EP3201445A1 - Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement - Google Patents

Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement

Info

Publication number
EP3201445A1
EP3201445A1 EP15771629.1A EP15771629A EP3201445A1 EP 3201445 A1 EP3201445 A1 EP 3201445A1 EP 15771629 A EP15771629 A EP 15771629A EP 3201445 A1 EP3201445 A1 EP 3201445A1
Authority
EP
European Patent Office
Prior art keywords
coolant
line
component
cooling system
air
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
EP15771629.1A
Other languages
German (de)
English (en)
Other versions
EP3201445B1 (fr
Inventor
Oliver Markin
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3201445A1 publication Critical patent/EP3201445A1/fr
Application granted granted Critical
Publication of EP3201445B1 publication Critical patent/EP3201445B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • F01P11/0285—Venting devices
    • 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
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • 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
    • F01P2060/12—Turbo charger
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives

Definitions

  • the invention relates to a cooling system and an internal combustion engine with such a cooling system.
  • a cooling system of the type mentioned here usually has a coolant circuit through which a liquid coolant for absorbing heat from components to be cooled, for example an internal combustion engine, flows through.
  • a liquid coolant for absorbing heat from components to be cooled for example an internal combustion engine
  • Cooling system impact For this purpose, it is provided in known cooling systems that a
  • Vent line with a component to be cooled which is supplied via a coolant line with coolant, for venting the component fluidly connected.
  • the vent line is different from the coolant line and does not serve the supply of coolant, but rather specifically the venting of the component.
  • the vent line is typically routed to a bubble trap of the refrigeration system into which a plurality of different components of upcoming vent lines typically terminate, or the vent line is directed into a coolant circuit surge tank with the air in the bubble trap or header separated from the coolant can be. At any rate, in order to reach the bubble trap or surge tank, components located farther away from them are long
  • Ventilation lines necessary which must be laid in particular on an internal combustion engine in a complex manner. This results in a considerable design, manufacturing, assembly and qualification costs and high development costs. Furthermore, the accessibility of such long lines can not be guaranteed everywhere, which makes the assembly either costly and expensive or a potential reconstruction required.
  • vent lines To make vent lines less susceptible to vibration and any resulting breakage, these must be maintained at regular intervals. This requires in particular that long vent lines are attached to different components, with tolerances must be compensated or not possible Tolerance compensation can lead to disturbances of a series assembly process. If the vent lines are clamped, this can lead to breakage of the lines during operation. Another problem arises that a holder of vent lines at desired locations is often not possible because other components are in the way. It then larger distances must be overcome freely swinging through the vent lines. The susceptibility to vibration of the vent lines increases with their free-swinging length. Another problem is that the different vent lines at central
  • Partial orifices with a flow diameter of 1 mm or less must be used, whereby high flow resistance occurs and a risk of clogging occurs, for example if particles are present in the coolant.
  • the invention has for its object to provide a cooling system and an internal combustion engine with such a cooling system, said disadvantages do not occur.
  • the object is achieved in particular by providing a cooling system which has at least one first component to be cooled, into which a first coolant line opens, wherein a first vent line, different from the first coolant line, is fluid-connected to the first component for venting the first component. It is provided that the first vent line opens into a second coolant line.
  • the outgoing from the first component vent line is thus not led to a central feed point such as a surge tank or a bubble, but rather - in particular decentralized - in a second coolant line, so that the discharged from the first component air through the second coolant line along the
  • Coolant circuit can be further promoted.
  • the venting line can be made shorter, in particular even with the arrangement of the first component to be cooled removed from an expansion tank, than if a central introduction point and a combination of a plurality of venting lines were provided.
  • This can disadvantages associated with long vent lines - in particular constructive type and with regard to a holder and susceptibility to vibration - at least largely - preferably completely - avoided.
  • Vent lines are used identical aperture diameter, so that the same parts can be used. Since it no longer requires a balance of different pressure levels of a plurality of components at a central point of introduction, can also
  • Aperture diameter are chosen to be larger, so that there is a risk of clogging in the
  • the cooling system is preferably configured to use a liquid coolant.
  • liquid here means in particular that the coolant under the prevailing conditions in the cooling system, in particular the prevailing in operation there
  • the coolant is preferably present under normal conditions, ie in particular at 1013 mbar and 25 ° C. in liquid form.
