EP0637680B1 - Moteur à combustion interne à plusieurs cylindres refroidi par liquide - Google Patents

Moteur à combustion interne à plusieurs cylindres refroidi par liquide Download PDF

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Publication number
EP0637680B1
EP0637680B1 EP94110166A EP94110166A EP0637680B1 EP 0637680 B1 EP0637680 B1 EP 0637680B1 EP 94110166 A EP94110166 A EP 94110166A EP 94110166 A EP94110166 A EP 94110166A EP 0637680 B1 EP0637680 B1 EP 0637680B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
coolant liquid
passage
chamber
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
Application number
EP94110166A
Other languages
German (de)
English (en)
Other versions
EP0637680A1 (fr
Inventor
Johannes Dipl.-Ing. Werner
Walter Dipl.-Ing. Kerschbaum
Diethardt Winter
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.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0637680A1 publication Critical patent/EP0637680A1/fr
Application granted granted Critical
Publication of EP0637680B1 publication Critical patent/EP0637680B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/14—Cylinders with means for directing, guiding or distributing liquid stream
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/027—Cooling cylinders and cylinder heads in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines

Definitions

  • the invention relates to a liquid-cooled multi-cylinder internal combustion engine according to the features specified in the preamble of claim 1.
  • Such an internal combustion engine is known from DE 42 06 920 C1.
  • four longitudinal channels for the cooling water flow mean a high construction cost.
  • the last coolant space of each row of cylinders is flowed through by about half of the total amount of coolant, and the coolant spaces of the second row of cylinders are flowed through by coolant which has already absorbed heat in one or two other coolant spaces. This results in very different cooling of the individual cylinders.
  • the object of the invention is to achieve better, in particular more uniform, cooling of the individual cylinders in a liquid-cooled multi-cylinder internal combustion engine of the type mentioned at the outset.
  • the internal combustion engine designed according to the invention requires a total of only three longitudinal channels for the supply and return of the coolant.
  • Each coolant chamber is connected directly to the inlet and to a return channel without part of the coolant flowing through more than one coolant chamber.
  • the inlet channel can be equipped with a fairly large cross section, so that the pressure drop in it is extremely low. All of these measures promote the uniform distribution of the coolant to the individual coolant spaces and thus their equally strong cooling.
  • the design of the internal combustion engine according to claim 2 promotes in particular the cooling of parts arranged deep between the two rows of cylinders, such as valve drive elements or fuel injection pumps.
  • the cooling liquid in its entirety can leave it on each end face of the internal combustion engine in order to be cooled itself or to take on a further cooling task, for example for a retarder, without opening or Closing an outlet opening any changes to the cooling system of the internal combustion engine itself must be made.
  • Claim 5 specifies a space-saving and, in particular, the casting design of the internal combustion engine housing, which does not further stress the position of the transverse channel.
  • the embodiment according to claim 7 enables a bypassing of parts arranged in the space between the rows of cylinders, such as valve drive members and fuel injection pumps, as well as a guidance of the connecting channels, which promotes the cooling of these parts particularly strongly.
  • a schematically illustrated internal combustion engine 1 has a first row of cylinders 2 and a second row of cylinders 3, which are arranged in a V-shape with respect to one another, each of which comprises three cylinders 4, 5, 6, and 7, 8, 9, 9.
  • the cylinders 4 to 9 are surrounded by coolant spaces 10 to 15, which are each separated from the adjacent coolant spaces by partitions 16 to 19. Openings 43 provided on the lower edge thereof allow the coolant to flow out into the adjacent coolant space without a cross flow taking place during normal operation due to the small pressure differences explained below.
  • the front end face of the internal combustion engine 1 is covered by an end cover 20 completed, which covers a liquid-cooled oil cooler 21.
  • cooling liquid is fed to an inlet channel 22 which lies deep in the V space between the two rows of cylinders 2, 3 and forms part of the internal combustion engine housing.
  • a separate connecting channel 23 to 28 branches off from this laterally to each coolant space 10 to 15.
  • the pressure drop in the inlet channel 22 is extremely low because of its large cross-section, so that all coolant spaces 10 to 15 are supplied with coolant completely uniformly independently of one another.
  • valve drive elements or fuel injection pumps (not shown) (not shown) arranged between the cylinder rows 2, 3 can be effectively cooled and kept at a uniform temperature level.
  • the connecting channels 23 to 28 can be angled, so that connecting channels (e.g. 23 and 27), which lead to two staggered cooling fluid spaces (e.g. 10 and 14) in the two rows of cylinders 2, 3, on the same Branch the length of the inlet channel 22 from the latter. Because of the low pressure drop in the inlet channel 22, a possible greater resistance in the connecting channels 23 to 28 is of no importance.
  • the coolant After flowing through the coolant spaces 10, 11, 12 and the associated cylinder heads of the first row of cylinders 2, the coolant is in a return channel 29 arranged near the inside of this row of cylinders 2 and, accordingly, another part of the coolant after flowing through the coolant spaces 13, 14, 15 and of the associated cylinder heads of the second row 3 of cylinders arranged in a second, close to the inside of this second row of cylinders 3 Return channel 30 collected.
  • the two return channels 29, 30, which form an integrated component of the internal combustion engine housing, are connected to one another by an external transverse channel 31 in the end cover 20, which is arranged above the oil cooler 21 and hydraulically separated from it.
  • a connection 32 is provided, to which the cooling liquid, as indicated by the arrows 33, flows in the same direction in the return channels 29, 30 and in the transverse channel 31 and from which the cooling liquid is discharged from the internal combustion engine 1, for example into one not shown cooler for recooling the coolant.
  • a further unit is to be cooled, for example a retarder (not shown)
  • a further connection 34 is provided on an end of the one return channel 30 facing away from the transverse channel 31, to which, when the connection 32 is closed, the cooling liquid flows in the opposite direction to one another Return channels 29, 30, as indicated by the dashed arrows 35, flows out.
  • the opening 36 of the connecting channel 26 lies in the coolant space 13 of the cylinder 7 in its lower and middle area, in particular in order to maintain a necessary distance from the return channel 30 arranged next to the upper area of the cylinder 7.
  • a separating ring 37 is provided in the coolant space 13 approximately in the middle thereof, which is provided with a recess 44 in the region of the orifice opening 36 and is in particular made in one piece with the internal combustion engine housing and which Coolant space 13 separates into an upper annular space 38 and a lower annular space 39.
  • the orifice opening 36 Although the major part of the orifice opening 36 is in the region of the lower annular space 39, a relatively small amount of cooling liquid flows into it only when in the Separating ring 37 is provided with a small recess 40 located on the side remote from the mouth opening 36. This allows the coolant to be drained from the upper annular space 39 and from the cylinder head 42 and reduces the turbulence in the lower annular space 39. In particular, however, the inflow of cooling liquid through the recess 40 into the lower area of the upper annular space 38, which is remote from the orifice 36, results in a dead water area being created in this area K.
  • the major part of the cooling liquid flows from the upper annular space 38 into a cooling space of the cylinder head 42 via an opening 45 which lies on the side remote from the orifice opening 36.
  • openings 41, 46 are provided, from which a smaller amount of cooling liquid flows into the cooling space of the cylinder head 42 and directly into the return duct 30.
  • the return flow from the cooling chamber of the cylinder head 42 into the return duct 30 is denoted by 47.

