JPH03225015A - Cooling device for internal combustion engine - Google Patents
Cooling device for internal combustion engineInfo
- Publication number
- JPH03225015A JPH03225015A JP1882790A JP1882790A JPH03225015A JP H03225015 A JPH03225015 A JP H03225015A JP 1882790 A JP1882790 A JP 1882790A JP 1882790 A JP1882790 A JP 1882790A JP H03225015 A JPH03225015 A JP H03225015A
- Authority
- JP
- Japan
- Prior art keywords
- cooling water
- cylinder block
- passage
- cylinder head
- temperature
- 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
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
- F01P3/00—Liquid cooling
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
- F01P2003/027—Cooling cylinders and cylinder heads in parallel
Landscapes
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、内燃エンジンの冷却装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a cooling device for an internal combustion engine.
（従来の技＃＃） この種の冷却装置の従来例を第７図に示すか。(Conventional technique##) A conventional example of this type of cooling device is shown in FIG.
同図において１０８はラジェータ、１１０はサーモスタ
ット、１０４は冷却水ポンプてあり、冷却水ポンプ１０
４によって閉ループ内を循環せしめられる冷却水は、内
燃エンジン１０１のシリンダブロック１０３内の冷却水
通路１０６を通ってシリンダブロック１０３を冷却した
後、続いてシリンダヘッド１０２内の冷却水通路１０５
に導かれてここを流れる間にシリンダヘッド１０２を冷
却する。そして、このようにシリンダブロック１０３と
シリンダヘッド１０２を冷却して高温となフた冷却水は
、エンジン１０１外へ排出されてラジェータ１０８に導
かれ、ここで冷却されて吸収した熱を放出した後、再び
エンジン１０１に導かれてシリンダブロック１０３とシ
リンダヘッド１０２を前述のように冷却し、以後は同様
の作用を繰り返す。In the figure, 108 is a radiator, 110 is a thermostat, and 104 is a cooling water pump.
The cooling water circulated in a closed loop by 4 cools the cylinder block 103 through the cooling water passage 106 in the cylinder block 103 of the internal combustion engine 101, and then passes through the cooling water passage 105 in the cylinder head 102.
The cylinder head 102 is cooled while flowing there. The lid cooling water that cools the cylinder block 103 and the cylinder head 102 in this manner and reaches a high temperature is discharged outside the engine 101 and guided to the radiator 108, where it is cooled and releases the absorbed heat. , the cylinder block 103 and the cylinder head 102 are cooled as described above by being led to the engine 101 again, and the same operation is repeated thereafter.
ところで、吸気の充填効率の向上、耐ノツク性の向上、
摩擦損失の低減による燃費及びエンジン性能の向上を図
るには、シリンダヘッド側の冷却水温をシリンダブロッ
ク側のそれよりも低目に設定することか望ましい。By the way, improvement of intake air filling efficiency, improvement of knock resistance,
In order to improve fuel efficiency and engine performance by reducing friction loss, it is desirable to set the cooling water temperature on the cylinder head side to be lower than that on the cylinder block side.
（発明が解決しようとする課題）
しかしながら、前記従来の冷却装置にあっては、シリン
ダヘッド１０２側の冷却水通路１０５とシリンダブロッ
ク１０３ｇ５の冷却水通路１０６とは連続した通路を構
成しており、これらは互いに独立した通路を構成してい
ないため、シリンダブロック１０３を冷却して温まった
冷却水はシリンダヘッド１０２で更に加熱される。この
ため。(Problem to be Solved by the Invention) However, in the conventional cooling device, the cooling water passage 105 on the cylinder head 102 side and the cooling water passage 106 of the cylinder block 103g5 constitute a continuous passage, Since these do not constitute mutually independent passages, the cooling water heated by cooling the cylinder block 103 is further heated in the cylinder head 102. For this reason.
シリンダへラド１０２側の冷却水温の方かシリンダブロ
ック１０３側のそれよりも高くなり、前述の吸気の充填
効率、耐ノック性、燃ａ等の向上を図ることかできない
。The cooling water temperature on the cylinder Rad 102 side becomes higher than that on the cylinder block 103 side, making it impossible to improve the above-mentioned intake air filling efficiency, knock resistance, combustion, etc.