  • Such coolants preferably have a higher heat capacity than, in particular, gaseous coolants. They can therefore transport larger amounts of heat with smaller volume and / or mass flow and thus enable more efficient cooling.
  • the cooling system is adapted to use water, preferably as a mixture with at least one antifreeze - for example glycol -, as a coolant. Water is characterized by a particularly high heat capacity.
  • a component to be cooled is understood in particular to mean a part, in particular a component or functional part, of a device which is to be cooled by means of the cooling system. In particular, this may be a part, component or functional part of a
  • a coolant line is understood in particular to mean a line which is set up to guide coolant, namely to supply, to pass and / or to discharge coolant, through or out of a component to be cooled for the purpose of cooling the component to be cooled.
  • a coolant line is designed, in particular, from its cross-section so that a component to be cooled can be flowed through by coolant sufficient for its cooling mass or volume flow.
  • Such a coolant line can be as separate from the component to be cooled, but with this fluid-connected line, but also as a coolant path within a to be cooled
  • Component for example, be formed by a double-walled housing. Coolant lines are preferably arranged so that an effective and efficient
  • a vent line is in particular a conduit understood, which is provided for venting a component to be cooled and in particular adapted to remove air or a coolant / air mixture from the component to be cooled.
  • a for the purpose of venting via the vent line from the component to be cooled dissipated coolant / air mixture is air-enriched than an optionally by a
  • Coolant line flowing coolant / air mixture For the purpose of an efficient
  • vent line is preferably arranged on the component to be cooled so that it is supplied to substantially air, but it is particularly possible that entrained in the vent line air bubbles coolant is entrained. This accumulates in the vent line in any case compared to the
  • Coolant line to air and the proportion of refrigerant in the guided through the vent line mixture is significantly lower than in the coolant line. Further, as the
  • Vent line does not have to perform sufficient to cool the component to be cooled mass or volume flow of the coolant, it preferably has a smaller cross-section than the coolant line. Vent lines are preferably arranged on a component to be cooled such that suitable pressure levels are achieved or maintained to ensure flow of the coolant. Furthermore, the
  • Vent lines preferably designed as short as possible.
  • venting is understood in particular to mean that air is removed from a coolant line assigned to a component to be cooled or a coolant path thereof in order to improve the efficiency of the cooling and the flow of the coolant through the component to be cooled.
  • Vent lines are preferred, as far as possible, laid rising to ensure effective ventilation.
  • At least two lines are fluidly connected to the first component to be cooled, namely the first coolant line on the one hand, and the first vent line, which is different from and preferably also separate therefrom, in particular so that the coolant line is set up in contrast to the vent line, to supply to the component to be cooled sufficient for the cooling of mass or volume flow of coolant, wherein the vent line is arranged to ensure a venting of the first component.
  • the component to be cooled is preferably additionally fluid-connected with a further coolant line-as the third line-via which coolant is discharged, after it has flowed through the component to be cooled.
  • the vent line thus serves in particular not the discharge of coolant, but the vent, preferably alone the vent.
  • the vent line is preferably fluidly connected to a coolant path within the first component.
  • a coolant path which itself also constitutes a coolant line, is particularly preferably formed by a double-walled or multi-walled housing of the first component.
  • the vent line opens into this coolant path, the first component can be vented very efficiently.
  • the first branches are particularly preferably formed by a double-walled or multi-walled housing of the first component.
  • Vent line from the first component in particular from the coolant path, from, or it starts from the first component to be cooled, preferably from the coolant path.
  • the first vent line opens into the second coolant line, preferably downstream of the first component, the term "downstream” referring in particular to the flow direction of the discharged air from the first component, so the air or the air-rich coolant / air mixture is exhausted the first component discharged along the first vent line and introduced into the second coolant line.
  • the second coolant line is preferably downstream - with respect to a coolant circuit of the cooling system - the first coolant line arranged.
  • the second coolant line - as a third line - to branch off from the first component to be cooled and / or to be directly connected to the fluid in order to remove coolant from the first component to be cooled.
  • the second coolant line is not in fluid communication directly with the first component to be cooled, but fluidly in series downstream of the first component to be cooled
  • Coolant circuit of the cooling system is arranged.