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  • 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)

Claims (9)

  1. Moteur à combustion interne à plusieurs cylindres refroidis par un liquide, comprenant une première et une seconde rangée de cylindres, en particulier disposées en V, dans lequel chaque cylindre est entouré d'une chambre particulière de liquide de refroidissement et dans lequel un canal d'arrivée destiné à diriger du liquide de refroidissement sur les chambres individuelles de liquide de refroidissement et deux canaux de reflux situés sur les côtés intérieurs des rangées de cylindres et destinées au reflux du liquide de refroidissement provenant des chambres individuelles de liquide de refroidissement sont prévus,
       caractérisé,
       en ce qu'un unique canal d'arrivée (22) qui est prévu est disposé dans l'espace intermédiaire compris entre les deux rangées de cylindres (2, 3) et en ce que chaque chambre de liquide de refroidissement (10 à 15) est raccordée au canal d'arrivée (22) indépendamment d'une autre chambre de liquide de refroidissement (10 à 15)
  2. Moteur à combustion interne selon la revendication 1,
       caractérisé
       en ce que le canal d'arrivée (22) est placé plus bas que les deux canaux de reflux (29, 30).
  3. Moteur à combustion interne selon la revendication 1 ou 2,
       caractérisé
       en ce que les deux canaux de reflux (29, 30) sont raccordés l'un à l'autre sur un côté extrême du moteur à combustion interne (1) par un canal transversal (31) placé extérieurement, en ce que le liquide de refroidissement des deux canaux de reflux (29, 30) s'écoule dans le même sens vers le canal transversal (31) et en ce qu'un raccord (32) à ce dernier est disposé pour évacuer le liquide de refroidissement du carter du moteur à combustion interne.
  4. Moteur à combustion interne selon la revendication 1 ou 2,
       caractérisé
       en ce que les deux canaux de reflux (29, 30) sont raccordés l'un à l'autre sur un côté extrême du moteur à combustion interne (1) par un canal transversal (31) disposé extérieurement, en ce que le liquide de refroidissement se trouvant dans un canal de reflux (29) s'écoule vers le canal transversal (31) et celui qui se trouve dans l'autre canal de reflux (30) s'écoule en s'éloignant du canal transversal (31) vers un raccord (34) disposé à son extrémité tournée à l'opposé du canal transversal (31) pour l'envoi du liquide de refroidissement vers un appareillage à refroidir.
  5. Moteur à combustion interne selon la revendication 3 ou 4
       caractérisé
       en ce que le canal transversal (31) passe à l'intérieur d'un couvercle d'extrémité (30) enfermant le côté extrême du moteur à combustion interne (1) et recouvrant sur le côté extrême le canal d'arrivée (22) qui est situé sous le canal transversal (31) sur son côté d'admission.
  6. Moteur à combustion interne selon l'une des revendications 1 à 5,
       caractérisé
       en ce qu'un canal de jonction (23 à 28) situé entre le canal d'arrivée (22) et une chambre de liquide de refroidissement (10 à 15) débouche dans cette dernière par un orifice d'embouchure (36) situé dans sa partie inférieure et centrale, en ce que la chambre de liquide de refroidissement (10 à 15) est subdivisée, par un anneau de séparation (37) placé dans la partie supérieure de l'orifice d'embouchure (36), en un volume annulaire supérieur (38) qui met en communication le liquide de refroidissement avec une chambre de refroidissement située dans la culasse correspondante (42) et en un volume annulaire inférieur (39) dans lequel le liquide de refroidissement est séparé au moins en majeure partie de celui qui se trouve dans le volume annulaire supérieur (38).
  7. Moteur à combustion interne selon la revendication 6,
       caractérisé
       en ce que les canaux de jonction (23 à 28 ) sont coudés.
  8. Moteur à combustion interne selon la revendication 6 ou 7,
       caractérisé
       en ce qu'une ouverture (40) est prévue dans l'anneau de séparation (37) sur le côté tourné à l'opposé de l'orifice d'embouchure (36).
  9. Moteur à combustion interne selon l'une des revendications 6 à 8,
       caractérisé
       en ce qu'un autre orifice (41 ou 46) est prévu directement dans le canal de reflux (30) et/ou dans la culasse (42) dans la partie supérieure du volume annulaire supérieur (38) qui est située à l'opposé de l'orifice (45) débouchant dans la chambre de refroidissement de la culasse (42).
EP94110166A 1993-08-04 1994-06-30 Moteur à combustion interne à plusieurs cylindres refroidi par liquide Expired - Lifetime EP0637680B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4326161 1993-08-04
DE4326161A DE4326161C2 (de) 1993-08-04 1993-08-04 Flüssigkeitsgekühlte Mehrzylinder-Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0637680A1 EP0637680A1 (fr) 1995-02-08
EP0637680B1 true EP0637680B1 (fr) 1996-11-27