そこで、シリンダヘットとシリンダブロックに各々独立
の冷却系統を設け、各冷却系統の水温を互いに独立に制
御することか考えられるが、これては部品点数及びコス
トか著しく増大するという問題かある。Therefore, it is conceivable to provide independent cooling systems for the cylinder head and cylinder block, and to control the water temperature of each cooling system independently from each other, but this poses the problem of significantly increasing the number of parts and cost.
本発明は上記問題に鑑みてなされたもので、その目的と
する処は、簡単な構成でシリンダヘット側の冷却水温を
シリンダブロック側のそれよりも低目に設定することか
てき、吸気の充填効率、耐ノック性、燃費等の向上を図
ることかできる内燃エンジンの冷却装置を提供すること
にある。The present invention has been made in view of the above problems, and its purpose is to set the cooling water temperature on the cylinder head side lower than that on the cylinder block side with a simple configuration, and to improve the intake air charging. An object of the present invention is to provide a cooling device for an internal combustion engine that can improve efficiency, knock resistance, fuel efficiency, etc.
（ｆｆ題を解決するための手段）
上記目的を達成すべく本発明は、単一の冷却水ポンプに
連なる冷却水通路をシリンダヘットとシリンダブロック
に各々互いに独立に設け、少なくともシリンダブロック
側の冷却水通路に、ここを流れる冷却水の流量を調整す
べき流量制御手段を設けて内燃エンジンの冷却装置を構
成したことをその特徴とする。(Means for solving the ff problem) In order to achieve the above object, the present invention provides cooling water passages connected to a single cooling water pump in the cylinder head and the cylinder block independently of each other, and at least cools the cylinder block side. A feature of the present invention is that a cooling device for an internal combustion engine is constructed by providing a flow rate control means in the water passage to adjust the flow rate of cooling water flowing therethrough.
（作用）
本発明によれば、単一の冷却水ポンプからの冷却水は、
シリンダヘッド、シリンダブロックに各々独立に設けら
れた冷却水通路を並列的に流れるため、一方の冷却水通
路を流れる冷却水の温度は他の冷却水通路を流れる冷却
水の温度の影響を受けない、そして、流量制御手段によ
ってシリンダブロック側の冷却水通路を流れる冷却水の
流量を調整しく絞り）、シリンダヘット側の冷却水通路
に相対的に多くの冷却水を流すようにすれば、シリンダ
ヘット側の冷却水温をシリンダブロック側のそれよりも
低目に設定することかでき、内燃エンジンにおける吸気
の充填効率、耐ノツク性、燃費等の向上を図ることかで
きる。(Function) According to the present invention, cooling water from a single cooling water pump is
Since the cooling water flows in parallel through the cooling water passages provided independently in the cylinder head and cylinder block, the temperature of the cooling water flowing through one cooling water passage is not affected by the temperature of the cooling water flowing through the other cooling water passage. Then, by adjusting the flow rate of the cooling water flowing through the cooling water passage on the cylinder block side using the flow rate control means, and allowing a relatively large amount of cooling water to flow through the cooling water passage on the cylinder head side, the cylinder head The cooling water temperature on the cylinder block side can be set lower than that on the cylinder block side, and it is possible to improve intake air filling efficiency, knock resistance, fuel efficiency, etc. in the internal combustion engine.
（実施例） 以下に本発明の実施例を添付図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the accompanying drawings.
第１図は本発明の第１実施例に係る冷却装置の構成を示
すブロック図、第２図は同斜視図てあり、図中、ｌは直
列４気筒エンジンであって、これのシリンダヘッド２と
シリンダブロック３には単一の冷却水ポンプ４の吐出側
に連なる冷却水通路５，６か各々互いに独立に設けられ
ている。そして、冷却水通路５．６はそれぞれシリンダ
ヘット２．シリンダブロック３を出た後に冷却水通路７
として合流しており、この冷却水通路７はラジェータ８
の入口側に接続されている。FIG. 1 is a block diagram showing the configuration of a cooling system according to a first embodiment of the present invention, and FIG. 2 is a perspective view of the same. Cooling water passages 5 and 6 connected to the discharge side of a single cooling water pump 4 are provided independently in the cylinder block 3 and the cylinder block 3, respectively. The cooling water passages 5.6 are connected to the cylinder heads 2.6, respectively. Cooling water passage 7 after exiting cylinder block 3
The cooling water passage 7 joins the radiator 8.
connected to the entrance side.
