EP0489628A1 - Verdampfungskühlverfahren für eine Brennkraftmaschine und Einrichtung zur Durchführung dieses Verfahrens - Google Patents

Verdampfungskühlverfahren für eine Brennkraftmaschine und Einrichtung zur Durchführung dieses Verfahrens Download PDF

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Publication number
EP0489628A1
EP0489628A1 EP91403235A EP91403235A EP0489628A1 EP 0489628 A1 EP0489628 A1 EP 0489628A1 EP 91403235 A EP91403235 A EP 91403235A EP 91403235 A EP91403235 A EP 91403235A EP 0489628 A1 EP0489628 A1 EP 0489628A1
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EP
European Patent Office
Prior art keywords
engine
cooling
cooling device
liquid
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.)
Granted
Application number
EP91403235A
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English (en)
French (fr)
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EP0489628B1 (de
Inventor
Dominique Gentile
Said Zidat
Alain Le Douaron
Stéphane Rousseau
Qinggen Yu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SA
Original Assignee
Renault SA
Regie Nationale des Usines Renault
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
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Publication of EP0489628A1 publication Critical patent/EP0489628A1/de
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • F01P3/2271—Closed cycles with separator and liquid return
    • 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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • 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
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
    • F28D15/0266—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes with separate evaporating and condensing chambers connected by at least one conduit; Loop-type heat pipes; with multiple or common evaporating or condensing chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • 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
    • F01P2025/00—Measuring
    • F01P2025/04—Pressure
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/62—Load
    • 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
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps

