EP1947308A1 - Système de refroidissement de moteur intégré - Google Patents

Système de refroidissement de moteur intégré Download PDF

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Publication number
EP1947308A1
EP1947308A1 EP07100654A EP07100654A EP1947308A1 EP 1947308 A1 EP1947308 A1 EP 1947308A1 EP 07100654 A EP07100654 A EP 07100654A EP 07100654 A EP07100654 A EP 07100654A EP 1947308 A1 EP1947308 A1 EP 1947308A1
Authority
EP
European Patent Office
Prior art keywords
coolant
phase
internal combustion
combustion engine
cylinder head
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
EP07100654A
Other languages
German (de)
English (en)
Other versions
EP1947308B1 (fr
Inventor
Richard Fritsche
Kai Kuhlbach
Ingo Lenz
Martin Lutz
Jan Mehring
Carsten Weber
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to DE502007001624T priority Critical patent/DE502007001624D1/de
Priority to EP07100654A priority patent/EP1947308B1/fr
Priority to US12/015,743 priority patent/US7721683B2/en
Publication of EP1947308A1 publication Critical patent/EP1947308A1/fr
Application granted granted Critical
Publication of EP1947308B1 publication Critical patent/EP1947308B1/fr
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/024—Cooling cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—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
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/16—Outlet manifold