一方、上記ラジェータ８の出口側から導出する冷却水通
路９はサーモスタット１０を介して前記冷却水ポンプ４
の吸入側に接続されている。又、サーモスタット１０か
らはバイパス通路１１か導出しており、このバイパス通
路１１は前記冷却水通路７の途中に接続されている。尚
、サーモスタット１０は基本的には三方弁て構成され、
これは冷却水温か設定温度以下のときには、冷却水通路
９を閉してバイパス通路１１を開き、設定温度を超える
と、逆に冷却水通路９を開いてバイパス通路１１を閉し
る。On the other hand, a cooling water passage 9 led out from the outlet side of the radiator 8 is connected to the cooling water pump 4 via a thermostat 10.
connected to the suction side of the Further, a bypass passage 11 is led out from the thermostat 10, and this bypass passage 11 is connected to the middle of the cooling water passage 7. In addition, the thermostat 10 basically consists of a three-way valve,
When the coolant temperature is below the set temperature, the coolant passage 9 is closed and the bypass passage 11 is opened, and when the temperature exceeds the set temperature, the coolant passage 9 is opened and the bypass passage 11 is closed.
ところで１本実施例ては、シリンダブロック３側の冷却
水通路６のシリンダブロック３から出た直後の部位には
、該冷却水通路６を流れる冷却水の流量を調整する（絞
る）オリフィス１２か設けられている。By the way, in this embodiment, an orifice 12 for adjusting (throttling) the flow rate of the cooling water flowing through the cooling water passage 6 is provided at a portion of the cooling water passage 6 on the cylinder block 3 side immediately after exiting the cylinder block 3. It is provided.
次に、本冷却装置の作用を説明する。Next, the operation of this cooling device will be explained.
エンジン１の始動初期においてサーモスタットｌＯて検
知される冷却水の温度か設定値（例えば、７５°Ｃ）以
下である場合には、前述のようにサーモスタット１０は
冷却水通路９を閉してバイパス通路１１を開くため、冷
却水はラジェータ８側へは流れず、冷却水通路５．６を
含む閉ルーフ内を循環せしめられ、エンジン１の熱によ
りて温められてその温度か次第に上昇することとなり。When the temperature of the cooling water detected by the thermostat lO is below the set value (for example, 75°C) at the initial stage of starting the engine 1, the thermostat 10 closes the cooling water passage 9 and closes the bypass passage. 11 is opened, the cooling water does not flow to the radiator 8 side, but is circulated within the closed roof including the cooling water passage 5.6, and is heated by the heat of the engine 1, causing its temperature to gradually rise.
エンジン１は暖気運転状態にある。即ち、冷却水ポンプ
４から吐出された冷却水は、シリンダヘッド２とシリン
ダブロック３に各々独立に設けられた冷却水通路５，６
を並列的に流れ、それぞれシリンダヘッド２、シリンダ
ブロック３を冷却して温められた後、冷却水通路７て合
流されてバイパス通路１１及びサーモスタット１０を経
て冷却水ポンプ４に吸引され、以後は上述の作用を繰り
返して次第にその温度か高められる。Engine 1 is in a warm-up operation state. That is, the cooling water discharged from the cooling water pump 4 flows through cooling water passages 5 and 6 provided independently in the cylinder head 2 and cylinder block 3, respectively.
flow in parallel, cool and warm the cylinder head 2 and cylinder block 3, respectively, and then merge in the cooling water passage 7 and are sucked into the cooling water pump 4 via the bypass passage 11 and thermostat 10. By repeating this action, the temperature is gradually increased.
而して、本実施例では、上述のように冷却水かシリンダ
ヘット２．シリンダブロック３に各々独立に設けられた
冷却水通路５．６を並列的に流れるため、シリンダヘッ
ド２傳の冷却水温とシリンダブロック３側の冷却水温と
は互いに影響し合うことかない。Therefore, in this embodiment, as described above, the cooling water or the cylinder head 2. Since the cooling water flows in parallel through the cooling water passages 5 and 6 provided independently in the cylinder block 3, the cooling water temperature in the cylinder head 2 and the cooling water temperature on the cylinder block 3 side do not influence each other.