Definitions

  • the invention relates to a cooling method for an internal combustion engine and in particular to a method ensuring the cooling of an automobile engine by evaporation of a coolant.
  • the invention also relates to a cooling circuit and its components for implementing the method.
  • a cooling fluid water, air, oil ... sweeps the walls of the combustion chambers.
  • cooling systems use a forced circulation of water (mixed with rust inhibitors and antifreeze) in a closed loop circuit.
  • the water driven by a pump absorbs heat from the hot parts of the engine mainly in a water chamber surrounding the cylinders, then is cooled in turn in a radiator, where ambient air circulates, before returning to the engine.
  • We improves this operation by means ensuring temperature regulation, by degassing means, by means of pressurizing the water circuit to avoid cavitation of the pump or also by means of rapid rise in temperature during cold engine starts.
  • the quantity of liquid introduced into the cooling circuit is large.
  • This quantity of water is penalizing: in terms of weight: it weighs down the engine and in terms of temperature rise during cold starts: it slows down this rise, resulting in unburnt and pollutant emissions.
  • the coolant evaporates inside the water chamber.
  • the steam passes through tubular pipes and for example liquid-vapor phase separators, up to the radiator, where the steam is condensed by fan cooling.
  • the condensate is returned, from the condensate collector, to the engine water chamber in an appropriate way at a low point, either under the action of the force of gravity (in so far as the condenser is placed above of the water chamber) or by means of a small lifting pump.
  • Pressurization of the circuit can also occur if the evacuation of the steam at the engine outlet is not well arranged. In this case a Reverse flow can occur and cause the areas at the top of the engine to dry out.
  • level sensors are installed to allow the starting of a pump when necessary.
  • Stagnant boiling is also ill-suited to slope cooling.
  • the object of the present invention is to overcome these drawbacks by proposing a method and a cooling circuit by evaporation of a liquid which ensure efficient cooling whatever the conditions of use of the engine and this in a fairly simple manner.
  • the method for cooling an internal combustion engine in which the cooling is obtained by evaporation of a cooling liquid and the vapor is then brought back to the liquid state by drawing off heat in a cooling device, is characterized in that '' it consists on the one hand, to circulate the coolant in a forced manner following a flow circuit comprising the engine water chamber and on the other hand, to adapt the flow of coolant and the prevailing pressure in the flow circuit as a function of one or more engine operating parameters.
  • the cooling takes place by circulating boiling unlike the classic stagnant boiling process, which eliminates the problem of level sensors and allows efficient cooling whatever the inclination of the engine while retaining the advantage of a reduced amount of liquid.
  • the adaptation of the physical characteristics of the circulating boiling: flow and pressure, allows an adequacy of the means of cooling and the cooling requirements of the engine. Thanks to the invention, excessive or insufficient cooling is greatly limited, which penalizes the operation of the engine in terms in particular of emissions of polluting products.
  • the flow rate of the coolant and the pressure prevailing in the flow circuit change with the power developed by the engine.
  • the flow rate of the coolant and the pressure prevailing in the flow circuit are kept constant at predetermined values Q1 and P1 and when the engine power exceeds said predetermined value, said flow rate and said pressure are brought to new predetermined values Q2 and P2 with Q2> Q1 and P2 ⁇ P1.
  • the invention also relates to a cooling device for implementing the method, characterized in that it comprises means for ensuring the forced circulation of the coolant in the engine water chamber and means for adjusting the flow rate. and coolant pressure with engine operation.
  • the means for ensuring the forced circulation of the liquid comprise a primary circuit and as a bypass a secondary circuit for the treatment of the vapor.
  • the primary circuit for circulating the coolant consists of the engine water chamber, a manifold, a phase separator and a return line to the chamber. with a hydraulic pump.
  • the secondary bypass circuit comprises a heat exchanger cooled by a fan and connected to the phase serarator by a supply line, a liquid storage tank and a return line to the primary circuit.
  • the means for adapting the flow rate and the pressure of the coolant with the operation of the engine include an electronic computer which, depending on the power supplied by the engine, the temperature of the liquid in the separator and / or the rate vacuum at the motor outlet controls the fan, the valve and the pump.
  • the cooling device comprises a primary circuit for circulating the cooling fluid C1.
  • This primary circuit comprises the "water chamber" 20 of the internal combustion engine 1.
  • This water chamber 20 consists of an enclosure surrounding the walls of the combustion chambers, defined in the cylinder block and is extending into the cylinder head.
  • the upper part of the water chamber 20 communicates by a collector 2, with a phase separator 3.
  • the primary circuit C1 then continues with a pipe 5 which connects the lower part of the phase separator 3, where the liquid is collected , to a feed pump 4 and pump 4 to the water chamber.
  • the primary circuit C1 therefore constitutes a circulation loop for the coolant.
  • This primary circuit C1 admits a secondary circuit C2 bypass for the treatment of the vapor phase.
  • This second circuit C2 comprises a line 12 connecting the upper part of the phase separator 3 where the steam circulates, to an exchanger 6, where the condensate is collected, in which communicates with a tank 11 via the line 13.
  • This tank 11 is provided a valve 10 for adjusting the pressure therein.
  • the bypass generated by the second circuit ends in line 15 connecting the tank 11 to the pump 4, line 15 is equipped with a valve 8 controlled by the level of liquid in the tank 11 by means of a float device 9.
  • the implementation of the pump 4, the fan 7 and the valve 10 is controlled by an electronic computer 17 according to different parameters: the temperature of the liquid in the phase separator (probe 18), the power of the motor, the temperature at the walls of the combustion chambers, or the vacuum rate at the outlet of the water chamber (conductimetric probe 19).
  • the cooling fluid Before starting the engine 1, the cooling fluid is in liquid form and is only present in the primary circuit C1 except for a small amount retained in the tank 11, the valve 8 is in the closed position, preventing the passage of the liquid from the primary circuit C1 to the tank 11 and the exchanger 6.
  • the computer 17 When starting the computer 17 generates a setpoint P1 for the pressure prevailing in the tank 11 and therefore in the entire cooling device via the exchanger 6 and line 12. This pressure is generated by the operation of the valve 10.
  • the computer 17 also determines a flow rate value Q1 for the pump 4.
  • the cooling fluid circulates according to the primary circuit C1 until the liquid begins to boil in the water chamber 20 at contact of the hot walls of the combustion chambers. From then on, the collector 2 discharges a liquid-vapor mixture. The phases are separated in the separator 3.
  • the liquid continues to circulate in a closed loop in the primary circuit C1.
  • the vapor imprints on the second circuit C2, said branch circuit, and passes through the exchanger 6, expelling the air which is there and
  • the condensate feeds the reservoir 11 and thus raises the level of the liquid.
  • a level threshold is exceeded, the float device 9 forming a level sensor opens the valve 8 which allows to recirculate in the primary circuit or loop C1 a certain amount of liquid. The float device 9 closes the valve 8 as soon as the level has dropped sufficiently.
  • the computer 17 controls the operation of the fan in order to accelerate the condensation at the level of the radiator 6 and if the condensation is not sufficient, operate the valve 10 so as to escape the compressed air beforehand stored in the reservoir 11.
  • the pressure prevailing in the circuit is monitored by the temperature sensor 18 placed in the lower part of the phase separator 3 in contact with the liquid phase.
  • This regulation therefore makes it possible to maintain an almost constant pressure and therefore a fixed vaporization temperature, which does not require frequent opening of the regulation valve.