Definitions

  • the invention relates to a cooling strategy for an internal combustion engine having at least one cylinder head and an associated cylinder block, wherein a coolant flows in a coolant circuit, and wherein at least one control element is associated with the coolant circuit.
  • the EP 1 375 857 A discloses a cooling device for an internal combustion engine.
  • the cooling device has a plurality of cooling cells in a cylinder head, which are separated from each other and can be traversed by a cooling liquid.
  • the cooling device further comprises at least first and second means for controlling the flow rate, the means being connected to at least one first cooling cell of the cylinder head and to at least one second cooling cell of the cylinder head.
  • the first and second means are capable of controlling the amount of cooling liquid flowing through each first cooling cell and each second cooling cell, respectively.
  • the invention has for its object to improve a cooling strategy of the type mentioned by simple means to the extent that friction losses are minimized, the engine can be performed as quickly as possible to the required operating temperature.
  • the object is achieved by a cooling strategy with the features of claim 1, wherein the coolant flow is controlled during a warm-up phase of the internal combustion engine in successive phases by means of at least one control to separate cooling areas, and that the coolant flow in an adjoining operation at operating temperature of the internal combustion engine is controlled by means of the controls, taking into account operating conditions of the internal combustion engine to separate cooling areas.
  • the invention is based on the finding that cooling water jackets have the main function to dissipate the heat resulting from the combustion, wherein the cooling water jackets should be designed such that the temperature distribution is homogeneous. It is therefore predominantly provided for the full load operation in which a maximum temperature, provided that the cooling water jacket is designed for this operating condition.
  • both the advantages of good oil heating, exhaust gas warming, engine warming and passenger compartment warming can be achieved in the warm-up phase of the internal combustion engine, as well as good cooling of the warm engine.
  • the coolant in a first phase of the warm-up phase, has a flow amount of zero, wherein the corresponding first control element is closed.
  • the control can be designed for example as a mechanical or electromechanical valve or electrically heated thermostat, which is controlled by the exhaust gas temperature.
  • the exhaust gas temperature Immediately after starting the internal combustion engine, the exhaust gas temperature has not yet the preferred amount of temperature, so that the valve first, preferably for a few seconds, is closed, so that a flow of coolant is first interrupted.
  • the preferred temperature for keeping this valve closed may be based on the operating temperature of the catalyst coupled, and for example, an amount of less than 500 ° C (catalyst function start temperature) of the exhaust gas temperature.
  • the valve opens, so that it is conveniently provided that in a second phase of the warm-up phase exhaust ports and exhaust manifold are cooled so that the coolant flow through an exhaust side of the cylinder head to a heating heat exchanger (heating) can flow.
  • a heating heat exchanger heating
  • a third phase of the warm-up phase exhaust ports and exhaust manifold and the cylinder block is cooled, wherein the exhaust control element or the valve and a third control, or a block thermostat are opened, so that the coolant through the Exhaust side of the cylinder head and the cylinder block flows to the heater.
  • the exhaust control or the valve, a second control, or a thermostat and the third control element or the block thermostat are opened, so that the coolant through a Exhaust side of the cylinder head, and flows through the inlet side and through the cylinder block to the heater.
  • Phase 5 When the engine is warm (Phase 5), it is contemplated that, in addition to the coolant flow through the heater described in Phase 4, coolant will flow through a radiator and surge tank.
  • a conventional thermostat or a map controlled valve (map thermostat) can be provided as a fourth control.
  • the exemplary four control elements are preferably arranged one behind the other, wherein the respective successive control elements are connected to each other via connecting lines.
  • cooling strategies can be used depending on the operating state of the internal combustion engine.
  • the entire internal combustion engine is cooled, wherein the coolant flows through the exhaust side of the cylinder head and through its inlet side and through the cylinder block to the heater core, to the radiator and to a surge tank.
  • the exhaust gas control element is preferably controlled by the exhaust gas temperature.
  • the valve preferably opens when an operating temperature of the catalytic converter is reached, which can already be the case after a few seconds after starting the internal combustion engine.
  • the corresponding controls are controlled via the coolant temperature, which is why the corresponding controls are designed as a thermostat, preferably as a single-acting thermostat.
  • the coolant temperature in the second phase is preferably less than 50 ° C, wherein the coolant temperature in the third phase may have an amount between 50 to 80 ° C and wherein in the fourth phase, a coolant temperature between 80 to 110 ° C may be present.
  • the engine has reached its operating temperature.
  • the coolant temperature is controlled between 80 ° C (full load) and 110 ° C (part load) depending on the engine operating point.
  • the exemplified temperatures or temperature ranges are not to be regarded as limited to these, but may also have other amounts.
  • a control of an exhaust side of the cylinder head, an inlet side of the cylinder head and the cylinder block is assigned, with another control or thermostat map can be controlled (map thermostat), the controls are controlled separately, so that in a warm-up phase of the internal combustion engine and in a subsequent operation under operating temperature separately selectable cooling regions can be flowed through by the coolant.
  • the coolant circuit has a cylinder block water jacket and a cylinder head water jacket, which is divided into an inlet-side water jacket and an exhaust-side water jacket, a so-called “split cooling system” (separate coolant circuit, cylinder head), wherein the coolant circuit a coolant distributor can be assigned.
  • split cooling system split coolant circuit, cylinder head
  • an integrated and flexible thermal management system for an internal combustion engine in which heat flow from a heat source to a heat sink within the engine and the motor vehicle or any other application depends on the operating conditions of the internal combustion engine and the respective requirement of the vehicle occupant.
  • This includes, inter alia, the function of a cooling system and additional special cooling areas, in which z. B. a heat flow should be avoided as long as the engine is cold. This corresponds for example to the first phase of the warm-up phase of the internal combustion engine, in which no coolant flows.
  • a heat flow is achieved directly in the passenger compartment as soon and effectively as possible.