然るに１本実施例ては、シリンダブロック３側の冷却水
通路６にはオリフィス１２が設けられているため、該冷
却水通路６を流れる冷却水の流量か絞られ、シリンダヘ
ッド２側の冷却水通路５を流れる冷却水の流量か相対的
に大きくなり、シリンダヘッド２偏の冷却水温の方がシ
リンダブロック３＃のそれよりも低くなる。However, in this embodiment, since the orifice 12 is provided in the cooling water passage 6 on the cylinder block 3 side, the flow rate of the cooling water flowing through the cooling water passage 6 is restricted, and the cooling water on the cylinder head 2 side is restricted. The flow rate of the cooling water flowing through the passage 5 becomes relatively large, and the cooling water temperature in the cylinder head 2 becomes lower than that in the cylinder block 3#.
ところで、第３図に示すように、冷却水通路６のオリフ
ィス１２の直前から冷却水通路１３を分岐せしめ、この
冷却水通路１３を切換バルブ１４を介して暖房用のヒー
ター１５の入口側に接続し、ヒーター１５の出口側から
導出する冷却水通路１６を前記冷却水通路７の途中に接
続し、エンジンｌの暖気運転中に切換バルブ１４を開け
て。By the way, as shown in FIG. 3, a cooling water passage 13 is branched from just before the orifice 12 of the cooling water passage 6, and this cooling water passage 13 is connected to the inlet side of a heater 15 for heating via a switching valve 14. Then, a cooling water passage 16 led out from the outlet side of the heater 15 is connected to the middle of the cooling water passage 7, and the switching valve 14 is opened during warm-up operation of the engine 1.
冷却水通路６を流れる温度の比較的高い冷却水をヒータ
ー１５に導けば、エンジンｌの始動初期においてもヒー
ター１５が迅速に暖房機能を発揮することとなって好都
合である。If the relatively high-temperature cooling water flowing through the cooling water passage 6 is guided to the heater 15, the heater 15 can quickly perform its heating function even in the early stages of starting the engine 1, which is advantageous.
以上のエンジンｌの暖気運転によってサーモスタット１
０で検知される冷却水の温度が設定値を超えると、前述
のようにサーモスタットｌＯは冷却水通路９を開いてバ
イパス通路１１を閉じるため、冷却水はラジェータ８を
含めた閉ループ内を循環することとなり、シリンダへラ
ド２とシリンダブロック３を各々冷却して温められた冷
却水は、冷却水通路７で合流してラジェータ８へ導かれ
、ここで冷却されて吸収した熱を放出した後、冷却水通
路９からサーモスタットｌＯを経て冷却水ポンプ４に吸
引され、冷却水ポンプ４によって昇圧されて冷却水通路
５．６を各々独立に流れる間にシリンダヘット２、シリ
ンダブロック３を冷却し、以後は前記と同様の作用を繰
り返す。By warming up engine 1 as described above, thermostat 1
When the temperature of the cooling water detected at 0 exceeds the set value, the thermostat IO opens the cooling water passage 9 and closes the bypass passage 11 as described above, so that the cooling water circulates in the closed loop including the radiator 8. Therefore, the cooling water heated by cooling the cylinder radiator 2 and the cylinder block 3 respectively joins in the cooling water passage 7 and is guided to the radiator 8, where it is cooled and releases the absorbed heat. The cooling water is sucked from the cooling water passage 9 through the thermostat 1O to the cooling water pump 4, is pressurized by the cooling water pump 4, and cools the cylinder head 2 and cylinder block 3 while flowing independently through the cooling water passages 5 and 6. repeats the same action as above.
而して、この場合も冷却水がシリンダヘッド２、シリン
ダブロック３に各々独立に設けられた冷却水通路５．６
を並列的に流れるため、シリンダヘット２側の冷却水温
とシリンダブロック３側の冷却水温とは互いに影響し合
うことかない。しかも、シリンダブロック３側の冷却水
通路６にはオリフィス１２か設けられているため、該冷
却水通路６を流れる冷却水の流量か絞られ、シリンダヘ
ット２側の冷却水通路５を流れる冷却水の流量か相対的
に大きくなり、シリンダヘッド２側の冷却水温ＴＩ
（例えば、７５°Ｃ）の方かシリンダブロック３側の冷
却水温Ｔ２ （例えば、９５℃）よりも低くなり（Ｔ
Ｉ ＜Ｔ２）、この結果、簡単な構成で吸気の充填効率
の向上、耐ノツク性の向上、摩擦損失の低減による燃費
の向上等を図ることができる。In this case as well, cooling water is supplied to the cylinder head 2 and the cylinder block 3 through cooling water passages 5 and 6 provided independently, respectively.