  • the second coolant line is arranged parallel to the first coolant line in the cooling system, for example in a parallel cooling branch of the cooling system.
  • the second coolant line is formed as a coolant path in a second component to be cooled.
  • a second component to be cooled is provided which has an integral coolant path, for example formed by a double-walled housing of the second
  • Component as a second coolant line, wherein the first vent line opens into this coolant path.
  • the discharged from the first component to be cooled air can thus be performed in the second component to be cooled back into the coolant circuit and from there - optionally via further coolant lines - are transported.
  • first component and the second component are arranged adjacent to each other, so very short vent lines.
  • the first vent line opens into the second coolant line outside of a component to be cooled.
  • the vent line opens into a coolant line, which does not penetrate a component to be cooled, but for example leads to a component to be cooled or a component to be cooled off.
  • the second coolant line which does not penetrate a component to be cooled, but for example leads to a component to be cooled or a component to be cooled off.
  • Coolant line leads to a reservoir of the cooling system and in particular directly with this is in Fluidverbmdung. Furthermore, it is possible for the second coolant line to lead to an air separator of the cooling system and in particular to be directly fluid-connected thereto.
  • a first pressure prevails, wherein in the second coolant line a second pressure prevails, the first pressure being greater than the second pressure.
  • the coolant is preferably conveyed by pressure differences along the cooling system and in particular along a coolant circuit of the cooling system. In this case, a flow direction of the coolant is predetermined in particular by different pressure levels within the cooling system. Due to the fact that the pressure in the second coolant line during operation of the
  • Cooling system is lower than the pressure in the first coolant line, it is ensured that the air removed from the first component to be cooled is conveyed away from this and fed into the second coolant line, so that a defined flow direction results in the venting.
  • the venting of the first component to be cooled thus takes place in particular pressure-driven.
  • the first coolant line has a first cross-sectional area, wherein the first vent line a second
  • Coolant line is provided to supply the first component to be cooled sufficient for their cooling mass or volume flow of coolant.
  • the second coolant line has a third cross-sectional area that is greater than the second cross-sectional area of the first vent line.
  • the first and / or the third cross-sectional area is / are preferably by a factor of at least 16, preferably at least 16 to at most 400, preferably at least 25 to highest 225, preferably at least 36 to at most 100, preferably at least 25 to at most 49 , preferably at least 25 to at most 36, larger than the second cross-sectional area. Accordingly, it follows that the first and / or the second coolant line with a circular cross-section a first
  • Vent line - also in circular cross section - a second diameter or Radius, wherein the first and / or the third diameter or radius is greater than the second diameter or radius, namely preferably by a factor of at least 4, preferably up to 20, preferably from at least 5 to at most 15, preferably at least From 6 to at most 10, preferably from at least 5 to at most 7, more preferably from at least 5 to at most 6.
  • first cross-sectional area of the first coolant line and the third cross-sectional area of the second coolant line are equal; but it is also possible that they are different in size. They can also have the same or different shape or geometry.
  • a coolant line preferably has a pipe diameter of 40 mm or more.
  • a vent line preferably has a line diameter of at least 5 mm to at most 10 mm, preferably from at least 6 mm to at most 8 mm, preferably 7 mm.
  • the cross-section of a vent line is usually selected independently of the required coolant volume flow of a component to be cooled.
  • the smallest possible pipe size is preferably used here in order to keep the coolant flow along the vent line low, since this can not be used for cooling.
  • the first vent line is in fluid communication with the first component to be cooled at a junction which is higher than that, that is in particular arranged geodetically above the mouth of the first coolant line in the first component to be cooled.
  • connection point for the first vent line is arranged geodetically above the mouth of the first coolant line, means in particular that this - seen in the vertical direction - is arranged above the mouth of the first coolant line through the first coolant line into the first component incoming air can rise upwards, where they can escape above the mouth of the first coolant line in the vent line.
  • the connection point for the vent line is arranged at a geodetically highest point of the first component. This has the particular advantage that air in the first component collect at the geodetically highest point and from there through the
  • Vent line can be removed.
  • Air cushion are avoided at the geodetically highest point of the first component.
  • the first coolant line opens geodetically at an underside of the first component in this.
  • the coolant then flows within the first component to be cooled from bottom to top and - depending on the discharge point of the refrigerant from the first component dissipating coolant line - back down again, or it is located at a location geodetically above the mouth of the first coolant line point the first component dissipated.
