least one second recess (7b) for receiving at least one thermostatic valve (8 b).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102013212991.2 | 2013-07-03 | ||
| DE102013212991 | 2013-07-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN204200337U true CN204200337U (en) | 2015-03-11 |
Family
ID=52106510
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201420337033.0U Expired - Lifetime CN204200337U (en) | 2013-07-03 | 2014-06-23 | Liquid cooling explosive motor |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN204200337U (en) |
| DE (1) | DE102014212550B4 (en) |
| RU (1) | RU154862U1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106194382A (en) * | 2015-06-01 | 2016-12-07 | 福特全球技术公司 | Explosive motor and cooling medium pump |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2093530A (en) * | 1981-02-19 | 1982-09-02 | Dewandre Co Ltd C | Rotary fluid pumps |
| FR2750164B1 (en) * | 1996-06-24 | 1998-09-11 | Peugeot | COOLING DEVICE OF AN INTERNAL COMBUSTION ENGINE |
| US6453868B1 (en) * | 2000-12-15 | 2002-09-24 | Deere & Company | Engine timing gear cover with integral coolant flow passages |
| SE523621C2 (en) * | 2001-12-03 | 2004-05-04 | Saab Automobile | Pump arrangement for a cooling system for an internal combustion engine |
| JP2009085119A (en) * | 2007-10-01 | 2009-04-23 | Mazda Motor Corp | Vacuum pump mounting structure |
| JP5703097B2 (en) * | 2011-03-31 | 2015-04-15 | 本田技研工業株式会社 | Drainage structure from cooling water pump in vehicle engine |
-
2014
- 2014-06-23 CN CN201420337033.0U patent/CN204200337U/en not_active Expired - Lifetime
- 2014-06-30 DE DE102014212550.2A patent/DE102014212550B4/en active Active
- 2014-07-02 RU RU2014127128/06U patent/RU154862U1/en not_active IP Right Cessation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106194382A (en) * | 2015-06-01 | 2016-12-07 | 福特全球技术公司 | Explosive motor and cooling medium pump |
| CN106194382B (en) * | 2015-06-01 | 2021-05-07 | 福特全球技术公司 | Internal combustion engine and coolant pump |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102014212550A1 (en) | 2015-01-08 |
| RU154862U1 (en) | 2015-09-10 |
| DE102014212550B4 (en) | 2017-09-07 |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CX01 | Expiry of patent term | ||
| CX01 | Expiry of patent term |
Granted publication date: 20150311 |