Flow in parallel, so the cooling water temperature on the cylinder head 2 side and the cooling water temperature on the cylinder block 3 side do not affect each other. Moreover, since the orifice 12 is provided in the cooling water passage 6 on the cylinder block 3 side, the flow rate of the cooling water flowing through the cooling water passage 6 is restricted, and the cooling water flowing through the cooling water passage 5 on the cylinder head 2 side is restricted. The flow rate becomes relatively large, and the cooling water temperature TI on the cylinder head 2 side increases.
(e.g. 75°C) or lower than the cooling water temperature T2 (e.g. 95°C) on the cylinder block 3 side (T
I<T2), as a result, it is possible to improve the intake air filling efficiency, the knock resistance, and the fuel efficiency by reducing friction loss with a simple configuration.
ところで、以上は本発明を直列４気筒エンジンに対して
適用した例について述べたが、Ｖ型多気筒エンジンに対
して適用した場合の冷却水ポンプ及び冷却水通路の配置
例を第４図、第５図にそれぞれ示す。Incidentally, the above has described an example in which the present invention is applied to an in-line four-cylinder engine, but an example of the arrangement of the cooling water pump and cooling water passage when applied to a V-type multi-cylinder engine is shown in FIG. They are shown in Figure 5.
即ち、第４図に示す例では、相対向するシリンダヘッド
２．２及びシリンダブロック３．３の各々に冷却水通路
５．６をそれぞれ独立に設け、これら各冷却水通路５．
６をそれぞれの側に設けられた冷却水ポンプ４に接続し
ており、各冷却水通路５．６はシリンダへラド２．シリ
ンダブロツク３をそれぞれ出た後、冷却水通路７に合流
せしめられている。That is, in the example shown in FIG. 4, cooling water passages 5.6 are provided independently in each of the opposing cylinder head 2.2 and cylinder block 3.3, and each of these cooling water passages 5.6 is provided independently.
6 to a cooling water pump 4 provided on each side, each cooling water passage 5.6 being connected to a cylinder rad 2.6. After exiting each cylinder block 3, they are joined to a cooling water passage 7.
又、第５図に示す例では、上記と同様に相対向するシリ
ンダヘット２．２とシリンダブロック３．３に各々独立
に設けられる冷却水通路５゜５．６．６を単一の冷却水
ポンプ４に接続するとともに、これら冷却水通路５，５
．６，６をＶバンクに配されるマニホールド状の冷却水
通路７によって合流した後、ラジェータ８に接続してい
る。尚、 第５Ｕ：ｉ！Ｉ中、ｌＯはサーモスタットで
ある。In addition, in the example shown in FIG. 5, similarly to the above, the cooling water passages 5.5. In addition to connecting to the pump 4, these cooling water passages 5, 5
．． 6 and 6 are joined by a manifold-shaped cooling water passage 7 arranged in a V-bank, and then connected to a radiator 8. In addition, 5th U: i! In I, IO is a thermostat.
次に１本発明の第２実施例を第６［］に示す。Next, a second embodiment of the present invention is shown in No. 6 [].
尚、第６図は第２実施例に係る冷却装置の構成を示すブ
ロック図であり、本図においては第１図に示したと同一
要素には同一符号を付しており、以下、それらについて
の説明は省略する。In addition, FIG. 6 is a block diagram showing the configuration of the cooling device according to the second embodiment. In this figure, the same elements as shown in FIG. Explanation will be omitted.
本実施例ては、シリンダブロック３側の冷却水通路６の
シリンダブロック３から出た直後の部位に可変オリフィ
ス機構１７を設けている。In this embodiment, a variable orifice mechanism 17 is provided in a portion of the cooling water passage 6 on the cylinder block 3 side immediately after exiting from the cylinder block 3.