  • the mouth of the first vent line into the second coolant line can take place at a geodetically lower or at a geodetically elevated location, in particular in a second component to be cooled.
  • a junction geodätisch above in a coolant path of a second component to be cooled that in the
  • Coolant path opening air then does not have to rise in the second component, but geodetically stay up and preferably here again can be removed from the second component by means of another vent line.
  • the cooling system a
  • An air separator which - is arranged downstream of the mouth of the first vent line in the second coolant line - with respect to the flow direction of the coolant.
  • the air separator is preferably in particular with the second
  • Coolant line fluidly arranged in series, wherein the second coolant line either opens directly into the air separator, or wherein the air separator downstream of the second coolant line - seen in the flow direction of the coolant - is arranged.
  • a second vent line is fluidly connected.
  • An air separator is understood to mean, in particular, a device which is set up to separate air, which is comprised by a fluid flow, from liquid portions of the fluid flow.
  • the air separator is particularly adapted to the separated air of the second
  • Coolant can get into the second vent line with the separated air.
  • the guided in the second vent line air / coolant mixture is in any case air-enriched and coolant poorer than the flowing into the air separator coolant / air mixture.
  • the air separator has a separating means, which is adapted to separate air from a coolant flow passing through the air separator and to supply the second vent line.
  • the separating agent is preferably as in the
  • Air separator arranged by passing coolant flow arranged lip or lamella.
  • the lip or lamella is preferably arranged such that it is flowed through by the air portion and the liquid coolant portion of the coolant flow such that it is passed on a first side of the air portion and on a second side of the liquid coolant, so that at the first Side of the lip or lamina separated air from the
  • Coolant circuit can be removed.
  • the lip or lamella is arranged, in particular, on a geodetically upper side of the air separator and, starting from there, protrudes obliquely towards and against the flow direction of the coolant into the coolant flow.
  • an opening is preferably provided in the air separator into which the second vent line opens. In this way, can be skimmed off from the coolant flow and the second vent line through the lip or lamella.
  • the lip or lamella is preferably spoon-shaped, resulting in a particularly good skimming effect for air.
  • air fractions which usually flow geodetically above, skimmed off, so that these upward flowing air portions are derived from the löffelformigen lamella or lip on the first side, wherein the lip or louver inflowing coolant - if it collides with the lip or louver - thrown back by the spoon shape in a turbulent motion and rinsed past the second side of the lip or lamella.
  • the air separator is integrated in a coolant line of the cooling system or directly with a coolant line, for example, with the second coolant line, in
  • the separating means of the air separator preferably comprises a material or consists of a material selected from a group consisting of aluminum, copper, steel,
  • Plastic, rubber, carbon, a metal alloy, and a composite material are examples of plastic, rubber, carbon, a metal alloy, and a composite material.
  • the cooling system preferably comprises a coolant circuit with coolant lines for conveying the coolant along the coolant circuit, at least one component to be cooled, a heat exchanger for cooling the coolant, the coolant flowing along the coolant circuit both through the at least one component to be cooled and through the heat exchanger, and at least one conveying device for conveying the coolant along the coolant circuit.
  • the conveyor is preferably designed as a pump.
  • the delivery of the coolant along the coolant circuit preferably takes place by generating different pressure levels in the coolant circuit and by conveying the coolant along pressure gradients.
  • the air separator is preferably arranged in a region of the coolant circuit which has a lower pressure level than corresponds to the highest pressure level of the coolant circuit, in particular immediately downstream of the conveyor, particularly preferably in a region of the coolant circuit which has a lowest pressure level. It is then particularly efficient possible to remove air through an ascending, second vent line, which opens into the air separator.
  • Air separator is arranged that in the second coolant line through the first
  • Vent line introduced air in the flow path to the air separator in the ascend the second coolant line and collect in a geodetically upper region thereof.
  • the mouth of the first vent line is in the second
  • Coolant line preferably provided as close to the air separator, so that the introduced into the second coolant line air over a shortest possible distance along the coolant circuit is performed.
  • the spacing of the mouth from the air separator also ensures that air already in the second coolant line is not swirled. At the same time, it is preferably ensured that the air is not introduced via the mouth of the first vent line into the second coolant line in a Strömungsstota, otherwise an air cushion could form at the location of the mouth.