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EP94110166A Expired - Lifetime EP0637680B1 (fr) 1993-08-04 1994-06-30 Moteur à combustion interne à plusieurs cylindres refroidi par liquide

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EP (1) EP0637680B1 (fr)
DE (2) DE4326161C2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6382144B1 (en) * 1999-09-09 2002-05-07 Dr. Ing. H.C.F. Porsche Ag Cooling device for an internal combustion engine
EP1103704A3 (fr) * 1999-11-24 2002-05-15 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion refroidi par liquide avec les bancs-cylindres rangés en V

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3907903B2 (ja) * 2000-02-03 2007-04-18 本田技研工業株式会社 内燃機関の冷却水循環構造
AT5039U1 (de) * 2000-12-21 2002-02-25 Avl List Gmbh Zylinderblock für eine flüssigkeitsgekühlte brennkraftmaschine
DE102013113609B4 (de) 2013-12-06 2022-02-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kurbelgehäuse mit einer Kühlwasserverteilung für eine mehrzylindrige Brennkraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2727124A1 (de) * 1977-06-16 1978-12-21 Daimler Benz Ag Einrichtung zur kuehlfluessigkeitsfuehrung im zylinderblock von mehrzylinder-brennkraftmaschinen
JPS58107840A (ja) * 1981-12-22 1983-06-27 Nissan Motor Co Ltd Ｖ型内燃機関の冷却装置
DE3629673A1 (de) * 1986-09-01 1988-03-10 Kloeckner Humboldt Deutz Ag Brennkraftmaschine mit fluessigkeitsgekuehlter zylinderlaufbuchse
JP2724477B2 (ja) * 1988-09-30 1998-03-09 ヤマハ発動機株式会社 エンジンのブローバイガス回収装置
DE4001140C1 (en) * 1990-01-17 1991-04-11 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Cylinder block for liquid cooled IC engine - has coolant channels in internal angle of V=shaped block
DE4206920C1 (en) * 1992-03-05 1992-12-24 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Cooling circuit for vehicle IC engine - has connecting passage between opposing pairs of cylinders, and cooling fluid chamber

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6382144B1 (en) * 1999-09-09 2002-05-07 Dr. Ing. H.C.F. Porsche Ag Cooling device for an internal combustion engine
EP1103704A3 (fr) * 1999-11-24 2002-05-15 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion refroidi par liquide avec les bancs-cylindres rangés en V
US6418886B1 (en) 1999-11-24 2002-07-16 Bavarische Motoren Werke Aktiengesellschaft Liquid-cooled internal combustion engine with cylinder banks, which tilt toward one another, in particular a V engine

Also Published As

Publication number Publication date
EP0637680A1 (fr) 1995-02-08
DE4326161C2 (de) 1995-06-14
DE59401127D1 (de) 1997-01-09
DE4326161A1 (de) 1995-02-09

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