  • the computer 17 When, during operation, the engine power exceeds a predetermined threshold, the computer 17 then generates a second setpoint P2 for the pressure prevailing in the cooling circuit with P2 ⁇ P1, by controlling the fan 7 and the valve 10.
  • the system By lowering the boiling point and increasing the flow of coolant, the system is able to meet increased cooling needs by using the same device and the same amount of coolant.
  • Figure 2 specifies a preferred embodiment of the phase separator 3 and the collector 2 described above.
  • a phase separator requires a large volume so as to slow down the liquid vapor mixture upon its entry and thus reduce the effect of the drag force of the two phases.
  • the two phases are then separated by their gravitational force: the vapor exits from the top of the separator, while the liquid collected at the bottom of the container exits from the bottom.
  • the steam collector As for the steam collector, its role is to facilitate the evacuation of steam from the engine to the condenser. With its vertical pipes located to the right of the cylinder head of the engine it reduces the risk of a boiling crisis by homogenizing the vacuum rate and the temperature of the two-phase flow.
  • a collector-separator assembly usually occupies a large volume that is hardly compatible with the requirements of today's vehicles.
  • the separator and the collector have been combined into a single assembly 23.
  • This assembly comprises a plurality of vertical pipes 232, a cylindrical chamber 234, a steam outlet 233 and a water outlet 231 fitted with an anti-steam valve.
  • the vertical conduits 232 protrude inside the chamber 234 up to about a third of the height of the latter.
  • the liquid vapor vapor mixture discharged directly from the engine can freely emerge from the conduits 232 into the chamber 234.
  • the vapor exits from the top of the separator towards the condenser via the conduit 12, while the liquid falls to the bottom of the collector where it is then evacuated down through line 5 after passing through the anti-vapor valve.
  • This anti-vapor valve is specified in accordance with Figures 3a and 3b.
  • the role of this valve is to prohibit any passage of vapor in the circuit 5 for returning the liquid to the engine, a passage which could cause harmful depressions.
  • the valve is housed in a cavity 235 at the bottom of which the water outlet orifice 231 is formed.
  • This orifice is provided with a seat 236 which can be closed off by the lower end of a float 237 forming a needle.
  • the float 237 is held above the seat, housed in a cylindrical guide tube 238 closed in its upper part and perforated in its lower part for the passages of the liquid.
  • the condenser 6 described above is of the two pass type. It is formed by a radiator 46 comprising two vertical distribution boxes: a first box 460 and a second box 461, these boxes communicate with each other by bundles 462 of tubes of small diameter extending substantially horizontally.
  • the first box 460 where the steam supply line 12 opens out is split into two half-boxes by a horizontal partition wall.
  • the steam enters the upper half-box and crosses the bundles of horizontal tubes 462 to reach the second box 461. Part of the steam condenses during this passage and flows to the bottom of the second box 461.
  • the residual steam is sucked up and reintroduced into the upper half-box using a suction system actuated by a turbine 463. Due to the low pressure drop between the inlet and the outlet of this type of condenser , the turbine requires only a small driving power.
  • each of these orifices is provided with a vapor valve 464 similar to that described above.
  • FIG. 5 shows more precisely a sectional view of the conductimetric probe 19 of the means for measuring the vacuum rate. It essentially consists of two annular electrodes 191 - 192 inserted coaxially at a certain distance from each other in an insulating and heat resistant cylinder 190. This assembly thus produced forms an outlet of the cooling circuit connecting the outlet of the engine water chamber to the separator.
  • FIG. 6 represents the electrical circuit connected to the output of the electrodes and allowing the measurement of the average vacuum rate. It consists of a conductivity meter C associated with an integrator I.
  • the conductivity meter comprises: a voltage source U o connected to one of the electrodes of the conductimetric probe, a resistor R1 connected between earth and the second electrode of the probe.
  • the integrator conventionally comprises an operational amplifier T1 and a capacitor C1.
  • the probe having a conductance G constitutes with the resistor R1 a dividing bridge on which the measurement of the vacuum rate can be preveled by measuring the voltage U r across the resistor R1.
  • FIG. 7 shows an alternative embodiment of the cooling circuit in which the vent valve 10 is removed. It appears in fact that if such a purge system is simple to implement, it nevertheless has certain drawbacks, among which may be mentioned the loss of coolant and the acceleration of the aging of the latter by oxygenation.
  • Such a system allows adjustment of the circuit pressure in a way that is simple, safe and stable: a simple pressure on the bellows increases the pressure of the circuit unlike a purge system which requires a longer time to adjust the pressures.
  • the present circuit comprises a primary circuit for circulation of the cooling fluid V1.
  • the primary circuit V1 comprises the "water chamber" of the engine 1, a vapor separator-collector 23, a pipe 5 equipped with a non-return valve 55 which makes it possible to connect the lower part of the separator collecting the liquid to a feed pump 4 and which continues from the pump to the inlet of the water chamber.
  • the vapor phase is treated in a secondary circuit V2 bypass to the circuit V1 where a pipe 12 connects the steam outlet of the separator 23 to the inlet of the condenser 46, a precision sensor equips this pipe.
  • a turbine 122 is inserted before the inlet of the condenser, in order to facilitate the extraction of the engine outlet steam if it was problematic.
  • the condensate is collected in a pipe 13 equipped with a non-return valve 131.
  • This pipe communicates with a variable volume tank 51 and extends to a valve 8 controlled by the computer.
  • the V2 branch ends with a line connecting the valve 8 to the pump 4.
  • This circuit being completely closed, there is no vent valve as in the device described above, it is necessary to place a safety valve 47 in the upper part of the condenser 46. This has for aim to avoid any increase in pressure that could not be controlled.
  • the origin of this overpressure can be a pump failure or blockage of a valve for example.
  • variable volume tank 51 is then in the minimum position.
  • the two-phase liquid-vapor mixture is separated in the collector-separator 23.
  • the liquid continues to circulate in the loop V1.
  • the vapor imprints the line 12 of the circuit V2 and enters the condenser 46.
  • the occupation of a certain volume, in the pipe 123 and the exchanger 46, by the steam causes the evacuation of a corresponding volume of liquid towards the variable-volume tank 51.
  • the computer 171 receiving information from the pressure 121 authorizes a progressive displacement of the bellows forming the reservoir 51 so as to maintain the pressure substantially constant.
  • the computer 17 starts the fan 7 and opens the valve 81.
  • the computer 171 then controls the pressure and the cooling of the fluid by more or less condensing the vapor in the exchanger. It simultaneously controls the variable volume reservoir so as to attenuate the pressure fluctuations which are too great, by varying the volume of the bellows as required.
  • the computer 171 varies the setpoint of the actuators (pump, fan, bellows) so as to adapt P and Q to the desired operating regime.
  • the safety valve will release a certain amount of vapor.
  • the computer 17 then immediately compensates for this loss of fluid, by reducing the volume of the bellows 51 to reinject the liquid into the circuit.
  • non-return valves 51 and 131 The purpose of the non-return valves 51 and 131 is to prevent any liquid rising through the lines 5 and 12 when the volume of the bellows is reduced.
  • the condensation of the vapor remaining in the circuit is terminated and the volume of the bellows is gradually reduced, so as to be in the initial configuration, that is to say V1 and V2 full of water.
  • the pump 4 continues to provide a flow rate in order to mix the fluids of the circuits V1 and V2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
EP19910403235 1990-11-30 1991-11-29 Verdampfungskühlverfahren für eine Brennkraftmaschine und Einrichtung zur Durchführung dieses Verfahrens Expired - Lifetime EP0489628B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9015002 1990-11-30
FR9015002A FR2669962B1 (fr) 1990-11-30 1990-11-30 Procede de refroidissement par evaporation pour moteur a combustion interne et dispositif de mise en óoeuvre.