  • the second coolant line and / or the second vent line open into an expansion tank of the cooling system for coolant. This has the advantage that in the expansion tank via the second coolant line and / or the second vent line introduced air in the
  • Rising reservoir and can be separated from the coolant.
  • a surge tank Under a surge tank is understood in particular a reservoir for the coolant, which serves to compensate for pressure and / or temperature fluctuations in the cooling system by coolant from the surge tank can be fed into the coolant circuit or recycled from the coolant circuit in the expansion tank.
  • the expansion tank is preferably part of the coolant circuit.
  • the expansion tank is not itself a coolant line or
  • Vent line is in fluid communication with at least one coolant line and / or at least one vent line.
  • the cooling system has more than one first component to be cooled. Additionally or alternatively, it is possible that the cooling system has more than one second component to be cooled.
  • the cooling system has a plurality of coolant lines and / or vent lines. It is possible that in addition to at least one vent line, which opens into a further coolant line and / or a further component to be cooled, at least one vent line is provided which directly in the expansion tank opens. It is particularly possible that such a vent line has no direct fluid connection to the air separator. Furthermore, it is possible that a coolant line, in which a vent line opens, is connected to the air separator, wherein another coolant line into which a
  • Vent line opens, is bypassing the air separator connected to the surge tank.
  • a direct vent to the surge tank can be made in particular of components to be cooled, which in greater proximity to the
  • Expansion tanks are arranged while venting components to
  • Coolant lines or other components to be cooled in particular can be applied to components that are located further away from the expansion tank spatially. In this way, in particular short and also for all components similarly long vent lines can be used.
  • the cooling system proposed here is particularly suitable for use on various internal combustion engines and / or vehicles, since coordination work for a concrete
  • coolant freed from air fractions by the air separator is fed directly into the expansion tank. Alternatively or additionally, it is possible that such
  • Coolant is supplied by the air separator directly to a component to be cooled, without first pass through the expansion tank.
  • the second coolant line is arranged spatially closer to the surge tank, as the first to be cooled
  • the discharged from the first component air is so when fed into the second coolant line closer to the surge tank, so at the same time along the
  • Component is arranged spatially closer to the surge tank, as the first component to be cooled.
  • the discharged from the first component air is so when fed into the second component closer to the surge tank, thus at the same time promoted along the pressure gradient to a lower pressure level.
  • air discharged from the first component it is possible for air discharged from the first component to be fed to a second component, to be removed therefrom and then to be supplied to a third component, wherein this can be continued until the air is finally fed to the air separator and / or the expansion tank.
  • a third component it is also possible that only one intermediate station in the form of the second component is provided for the air discharged from the first component, so that it is fed directly to the air separator and / or the expansion tank after passing through the second component.
  • Component is designed as a turbine housing of an exhaust gas turbocharger.
  • the second component to be cooled is designed as a compressor housing of the exhaust gas turbocharger. It can be provided as a particularly short vent line, which from the first
  • Component namely the turbine housing, branches off and in the second component, namely preferably the turbine housing directly adjacent compressor housing, opens.
  • the first component is designed as a crankcase of an internal combustion engine.
  • Vent lines are less prone to vibration than longer vent lines, they can be made of solid materials, in particular metal or a plastic. As a material, steel may be used preferably.
  • the cooling system is preferably compact and in particular designed with the smallest possible number of preferably short vent lines.
  • the cooling system is designed as a closed continuous ventilation system.
  • the air separator By arranging the air separator in or on a coolant line of the cooling system, these and also the cooling system as a whole are vented continuously and continuously during operation. This means in particular that at any time during operation of the cooling system the Coolant flows to or through the at least one air separator and preferably in the coolant flow existing air fractions are deposited.
  • the cooling system can work closed, especially as a closed one
  • Continuous venting system be designed so that preferably the separated air is not released directly to an atmosphere, but is stored in particular in a collecting container.
  • a closed cooling system allows a higher pressure than an open system, so that a corresponding coolant has a higher boiling point, which in turn allows an allowable coolant temperature to be increased.