  • the cooling zones can be divided by themselves, with the "split-cooling system" (separate coolant circuit, cylinder head) in particular being intended here.
  • a faster warming of the internal combustion engine is achieved, whereby at the same time harmful emissions to the Environment be reduced.
  • friction losses are minimized and fuel consumption thereby improved.
  • FIG. 1 shows a cooling strategy for an internal combustion engine 1, which has at least one cylinder head 2 and an associated cylinder block 3.
  • a coolant flows into a coolant circuit 4, wherein the coolant circuit 4 at least one control, in the illustrated embodiment, four control elements 6, 7, 8 and 9 are assigned.
  • the internal combustion engine 1 is assigned a coolant distributor 11, through which the coolant flows into a cylinder block water jacket 12 (FIG. FIG. 3 ) and into a cylinder head water jacket 13 ( FIG. 4 ) flowing into an exhaust side 14 and into an inlet side 16 (FIG. FIG. 4 ) is split (split-cooling system, separate coolant circuit).
  • the coolant circuit 4 further includes a heater 17 (heater core), a surge tank 18, a radiator 19, and a pump 21.
  • the exhaust side 14 of the cylinder head water jacket 13 is associated with a first control element 6, which is designed as an electrically operable valve.
  • the inlet side 16 of the cylinder head water jacket 13 is associated with a second control element 7, which is designed as a thermostat.
  • the cylinder block water jacket 12 is associated with a third control, which is designed as a thermostat (block thermostat).
  • a map thermostat 9 is assigned as the fourth control in the internal combustion engine 1.
  • FIG. 1 a first phase of a warm-up phase of the internal combustion engine 1 is shown.
  • the internal combustion engine is in a state immediately after its start.
  • All controls 6 to 9, in particular the valve 6 are closed, so that no coolant circulates in the coolant circuit 4.
  • the valve 6 is controlled by an exhaust gas temperature, wherein the interruption of the coolant circulation improved and faster heating of a catalyst, not shown, and the oil heating is achieved.
  • the interruption of the coolant flow in the coolant circuit 4 is represented by the connecting lines shown in dashed lines, wherein the coolant flow has a magnitude of zero.
  • the first phase of the warm-up phase of the internal combustion engine 1 is an improved heating of the structure of the internal combustion engine 1, in particular a improved oil heating achieved. On a warm-up of the passenger compartment, this first phase has no effect. At the same time low thermal losses are achieved both in the combustion chamber of the engine and on the exhaust side.
  • the valve 6 opens (FIG. FIG. 2 ), so that the coolant flows through the exhaust side 14 of the cylinder head water jacket 13 to the heater 17.
  • FIG. 2 illustrated second phase of the warm-up phase of the internal combustion engine 1 exhaust ports and exhaust manifolds are cooled.
  • the valve 6 is connected to the thermostat 7 via a connecting line 22, wherein the thermostat 7 is connected via a connecting line 23 to the block thermostat 8, which is connected via a connecting line 24 to the map thermostat 9.
  • the map thermostat 9 is connected via a connecting line 26 to the heater 17, which in turn is connected to a connecting line 27 to the pump 21, which transports the coolant via a connecting line 28 to the coolant manifold 11.
  • the exhaust side 14 of the cylinder head water jacket 13 is connected via a connecting line 29 to the valve 6.
  • the exhaust ports and exhaust manifold are cooled, so that the heater 17, the necessary energy is provided.
  • a heat transfer is achieved in the coolant, where the majority of the heat is generated.
  • low thermal losses are achieved in the combustion chamber of the internal combustion engine.
  • FIG. 3 is a third phase of the warm-up phase of the internal combustion engine 1 is shown, wherein the valve 6 and the block thermostat 8 are opened.
  • the coolant can flow through the exhaust side 14 of the cylinder head 13 and through the cylinder block 3 or through the cylinder head water jacket 13 to the heater 17.
  • the cylinder block water jacket 12 is connected via a connecting line 31 directly to the block thermostat 8.
  • the exhaust ports and exhaust manifold and the cylinder block 3 are cooled.
  • the thermally critical areas are cooled, wherein the heat transfer is achieved in the coolant where heat is generated.
  • the two cooling areas exhaust gas side 14, cylinder block water jacket 12 are connected in parallel.
  • FIG. 4 a fourth phase of the warm-up phase of the internal combustion engine 1 is shown, in which the entire internal combustion engine flows through and is cooled.
  • the valve 6, the thermostat 7 and the block thermostat 8 are opened, so that the coolant through the exhaust side 14 of the cylinder head water jacket 13 and through its inlet side 16 and through the cylinder block or by the cylinder block water jacket 12 to the heater 17 (by the closed map thermostat ) flows.
  • the inlet side 16 of the cylinder head water jacket 13 is connected via a connecting line 32 to the thermostat 7.
  • a fifth phase (operationally warm engine) is provided that the coolant flows through the map thermostat 9 via a connecting line to the radiator 19, which is connected to the connecting line 27 from the heater 17 to the pump 21.
  • the coolant flows through the surge tank 18, which may be connected to the map thermostat 9 via a connecting line, the surge tank 18 may be connected via a further connecting line to the connecting line 27 from the heater 17 to the pump 21.
  • FIG. 5 is the cooling strategy for the operating warm combustion engine 1 shown under full load.
  • the entire internal combustion engine 1 is cooled, wherein the coolant flows through the exhaust side 14 of the cylinder head water jacket 13 and through its inlet side 16 and through the cylinder block or cylinder block water jacket 12 to the heater 17, to the radiator 19, and to a surge tank 18.
  • the map thermostat 9 is connected via a connecting line 33 to the radiator 19, which in turn opens via a connecting line 34 into the connecting line 27 from the heater 17 to the pump 11.
  • From the connecting line 33 branches off a connecting line 36 to the surge tank 18, which in turn is connected via a connecting line 37 to the connecting line 27 from the heater 17 to the pump 21.
  • valve 6 can be omitted if the pump 21 or the coolant pump in the coolant circuit 4 is replaced by a controllable coolant pump with zero delivery option.
  • a cooling strategy for a partial load operation of the internal combustion engine at operating temperature in which the exhaust side 14 of the cylinder head water jacket 13 and the cylinder block 3 and the cylinder head water jacket 13 is cooled, the coolant through the exhaust side 14 of the cylinder head water jacket 13 and through the cylinder block 3 and flows through the cylinder block water jacket 12 to the heater 17.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP07100654A 2007-01-17 2007-01-17 Système de refroidissement de moteur intégré Ceased EP1947308B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE502007001624T DE502007001624D1 (de) 2007-01-17 2007-01-17 Integriertes Motorkühlsystem
EP07100654A EP1947308B1 (fr) 2007-01-17 2007-01-17 Système de refroidissement de moteur intégré
US12/015,743 US7721683B2 (en) 2007-01-17 2008-01-17 Integrated engine thermal management