而して、上記可変オリフィス機構１７によってシリンダ
ブロック３側の冷却水通路６を流れる冷却水の流量を絞
れば、シリンダヘッド２側の冷却水通路５を流れる冷却
水の流量か相対的に大きくなり、前記第１実施例と同様
にシリンダヘット２側の冷却水温Ｔ、をシリンダブロッ
ク３側の冷却水温Ｔ、よりも低目（ＴＩ ＜Ｔ２）に設
定することがてき、本実施例によっても前記第１実施例
で得られたと同様の効果を得ることができる。Therefore, if the flow rate of cooling water flowing through the cooling water passage 6 on the cylinder block 3 side is throttled by the variable orifice mechanism 17, the flow rate of cooling water flowing through the cooling water passage 5 on the cylinder head 2 side becomes relatively large. As in the first embodiment, the cooling water temperature T on the cylinder head 2 side can be set lower than the cooling water temperature T on the cylinder block 3 side (TI < T2), and this embodiment also allows Effects similar to those obtained in the first embodiment can be obtained.
尚、本実施例においても、第３図に示すような構成を採
ることができることは勿論である。It goes without saying that this embodiment can also adopt a configuration as shown in FIG. 3.
（発明の効果）
以上の説明て明らかな如く、本発明によれば、単一の冷
却水ポンプに連なる冷却水通路をシリンダヘットとシリ
ンダブロックに各々互いに独立に設け、少なくともシリ
ンダブロック側の冷却水通路に、ここを流れる冷却水の
流量を調整すべき流量制御手段を設けて内燃エンジンの
冷却装置を構成したため、簡単な構成でシリンダヘット
側の冷却水温をシリンダブロック側のそれよりも低目に
設定することかでき、吸気の充填効率、耐ノツク性、燃
費等の向上を図ることかできるという効果か得られる。(Effects of the Invention) As is clear from the above description, according to the present invention, cooling water passages connected to a single cooling water pump are provided independently in the cylinder head and the cylinder block, and at least the cooling water on the cylinder block side is The cooling system for the internal combustion engine is constructed by providing a flow rate control means in the passage to adjust the flow rate of the cooling water flowing through the passage, so it is possible to keep the cooling water temperature on the cylinder head side lower than that on the cylinder block side with a simple configuration. This has the effect of improving intake air filling efficiency, knock resistance, fuel efficiency, etc.
第１図は本発明の第１実施例に係る冷却装置の構成を示
すブロック図、第２図は同斜視図、第３図は第１実施例
の冷却装置にヒーターを接続した例を示すブロック図、
第４図及び第５図は本発明をＶ型多気筒エンジンに対し
て適用した場合の冷却水ポンプ及び冷却水通路の配置例
を示す図、第６図は本発明の第２実施例に係る冷却装置
のブロック図、第７図は従来の冷却装置の構成を示すブ
ロック図である。
ｌ・・・エンジン、２・・・シリンダヘット、３・・・
シリンダブロック、４・・・冷却水ポンプ、５，６・・
・冷却水通路、８・・・ラジェータ、ｌＯ・−・サーモ
スタット、１２・・・オリフィス（流量制御手段）、１
７・・・可変オリフィス機構（流量制御手段）。Fig. 1 is a block diagram showing the configuration of a cooling device according to the first embodiment of the present invention, Fig. 2 is a perspective view thereof, and Fig. 3 is a block diagram showing an example in which a heater is connected to the cooling device of the first embodiment. figure,
4 and 5 are diagrams showing an example of the arrangement of a cooling water pump and a cooling water passage when the present invention is applied to a V-type multi-cylinder engine, and FIG. 6 is a diagram showing a second embodiment of the present invention. Block Diagram of Cooling Device FIG. 7 is a block diagram showing the configuration of a conventional cooling device. l...Engine, 2...Cylinder head, 3...
Cylinder block, 4... Cooling water pump, 5, 6...
・Cooling water passage, 8...Radiator, lO--Thermostat, 12...Orifice (flow rate control means), 1
7...Variable orifice mechanism (flow rate control means).