  • the internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a
  • Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
  • An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation,
  • the internal combustion engine in this case preferably drives a generator. Also a stationary application of
  • Internal combustion engine for driving auxiliary equipment such as fire pumps on oil rigs
  • auxiliary equipment such as fire pumps on oil rigs
  • an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas possible.
  • the internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or another suitable gas.
  • the internal combustion engine as Gas engine is designed, it is suitable for use in a cogeneration plant for stationary power generation.
  • Figure 1 is a schematic representation of a first embodiment of a
  • Figure 2 is an illustration of a second embodiment of an internal combustion engine with a cooling system
  • Figure 3 is a representation of another view of the internal combustion engine according to Figure 2.
  • Figure 4 is a sectional view through an embodiment of an air separator of a
  • FIG. 1 shows a schematic representation of a first embodiment of a
  • the cooling system 3 has a first component to be cooled 5, in which a first coolant line 7 opens.
  • a first coolant line 7 opens.
  • Coolant line 7 different, first vent line 9 is fluidly connected to the first component 5 to the vent.
  • the first vent line 9 opens into a second
  • the second coolant line 11 is formed here as a coolant path 13, which is formed in a second component 15 to be cooled, for example in the form of a
  • the first vent line 9 outside a component to be cooled opens into a coolant line of a coolant circuit 17 of the cooling system 3. This is even a preferred embodiment, since then no further component is acted upon by the vented from another component air. Is one, though
  • the component to be vented from a skimmer and / or a surge tank of the cooling system 3 too large it is advantageous in terms of the shortest and less susceptible to vibration vent lines to vent to a closer, further component to be cooled. If, however, the component to be vented in spatial Located close to a surge tank, is preferably vented directly into the expansion tank.
  • first pressure which is greater than a second pressure, which prevails in the second coolant line 11.
  • second pressure which prevails in the second coolant line 11.
  • the first and / or the second coolant line 7, 11 preferably has a first one
  • first vent line 9 has a second cross-sectional area, wherein the first cross-sectional area is greater than the second cross-sectional area, preferably by a factor of at least 16, preferably at most 400,
  • the cooling system 3 here has an air separator 19, which is arranged downstream of the mouth of the first vent line 9 into the second coolant line 11.
  • Air separator 19 is a second vent line 21 fluidly connected.
  • the air separator 19 preferably has a separating means, which is adapted to air from a
  • the second vent line 21 opens here into a surge tank 23 of the cooling system 3 for coolant.
  • the expansion tank 23 is used in particular to compensate for thermally induced volume fluctuations of the coolant in the coolant circuit 17, and as
  • the cooling system 3 may be formed as an open system or as a closed system, wherein the air is not discharged in the latter case to the atmosphere, but rather is collected in the surge tank 23.
  • the arrangement of the various components 5, 15 shown in Figure 1 does not reflect their actual spatial arrangement on the internal combustion engine 1, but serves the structural explanation of the cooling system 3 and the coolant circuit 17. It is preferred in particular, the second component 15 is arranged in spatial proximity to the first component 5. Furthermore, the second component 15 is preferably spatially closer to the
  • the coolant circuit 17 of the cooling system 3 comprises in the embodiment according to Figure 1 concretely the following elements: A plurality of further coolant lines are all here designated by the reference numeral 25 in order to simplify the illustration.
  • vent lines are provided, which are all designated here by the reference numeral 27 for simplicity.
  • the coolant is conveyed along the coolant circuit 17 by means of a delivery device 29, which is designed as a pump.
  • the coolant circuit 17 comprises as components to be cooled in particular a crankcase 31 of the internal combustion engine 1, a cylinder head 33 of the internal combustion engine 1, an exhaust pipe 35, a charge air cooler 37, an oil heat exchanger 39, and the already mentioned, first to be cooled component 5, the is designed here as a turbine housing 41 of an exhaust gas turbocharger 42, and the second component 15 to be cooled, which is designed here as a compressor housing 43 of the exhaust gas turbocharger 42.
  • the turbine housing 41 is vented via the first vent line 9 into the compressor housing 43.
  • the coolant circuit 17 also has a coolant heat exchanger 45 for cooling the coolant. It now appears that certain components can be vented into other components, in particular the turbine housing 41 into the compressor housing 43, wherein the then vented into the second coolant line 11 air is transported on this and finally between the intercooler 37 and the air separator 19 again in a further, leading to the air separator 19 refrigerant line 25 is fed, wherein the air is then deposited in the air separator 19 from the coolant flow and the second
  • Vent line 21 is supplied to the surge tank 23.