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07100654A EP1947308B1 (fr) 2007-01-17 2007-01-17 Système de refroidissement de moteur intégré

Publications (2)

Publication Number Publication Date
EP1947308A1 true EP1947308A1 (fr) 2008-07-23
EP1947308B1 EP1947308B1 (fr) 2009-09-30

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EP07100654A Ceased EP1947308B1 (fr) 2007-01-17 2007-01-17 Système de refroidissement de moteur intégré

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US (1) US7721683B2 (fr)
EP (1) EP1947308B1 (fr)
DE (1) DE502007001624D1 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008035955A1 (de) * 2008-07-31 2010-03-11 Ford Global Technologies, LLC, Dearborn Kühlstrategie
DE102010018624A1 (de) * 2010-04-28 2011-11-03 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine
DE102010045217A1 (de) * 2010-09-13 2012-03-15 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine
EP2375025A3 (fr) * 2010-03-08 2013-04-17 Audi AG Circuit de refroidissement pour moteur à combustion interne
US8757110B2 (en) 2009-05-06 2014-06-24 Audi Ag Coolant circuit
US9212620B2 (en) 2010-02-18 2015-12-15 Ford Global Technologies, Llc Coolant jackets for an internal combustion engine and method of control
CN106368764A (zh) * 2015-07-21 2017-02-01 通用汽车环球科技运作有限责任公司 用于从发动机油去除燃料的系统和方法
DE102015121632A1 (de) 2015-12-11 2017-06-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Kühlen einer Brennkraftmaschine
DE102016215310A1 (de) * 2016-08-17 2018-02-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Kühlung einer Hubkolbenmaschine, Computerprogrammprodukt und Motor
DE102018104099A1 (de) * 2018-02-23 2019-08-29 Volkswagen Aktiengesellschaft Brennkraftmaschine und Kraftfahrzeug
DE102018104105A1 (de) * 2018-02-23 2019-08-29 Volkswagen Aktiengesellschaft Brennkraftmaschine und Kraftfahrzeug
EP3800335A1 (fr) * 2019-10-01 2021-04-07 FPT Industrial S.p.A. Moteur à combustion interne pourvu d'un système de refroidissement par liquide
DE102015109145B4 (de) 2014-10-29 2022-01-13 Hyundai Motor Company Verbrennungsmotorsystem mit Kühlmittel-Steuerventil

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DE102008037062A1 (de) * 2008-08-08 2010-02-11 Bayerische Motoren Werke Aktiengesellschaft Kühleinrichtung für eine Kraftfahrzeug-Brennkraftmaschine und Verfahren zum Betreiben derselben
DE102008059613B4 (de) * 2008-11-28 2010-12-30 Itw Automotive Products Gmbh Kühlsystem für einen Verbrennungsmotor
AT508801B1 (de) * 2009-10-07 2011-09-15 Ge Jenbacher Gmbh & Co Ohg Brennkraftmaschinenzündvorrichtung
DE102010060319B4 (de) * 2010-11-03 2012-05-31 Ford Global Technologies, Llc. Kühlsystem
CN103261616B (zh) * 2010-12-13 2015-04-01 丰田自动车株式会社 发动机的冷却装置
JP5582133B2 (ja) * 2011-12-22 2014-09-03 株式会社デンソー エンジン冷却液循環システム
JP5919031B2 (ja) * 2012-02-28 2016-05-18 株式会社ミクニ 冷却水制御バルブ装置
US8997483B2 (en) * 2012-05-21 2015-04-07 GM Global Technology Operations LLC Engine thermal management system and method for split cooling and integrated exhaust manifold applications
US9103351B2 (en) * 2012-10-09 2015-08-11 GM Global Technology Operations LLC Cooling pump for a cooling system
GB2519167A (en) * 2013-10-14 2015-04-15 Gm Global Tech Operations Inc Cooling system for an internal combustion engine
JP6127950B2 (ja) * 2013-12-09 2017-05-17 マツダ株式会社 エンジンの冷却構造
JP6123660B2 (ja) * 2013-12-09 2017-05-10 マツダ株式会社 エンジンの冷却構造
JP6135684B2 (ja) * 2015-01-26 2017-05-31 マツダ株式会社 エンジンの冷却装置
DE102015201238B3 (de) * 2015-01-26 2016-05-12 Ford Global Technologies, Llc Verfahren zum Betrieb einer Brennkraftmaschine mit Split-Kühlsystem und Zylinderabschaltung
DE202015100550U1 (de) * 2015-02-05 2016-05-09 Bürkert Werke GmbH Prozessventilinsel und Wärmetauschersystem
DE102015009501A1 (de) 2015-07-22 2017-01-26 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Brennkraftmaschinenkühlung
US10215080B2 (en) * 2016-11-01 2019-02-26 Ford Global Technologies, Llc Systems and methods for rapid engine coolant warmup
KR102383230B1 (ko) * 2016-12-13 2022-04-05 현대자동차 주식회사 엔진 냉각 시스템
DE102023125886A1 (de) 2023-09-25 2025-03-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs sowie Verbrennungskraftmaschine