Claims (1)
ドとシリンダブロックに各々互いに独立に設け、少なく
ともシリンダブロック側の冷却水通路に、ここを流れる
冷却水の流量を調整すべき流量制御手段を設けたことを
特徴とする内燃エンジンの冷却装置。Cooling water passages connected to a single cooling water pump are provided independently in the cylinder head and cylinder block, and at least the cooling water passage on the cylinder block side is provided with flow rate control means for adjusting the flow rate of the cooling water flowing therethrough. A cooling device for an internal combustion engine characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018827A JP2950879B2 (en) | 1990-01-31 | 1990-01-31 | Cooling system for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018827A JP2950879B2 (en) | 1990-01-31 | 1990-01-31 | Cooling system for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03225015A true JPH03225015A (en) | 1991-10-04 |
| JP2950879B2 JP2950879B2 (en) | 1999-09-20 |
Family
ID=11982398
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2018827A Expired - Fee Related JP2950879B2 (en) | 1990-01-31 | 1990-01-31 | Cooling system for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2950879B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1122409A2 (en) | 2000-02-03 | 2001-08-08 | Honda Giken Kogyo Kabushiki Kaisha | Cooling water circulating structure in internal combustion engine |
| WO2001083958A1 (en) * | 2000-05-03 | 2001-11-08 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Cooling circuit for a multi-cylinder internal combustion engine |
| JP2004092597A (en) * | 2002-09-03 | 2004-03-25 | Mitsubishi Motors Corp | Engine cooling system |
| KR20040031271A (en) * | 2002-10-04 | 2004-04-13 | 현대자동차주식회사 | outlet structure of water pump for engines adapted spilt cooling system |
| US6874450B2 (en) * | 2002-09-27 | 2005-04-05 | Hyundai Motor Company | Engine cooling system |
| KR100656594B1 (en) * | 2002-10-24 | 2006-12-11 | 현대자동차주식회사 | Structure of the water cylinder for the cylinder head and cylinder block of the engine to which the separate cooling system is applied |
| WO2007058225A1 (en) * | 2005-11-17 | 2007-05-24 | Toyota Jidosha Kabushiki Kaisha | Engine cooling medium circulation device |
| CN109944675A (en) * | 2017-12-20 | 2019-06-28 | 广州汽车集团股份有限公司 | An engine cooling device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5708042B2 (en) * | 2011-03-03 | 2015-04-30 | トヨタ自動車株式会社 | V-type engine cooling system |
-
1990
- 1990-01-31 JP JP2018827A patent/JP2950879B2/en not_active Expired - Fee Related
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1122409A2 (en) | 2000-02-03 | 2001-08-08 | Honda Giken Kogyo Kabushiki Kaisha | Cooling water circulating structure in internal combustion engine |
| WO2001083958A1 (en) * | 2000-05-03 | 2001-11-08 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Cooling circuit for a multi-cylinder internal combustion engine |
| US6745728B2 (en) | 2000-05-03 | 2004-06-08 | Dr. Ing. H.C.F. Porsche Ag | Coolant circuit and method for a multi-cylinder internal-combustion engine |
| JP2004092597A (en) * | 2002-09-03 | 2004-03-25 | Mitsubishi Motors Corp | Engine cooling system |
| US6874450B2 (en) * | 2002-09-27 | 2005-04-05 | Hyundai Motor Company | Engine cooling system |
| KR20040031271A (en) * | 2002-10-04 | 2004-04-13 | 현대자동차주식회사 | outlet structure of water pump for engines adapted spilt cooling system |
| KR100656594B1 (en) * | 2002-10-24 | 2006-12-11 | 현대자동차주식회사 | Structure of the water cylinder for the cylinder head and cylinder block of the engine to which the separate cooling system is applied |
| WO2007058225A1 (en) * | 2005-11-17 | 2007-05-24 | Toyota Jidosha Kabushiki Kaisha | Engine cooling medium circulation device |
| US7921829B2 (en) | 2005-11-17 | 2011-04-12 | Toyota Jidosha Kabushiki Kaisha | Engine cooling medium circulation device |
| CN109944675A (en) * | 2017-12-20 | 2019-06-28 | 广州汽车集团股份有限公司 | An engine cooling device |
| CN109944675B (en) * | 2017-12-20 | 2020-05-12 | 广州汽车集团股份有限公司 | An engine cooling device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2950879B2 (en) | 1999-09-20 |
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| LAPS | Cancellation because of no payment of annual fees |