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EP3374620B1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
EP3374620B1
EP3374620B1 EP16791311.0A EP16791311A EP3374620B1 EP 3374620 B1 EP3374620 B1 EP 3374620B1 EP 16791311 A EP16791311 A EP 16791311A EP 3374620 B1 EP3374620 B1 EP 3374620B1
Authority
EP
European Patent Office
Prior art keywords
coolant
rail
flow
internal combustion
combustion engine
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.)
Active
Application number
EP16791311.0A
Other languages
German (de)
French (fr)
Other versions
EP3374620A1 (en
Inventor
Andreas Boemer
Marco Jung
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Deutz AG
Original Assignee
Deutz AG
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Filing date
Publication date
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Publication of EP3374620A1 publication Critical patent/EP3374620A1/en
Application granted granted Critical
Publication of EP3374620B1 publication Critical patent/EP3374620B1/en
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—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
    • F01P3/20—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
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/14—Cylinders with means for directing, guiding or distributing liquid stream
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/30—Connections of coolers to other devices, e.g. to valves, heaters, compressors or filters; Coolers characterised by their location on the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • F02M26/32—Liquid-cooled heat exchangers
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • Such an internal combustion engine is z. B. from the DE 10 2013 113609 A1 famous.
  • Another internal combustion engine with cooling circuit is from DE 196 28 762 A1 famous.
  • This shows a cooling circuit of an internal combustion engine with a cast cylinder block with a cooling water jacket, a cylinder head with cooling water ducts, a common flange surface between the cylinder head and cylinder block, and with cooling water ducts within the cylinder block, which are designed as feed or return ducts, of which at least one cooling water duct runs into the Flange surface opens, wherein there is a connection between the cooling water jacket and at least one of the cooling water guides in the form of a cast-in from the flange surface slit in the cylinder block.
  • the advantage here is that the cooling circuit has a low pressure loss and an even distribution of the coolant. This saves pump power, generates less cylinder distortion and ensures an effective cooling effect.
  • FIG 1 a standard single-circuit water circuit is shown as an example, with an internal combustion engine 1 having a crankcase 2 and a cylinder head 3 fastened thereon.
  • the cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an engine oil cooler (MOC) 5 is arranged in the flow direction of the coolant.
  • MOC engine oil cooler
  • the coolant flow branches into the exhaust gas recirculation (EGR)s cooler 6 and the crankcase 2.
  • EGR exhaust gas recirculation
  • the coolant After the coolant has passed through the crankcase 2, it reaches the cylinder head 3. After the coolant enters the cylinder head 3 has flowed through, it combines with the partial flow of the coolant that flows out of the exhaust gas recirculation (EGR) cooler 6 .
  • This combined flow of coolant now reaches the thermostat 7 which, depending on the working position, directs the flow of coolant either directly to the coolant pump 4 or takes a detour via the cooler 8 .
  • figure 2 shows an example of a "common rail" water jacket single circuit water circuit.
  • a water flow in the crankcase 2 and in the cylinder head 3 that flows essentially in the transverse direction is advantageous from a cooling point of view.
  • the rail In front of the entry into the crankcase, there is an entry volume (“common rail”) into which the water from the pump can flow with little loss. From this rail, the water flows are evenly directed to the individual cylinders. In addition, water for other coolers such as e.g. B. EGR cooler and engine oil cooler can be removed as required. The respective water volume flows can be adjusted by the cross sections. Ideally, the rail should be conical to enable even water speeds and low-loss water extraction. After the water has crossed the cylinder passages in the crankcase, it flows up through the cylinder head gasket on the other side into the head. The head is then also flowed through transversely.
  • common rail In front of the entry into the crankcase, there is an entry volume (“common rail”) into which the water from the pump can flow with little loss. From this rail, the water flows are evenly directed to the individual cylinders. In addition, water for other coolers such as e.g. B. EGR cooler and engine oil cooler can be removed as required. The respective water volume flows can be
  • the water When leaving the head area (ideally on the side of the outlet channels for maximum cooling there), the water flows into a second volume, the outlet rail, which should also be conical in shape according to the amount of water. From there the water flows in the usual way to the thermostat. For a single circuit water cycle, this is shown schematically in figure 2 shown.
  • the internal combustion engine 1 is shown, which has a crankcase 2 and a cylinder head 3 fastened thereon.
  • the cooling circuit Internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the direction of flow of the coolant, with the coolant flow in the direction of flow in an engine oil cooler (M ⁇ K) 5 and an exhaust gas recirculation (EGR)s cooler 6, which are upstream or downstream are arranged on the intake rail 9 and branched into the crankcase 2 .