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FR2860833A1 (fr) * 2003-10-08 2005-04-15 Peugeot Citroen Automobiles Sa Circuit de refroidissement d'un moteur a combustion interne constitue d'au moins trois passages de refroidissement

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EP1698770B1 (fr) * 2005-03-04 2014-06-18 Ford Global Technologies, LLC Système de refroidissement de culasse avec partition

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JPH08218873A (ja) * 1995-02-09 1996-08-27 Toyota Motor Corp 内燃機関の冷却装置
EP1375857A1 (fr) * 2002-06-27 2004-01-02 Renault s.a.s. Dispositif de refroidissement pour moteur à combustion
FR2855555A1 (fr) * 2003-05-27 2004-12-03 Renault Sa Circuit de refroidissement de moteur a combustion interne
FR2860833A1 (fr) * 2003-10-08 2005-04-15 Peugeot Citroen Automobiles Sa Circuit de refroidissement d'un moteur a combustion interne constitue d'au moins trois passages de refroidissement

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008035955A1 (de) * 2008-07-31 2010-03-11 Ford Global Technologies, LLC, Dearborn Kühlstrategie
DE102008035955B4 (de) * 2008-07-31 2012-09-27 Ford Global Technologies, Llc Kühlstrategie
US8757110B2 (en) 2009-05-06 2014-06-24 Audi Ag Coolant circuit
US9212620B2 (en) 2010-02-18 2015-12-15 Ford Global Technologies, Llc Coolant jackets for an internal combustion engine and method of control
EP2375025A3 (fr) * 2010-03-08 2013-04-17 Audi AG Circuit de refroidissement pour moteur à combustion interne
DE102010018624B4 (de) * 2010-04-28 2015-12-17 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine
US8567357B2 (en) 2010-04-28 2013-10-29 Audi Ag Coolant circuit for an internal combustion engine
DE102010018624A1 (de) * 2010-04-28 2011-11-03 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine
DE102010045217A1 (de) * 2010-09-13 2012-03-15 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine
DE102015109145B4 (de) 2014-10-29 2022-01-13 Hyundai Motor Company Verbrennungsmotorsystem mit Kühlmittel-Steuerventil
CN106368764A (zh) * 2015-07-21 2017-02-01 通用汽车环球科技运作有限责任公司 用于从发动机油去除燃料的系统和方法
CN106368764B (zh) * 2015-07-21 2019-05-07 通用汽车环球科技运作有限责任公司 用于从发动机油去除燃料的系统和方法
DE102015121632A1 (de) 2015-12-11 2017-06-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Kühlen einer Brennkraftmaschine
DE102016215310A1 (de) * 2016-08-17 2018-02-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Kühlung einer Hubkolbenmaschine, Computerprogrammprodukt und Motor
DE102018104099A1 (de) * 2018-02-23 2019-08-29 Volkswagen Aktiengesellschaft Brennkraftmaschine und Kraftfahrzeug
DE102018104105A1 (de) * 2018-02-23 2019-08-29 Volkswagen Aktiengesellschaft Brennkraftmaschine und Kraftfahrzeug
EP3800335A1 (fr) * 2019-10-01 2021-04-07 FPT Industrial S.p.A. Moteur à combustion interne pourvu d'un système de refroidissement par liquide

Also Published As

Publication number Publication date
EP1947308B1 (fr) 2009-09-30
US7721683B2 (en) 2010-05-25
DE502007001624D1 (de) 2009-11-12
US20080168956A1 (en) 2008-07-17

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