  • Coolant line 25 between the charge air cooler 37 and the air separator 19 vented into it, without the deaerated air is previously passed through another component to be cooled. This is for example in the intercooler 37 itself and in the
  • Vent line 27 flowing air / coolant mixture is upstream of the
  • Further components to be cooled in particular those which are arranged in greater spatial proximity to the expansion tank 23, are vented directly via vent lines 27 into the expansion tank 23. This is especially the case for the crankcase 31, for the exhaust pipe 35 and for the oil heat exchanger 39 in this case.
  • the vent lines 9, 21, 27 are preferably guided so that they are as short as possible, so they do not tend to swing. Furthermore, the number of vent lines 9, 21, 27 compared to known designs of a cooling system can be significantly reduced.
  • the expansion tank 23 is preferably arranged at a geodetically highest point of the cooling system 3, so that the air can rise to the surge tank 23 through the vent lines 21, 27, wherein a backflow of air into the vent lines 21, 27 is avoided. It also turns out that from the first component to be cooled 5 another
  • Coolant line 25 branches off as a third line to remove the coolant supplied through the first coolant line 7 for cooling again from the component to be cooled 5. It is clear that the first vent line 9 serves neither for supply, nor for the discharge of coolant, but actually specific to vent the first component 5. It is not inconsistent that entrained by the vented air coolant
  • the air / coolant mixture guided along the first vent line 9 is much more air-rich and at the same time coolant-poorer than an optionally along the coolant line 25 from the first Component 5 discharged coolant / air mixture, if the guided along this coolant line 25 coolant still contains air.
  • FIG. 2 shows an illustration of a second exemplary embodiment of an internal combustion engine 1 with a cooling system 3.
  • Identical and functionally identical elements are provided with the same reference symbols, so that reference is made to the preceding description.
  • two exhaust gas turbocharger 42.1, 42.2 each with a turbine housing 41.1, 41.2 as each first to be cooled component 5.1, 5.2 provided, said first components 5.1, 5.2 each by a very short first vent line 9.1, 9.2 in a respective compressor housing 43.1, 43.2 be vented.
  • the surge tank 23 is shown.
  • first vent lines 9.1, 9.2 are in fluid communication with the first components 5.1, 5.2 at connection points 47.1, 47.2, which are geodetically above openings, not shown here, of the first not shown here
  • Coolant lines are arranged, in particular at a geodetically highest point of the first components 5.1, 5.2. This allows a particularly efficient venting of the first
  • vent lines are preferably arranged at geodetically upper, in particular geodetically highest points of components to be vented.
  • FIG. 3 shows a representation of the exemplary embodiment of the internal combustion engine 1 with the cooling system 3 according to FIG. 2 from a different perspective and with an enlarged detail D. Identical and functionally identical elements are provided with the same reference symbols, so that reference is made to the preceding description.
  • a crankcase 31 branching vent lines 27 are shown, the
  • crankcase 31 is disposed closer to the air separator 19 than the turbine housing 41.1, 41.2 as the first to be vented components 5.1, 5.2. Therefore, it is convenient, the crankcase 31 directly into one in the
  • FIG. 4 shows an exemplary embodiment of the air separator 19.
  • This has a separating means 49, which is designed here as a lamella.
  • the same and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description.
  • the separating means 49 is designed to branch off air from a coolant flow passing through the air separator 19 along an arrow P and to supply it to the second venting line 21, which is shown here in the form of an orifice bore in the air separator 19. Accordingly, a part 51 of the air separator 19 arranged downstream of the separating means 49 leads little or even no air, so that downstream of the air separator 19 an efficient cooling of a component to be cooled is achieved.
  • Air encompassed by the coolant accumulates on its way through the air separator 19 and also previously geodetically above by means of a coolant line 25 connected thereto, in particular on a geodetically upper, first side 53 of the separating means 49.
  • the air thus always flows to the separating means 49 so that it is guided along the first side 53 into the second venting line 21 and discharged therefrom.