Publications (2)

Publication Number Publication Date
EP0489628A1 true EP0489628A1 (de) 1992-06-10
EP0489628B1 EP0489628B1 (de) 1995-12-27

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EP19910403235 Expired - Lifetime EP0489628B1 (de) 1990-11-30 1991-11-29 Verdampfungskühlverfahren für eine Brennkraftmaschine und Einrichtung zur Durchführung dieses Verfahrens

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EP (1) EP0489628B1 (de)
DE (1) DE69115865T2 (de)
ES (1) ES2081456T3 (de)
FR (1) FR2669962B1 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2697580A1 (fr) * 1992-10-30 1994-05-06 Renault Système de refroidissement par évaporation pour moteur à combustion interne.
FR2697869A1 (fr) * 1992-11-06 1994-05-13 Renault Système de refroidissement pour moteur à combustion interne.
FR2721655A1 (fr) * 1994-06-24 1995-12-29 Renault Dispositif de refroidissement par évaporation pour moteur à combustion interne.
FR2728622A1 (fr) * 1994-12-21 1996-06-28 Renault Dispositif de refroidissement par evaporation pour moteur a combustion interne
FR2752016A1 (fr) * 1996-07-31 1998-02-06 Renault Dispositif de refroidissement d'un moteur a combustion interne
US6371742B1 (en) * 1997-12-30 2002-04-16 Ateliers Busch S.A. Cooling device
JP5973019B1 (ja) * 2015-03-05 2016-08-17 本田技研工業株式会社 沸騰冷却装置
CN107401446A (zh) * 2017-09-25 2017-11-28 合肥升园汽车配件有限公司 一种具有内置可调节散热片的车载水室