  • EGR exhaust gas recirculation
  • the coolant of the partial flow originating from the inlet rail 9 flows through the crankcase 2, after it has flowed through the crankcase 2 it reaches the cylinder head 3. After the coolant has flowed through the cylinder head 3, it flows into the outlet rail 10. This out Coolant flow originating from the outlet rail 10, M ⁇ K 5 and EGR 6 now reaches the thermostat 7, which, depending on the working position, directs the coolant flow either directly to the coolant pump 4 or via the cooler 8.
  • figure 3 discloses a "common-rail" water jacket - dual-circuit water circuit with "split cooling", ( 3 + 4).
  • the internal combustion engine 1 is shown by way of example, which has a crankcase 2 and a cylinder head 3 fastened thereon.
  • the cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the flow direction of the coolant, with the coolant flow in the flow direction in an engine oil cooler (M ⁇ K) 5 and an exhaust gas recirculation (EGR)s cooler 6, the are arranged after the intake rail 9 and branched into the crankcase 2 and the cylinder head 3 .
  • M ⁇ K engine oil cooler
  • EGR exhaust gas recirculation
  • the coolant flow In the flow direction of the coolant after the engine oil cooler (MOC) 5 and the exhaust gas recirculation (EGR)s cooler 6, the coolant flow combines with the coolant partial flow that emerges from the outlet rail 10 of the cylinder head and the outlet rail 11 of the crankcase.
  • the partial flow of coolant emerging from the outlet rail 11 of the crankcase flows through a regulated flap 12 which communicates with the engine control unit, which is not shown.
  • the regulated flap 12 is able to quantitatively control, or at least switch on and off, the flow of coolant originating from the outlet rail 11 of the crankcase.
  • the flow range of the controlled damper lies between the boundary conditions "full flow" and "completely closed”.
  • the coolant of the partial flow originating from the intake rail 9 flows through the crankcase 2 and the cylinder head 3 on the one hand. After the coolant has flowed through the crankcase 2, it reaches the outlet rail 11. After the other partial flow of the intake rail coolant has flowed through the cylinder head 3, it flows into the outlet rail 10 of the cylinder head.
  • This combined coolant flow originating from outlet rail 10, outlet rail 11, M ⁇ K 5 and EGR 6 now reaches the thermostat 7, which, depending on the working position, directs the coolant flow either directly to the coolant pump 4 or via the cooler 8 .
  • a water flow in the crankcase 2 and in the cylinder head 3 that flows essentially in the transverse direction is advantageous from a cooling point of view.
  • the cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the flow direction of the coolant, with the coolant flow in the flow direction in an engine oil cooler (M ⁇ K) 5 and an exhaust gas recirculation (EGR)s cooler 6, the are arranged after the intake rail 9 and branched into the crankcase 2 and the cylinder head 3 .
  • M ⁇ K engine oil cooler
  • EGR exhaust gas recirculation
  • the coolant after the engine oil cooler (M ⁇ K) 5 and the exhaust gas recirculation (EGR) s cooler 6 combines the Coolant flow with the coolant partial flow exiting the outlet rail 10 of the cylinder head and the outlet rail 11 of the crankcase.
  • the partial flow of coolant emerging from the outlet rail 11 of the crankcase flows through a regulated flap 12 which communicates with the engine control unit, which is not shown.
  • the regulated flap 12 is able to quantitatively control the flow of coolant originating from the outlet rail 11 of the crankcase.
  • the flow range of the controlled damper lies between the boundary conditions "full flow” and "completely closed”.
  • the coolant of the partial flow originating from the intake rail 9 flows through the crankcase 2 and the cylinder head 3 on the one hand.
  • figure 5 shows an example of the water flow in the crankcase 2 of the six-cylinder internal combustion engine 1 with flow guide vanes 14 designed as claws on the inlet side.
  • the flow guide vanes can be seen as a replacement or addition to the conical shape of the rail. In 6 they are not designed conically, for example.
  • the internal combustion engine 1 has claw-like flow guide vanes 14 in the water jacket guide.
  • the claw-like water jacket guide has an individual depth x(1-6) between the end tips of the flow guide vanes 14 on.
  • the conical outlet 10 and/or inlet 9 rails are part of the water jacket.
  • the cooling liquid flows inside the flow guide vanes upwards into the cylinder head 15.
  • the depth x is designed using CFD.
  • figure 6 shows the water flow in the crankcase 2 of the six-cylinder internal combustion engine 1 in this example with flow guide vanes 14 designed as claws on the inlet and outlet side.
  • the internal combustion engine 1 has claw-like flow guide vanes 14 in the water jacket guide, which are arranged both on the inlet side and on the outlet side.
  • the claw-like water jacket guide has an individual depth a(1-6), e(1-6) between the end tips of the flow guide vanes 14.
  • FIG. A targeted and low-loss flow control can thus be achieved.
  • the outlet 10, 11 and/or inlet 9 rails are part of the water jacket.
  • FIG 7 the water flow between the outlet valves 15, the inlet valves 16 and the injector 17 is shown.
  • the main cooling water flow occurs between the hot outlet channels.
  • the distances a, b, c, d between the valves are designed using computational fluid dynamics (CFD).
  • figure 8 shows the combustion floor 19 along the section line AA or BB between the valves 15, 16 in the cylinder head 3.
  • the water jacket bulges downwards with individually designed nose-like flow guide vanes 18.