  • the coolant flows along a geodetic bottom, second side 55 of the separating means 49 through the
  • the air separator 19 is preferably immediately upstream of the
  • Coolant heat exchanger 45 is arranged. Overall, it is shown that by means of the cooling system 3 and the internal combustion engine 1 proposed here a very efficient cooling while avoiding long and vibration-prone vent lines with optimized venting is possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un système de refroidissement (3) comprenant au moins un premier élément (5) à refroidir dans lequel débouche une première conduite d'agent de refroidissement (7), une première conduite d'aération (9) étant reliée d'un point de vue fluidique au premier élément (5) pour assurer l'aération du premier élément (5). Le système de refroidissement (3) se caractérise en ce que la première conduite d'aération (9) débouche dans une seconde conduite d'agent de refroidissement (11).
EP15771629.1A 2014-10-02 2015-10-01 Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement Active EP3201445B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014014718 2014-10-02
PCT/EP2015/072748 WO2016050939A1 (fr) 2014-10-02 2015-10-01 Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement

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EP3201445A1 true EP3201445A1 (fr) 2017-08-09
EP3201445B1 EP3201445B1 (fr) 2020-09-30

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EP15771629.1A Active EP3201445B1 (fr) 2014-10-02 2015-10-01 Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement

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US (1) US10895194B2 (fr)
EP (1) EP3201445B1 (fr)
KR (1) KR101950261B1 (fr)
CN (1) CN106715858B (fr)
RU (1) RU2680278C2 (fr)
WO (1) WO2016050939A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102015111407B4 (de) * 2015-07-14 2024-08-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kühlsystem für ein Fahrzeug

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
SU699211A1 (ru) * 1977-06-23 1979-11-25 Ленинградское высшее военное инженерное строительное Краснознаменное училище Система охлаждени дл двигател внутреннего сгорани
EP0143182A1 (fr) * 1983-09-01 1985-06-05 BBC Brown Boveri AG Turbo-soufflante à deux étages comportant un dispositif pour éviter la perte du lubrifiant
DE3621837A1 (de) 1986-06-28 1988-01-07 Man Nutzfahrzeuge Gmbh Blasenabscheider fuer wassergekuehlte motoren
DE3642121A1 (de) * 1986-12-10 1988-06-23 Mtu Muenchen Gmbh Antriebssystem
JPH063143B2 (ja) * 1988-08-30 1994-01-12 富士重工業株式会社 ターボチャージャ付内燃機関の冷却装置
SE514227C2 (sv) * 1999-01-20 2001-01-22 Tore Kaellander Anordning inrättad att kyla ett maskinaggregat som är inrättat att vara associerat med en motor
JP4212196B2 (ja) * 1999-09-03 2009-01-21 本田技研工業株式会社 内燃機関用潤滑装置
DE19948160B4 (de) * 1999-10-07 2010-07-15 Wilhelm Kuhn Kühlvorrichtung für eine flüssigkeitsgekühlte Brennkraftmaschine eines Kraftfahrzeuges
DE102006010470A1 (de) * 2006-03-07 2007-09-20 GM Global Technology Operations, Inc., Detroit Turbolader mit Konvektionskühlung
US7531026B2 (en) 2006-11-13 2009-05-12 Ise Corporation Deaeration device and method of use
JP5782702B2 (ja) * 2010-10-27 2015-09-24 トヨタ自動車株式会社 エンジン冷却システム
DE102011002554A1 (de) * 2011-01-12 2012-07-12 Ford Global Technologies, Llc Brennkraftmaschine mit Zylinderkopf und Turbine
DE102012210320B3 (de) 2012-06-19 2013-09-26 Ford Global Technologies, Llc Flüssigkeitsgekühlte Brennkraftmaschine mit Nachlaufkühlung und Verfahren zum Betreiben einer derartigen Brennkraftmaschine

Also Published As

Publication number Publication date
US20170204776A1 (en) 2017-07-20
RU2680278C2 (ru) 2019-02-19
CN106715858B (zh) 2021-12-17
RU2017115013A3 (fr) 2018-11-02
KR101950261B1 (ko) 2019-02-20
WO2016050939A1 (fr) 2016-04-07
EP3201445B1 (fr) 2020-09-30
US10895194B2 (en) 2021-01-19
CN106715858A (zh) 2017-05-24
RU2017115013A (ru) 2018-11-02
KR20170065566A (ko) 2017-06-13

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