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CN102721309B (zh) * 2012-07-18 2016-06-01 北京德能恒信科技有限公司 一种动力热管装置
DE102021200549A1 (de) 2021-01-21 2022-07-21 Psa Automobiles Sa Verfahren zum Steuern eines Kühlsystems zur Kühlung mindestens einer zu kühlenden Komponente sowie Vorrichtung zur Durchführung des Verfahrens
US12234758B1 (en) * 2024-02-06 2025-02-25 Caterpillar Inc. Exhaust assembly temperature regulation for shutdown

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US1812899A (en) * 1926-10-09 1931-07-07 Waukesha Motor Co Steam cooling system
US2083611A (en) * 1931-12-05 1937-06-15 Carrier Corp Cooling system
FR973203A (fr) * 1941-07-16 1951-02-08 Citroen Sa Andre Perfectionnements au dispositif de refroidissement de moteur à combustion interne
US2825317A (en) * 1956-01-09 1958-03-04 Adolph A Tacchella Steam separator
US2926641A (en) * 1958-01-20 1960-03-01 Tacchella Inc Uniform temperature, dual circuit engine cooling system
US4570579A (en) * 1983-09-27 1986-02-18 Nissan Motor Co., Ltd. Vapor cooled internal combustion engine coolant jacket
US4622925A (en) * 1984-08-07 1986-11-18 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
EP0214389A2 (de) * 1985-09-06 1987-03-18 Nissan Motor Co., Ltd. Kühleinrichtung für Kraftfahrzeugmaschine
US4686942A (en) * 1984-07-04 1987-08-18 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
US4700664A (en) * 1984-07-06 1987-10-20 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
US4768484A (en) * 1987-07-13 1988-09-06 General Motors Corporation Actively pressurized engine cooling system

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1812899A (en) * 1926-10-09 1931-07-07 Waukesha Motor Co Steam cooling system
US2083611A (en) * 1931-12-05 1937-06-15 Carrier Corp Cooling system
FR973203A (fr) * 1941-07-16 1951-02-08 Citroen Sa Andre Perfectionnements au dispositif de refroidissement de moteur à combustion interne
US2825317A (en) * 1956-01-09 1958-03-04 Adolph A Tacchella Steam separator
US2926641A (en) * 1958-01-20 1960-03-01 Tacchella Inc Uniform temperature, dual circuit engine cooling system
US4570579A (en) * 1983-09-27 1986-02-18 Nissan Motor Co., Ltd. Vapor cooled internal combustion engine coolant jacket
US4686942A (en) * 1984-07-04 1987-08-18 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
US4700664A (en) * 1984-07-06 1987-10-20 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
US4622925A (en) * 1984-08-07 1986-11-18 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2697580A1 (fr) * 1992-10-30 1994-05-06 Renault Système de refroidissement par évaporation pour moteur à combustion interne.
FR2697869A1 (fr) * 1992-11-06 1994-05-13 Renault Système de refroidissement pour moteur à combustion interne.
FR2721655A1 (fr) * 1994-06-24 1995-12-29 Renault Dispositif de refroidissement par évaporation pour moteur à combustion interne.
FR2728622A1 (fr) * 1994-12-21 1996-06-28 Renault Dispositif de refroidissement par evaporation pour moteur a combustion interne
FR2752016A1 (fr) * 1996-07-31 1998-02-06 Renault Dispositif de refroidissement d'un moteur a combustion interne
US6371742B1 (en) * 1997-12-30 2002-04-16 Ateliers Busch S.A. Cooling device
JP5973019B1 (ja) * 2015-03-05 2016-08-17 本田技研工業株式会社 沸騰冷却装置
CN107401446A (zh) * 2017-09-25 2017-11-28 合肥升园汽车配件有限公司 一种具有内置可调节散热片的车载水室
CN107401446B (zh) * 2017-09-25 2019-11-08 合肥升园汽车配件有限公司 一种具有内置可调节散热片的车载水室

Also Published As

Publication number Publication date
FR2669962A1 (fr) 1992-06-05
FR2669962B1 (fr) 1994-09-16
EP0489628B1 (de) 1995-12-27
ES2081456T3 (es) 1996-03-16
DE69115865T2 (de) 1996-08-29
DE69115865D1 (de) 1996-02-08

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