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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 Circulating Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die Erfindung betrifft eine Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to an internal combustion engine according to the preamble of claim 1.

Eine derartige Brennkraftmaschine ist z. B. aus der DE 10 2013 113609 A1 bekannt.Such an internal combustion engine is z. B. from the DE 10 2013 113609 A1 famous.

Eine andere Brennkraftmaschine mit Kühlkreislauf ist aus der DE 196 28 762 A1 bekannt. Diese zeigt einen Kühlkreislauf einer Brennkraftmaschine mit einem gegossenen Zylinderblock mit einem Kühlwassermantel, einem Zylinderkopf mit Kühlwasserkanälen, einer gemeinsamen Flanschfläche zwischen Zylinderkopf und Zylinderblock, sowie mit Kühlwasserführungen innerhalb des Zylinderblocks, die als Zuführ- oder Rückführkanäle ausgebildet sind, von denen mindestens eine Kühlwasserführung in die Flanschfläche mündet, wobei zwischen dem Kühlwassermantel und mindestens einer der Kühlwasserführungen eine Verbindung in Form eines von der Flanschfläche ausgehenden in den Zylinderblock eingegossenen Schlitzes besteht.Another internal combustion engine with cooling circuit is from DE 196 28 762 A1 famous. This shows a cooling circuit of an internal combustion engine with a cast cylinder block with a cooling water jacket, a cylinder head with cooling water ducts, a common flange surface between the cylinder head and cylinder block, and with cooling water ducts within the cylinder block, which are designed as feed or return ducts, of which at least one cooling water duct runs into the Flange surface opens, wherein there is a connection between the cooling water jacket and at least one of the cooling water guides in the form of a cast-in from the flange surface slit in the cylinder block.

Bei bisherigen bekannten Kühlwassermänteln wird das Wasser in unterschiedlicher Weise von der Pumpe zu den zu kühlenden Passagen im Kurbelgehäuse geleitet. Meist gibt es nur einen oder maximal zwei Eintritte in den Wassermantel des Kurbelgehäuses. Das Thermostat ist meist an einer Stirnseite des Zylinderkopfes angebracht. Dadurch entstehen ungleichmäßige Verteilungen des Wassers auf die einzelnen Zylinder, die nur durch angepasste Verkleinerungen der Durchtritte in der Zylinderkopfdichtung ausgeglichen werden können. Diese Durchtrittsverkleinerungen führen zu erhöhten Druckverlusten, erhöhter Pumpenleistung und damit letztendlich zu erhöhtem Kraftstoffverbrauch. Das durch die Dichtungsdurchtritte vom Kurbelgehäuse in den Kopf strömende Wasser kann den Kopf nur auf einer Seite verlassen, wodurch eine stark unterschiedliche Wasserversorgung der einzelnen Bereiche im Kopf unvermeidbar ist.In previously known cooling water jackets, the water is guided in different ways from the pump to the passages in the crankcase that are to be cooled. Usually there is only one or at most two entries into the water jacket of the crankcase. The thermostat is usually on one attached to the face of the cylinder head. This results in uneven distribution of the water on the individual cylinders, which can only be compensated for by appropriately reducing the passages in the cylinder head gasket. These passage reductions lead to increased pressure losses, increased pump performance and ultimately to increased fuel consumption. The water flowing through the seal passages from the crankcase into the head can only leave the head on one side, which means that the water supply to the individual areas in the head varies greatly.

Es ist die Aufgabe der vorliegenden Erfindung, die oben genannten Nachteile zu vermeiden und eine Brennkraftmaschine zu schaffen, die Kühlmittelströme weitgehend verlustarm zu den Kühlstellen führt.It is the object of the present invention to avoid the disadvantages mentioned above and to create an internal combustion engine which guides coolant flows to the cooling points with largely low losses.

Die Aufgabe der vorliegenden Erfindung wird durch eine Brennkraftmaschine mit den Merkmalen des Anspruchs 1 gelöst.The object of the present invention is achieved by an internal combustion engine having the features of claim 1.

Hierbei ist von Vorteil, dass der Kühlkreislauf einen geringen Druckverlust und eine gleichmäßige Verteilung des Kühlmittels aufweist. Dies spart Pumpenleistung, erzeugt geringeren Zylinderverzug und sorgt für effektive Kühlwirkung.The advantage here is that the cooling circuit has a low pressure loss and an even distribution of the coolant. This saves pump power, generates less cylinder distortion and ensures an effective cooling effect.

Weitere vorteilhafte Ausgestaltungen ergeben sich aus den Unteransprüchen.Further advantageous configurations emerge from the dependent claims.

Im Folgenden wird die Erfindung anhand eines in der Zeichnung dargestellten Ausführungsbeispiels näher erläutert. Dabei zeigt:

Figur 1:
einen Standard Einkreis-Wasserkreislauf
Figur 2:
"Common-Rail" Wassermantel, Einkreis-Wasserkreislauf
Figur 3:
"Common-Rail" Wassermantel, Zweikreis-Wasserkreislauf
Figur 4:
"Common-Rail" Wassermantel, Zweikreis-Wasserkreislauf mit Ölkühler im Einlass-Rail
Figur 5:
die Wasserführung im Kurbelgehäuse mit Strömungsleitschaufeln auf der Einlassseite
Figur 6:
die Wasserführung im Kurbelgehäuse mit Strömungsleitschaufeln auf der Einlass- und Auslassseite
Figur 7:
die Wasserführung zwischen den Ventilen
Figur 8:
den Brennboden.
The invention is explained in more detail below using an exemplary embodiment illustrated in the drawing. It shows:
Figure 1:
a standard single circuit water cycle
Figure 2:
"Common-Rail" water jacket, single circuit water cycle
Figure 3:
"Common-Rail" water jacket, dual circuit water circuit
Figure 4:
"Common-Rail" water jacket, dual circuit water circuit with oil cooler in the inlet rail
Figure 5:
the water flow in the crankcase with flow guide vanes on the inlet side
Figure 6:
the water flow in the crankcase with flow guide vanes on the inlet and outlet side
Figure 7:
the water flow between the valves
Figure 8:
the firing floor.

In Figur 1 wird beispielhaft ein Standard Einkreis-Wasserkreislauf dargestellt, mit Brennkraftmaschine 1, die ein Kurbelgehäuse 2 und einen darauf befestigten Zylinderkopf 3 aufweist. Der Kühlkreislauf der Brennkraftmaschine 1 weist eine Kühlmittelpumpe 4 auf, nach der in Strömungsrichtung des Kühlmittels ein Motorölkühler (MÖK) 5 angeordnet ist. In Strömungsrichtung des Kühlmittels nach dem Motorölkühler (MÖK) 5 verzweigt sich der Kühlmittelstrom in den Abgasrückführung(AGR)s-Kühler 6 und das Kurbelgehäuse 2. Nachdem das Kühlmittel das Kurbelgehäuse 2 durchströmt hat, erreicht es den Zylinderkopf 3. Nachdem das Kühlmittel den Zylinderkopf 3 durchströmt hat, vereinigt es sich mit dem Teilstrom des Kühlmittels, der aus dem Abgasrückführung(AGR)s-Kühler 6 strömt. Dieser vereinigte Kühlmittelstrom erreicht nun den Thermostat 7, der den Kühlmittelstrom je nach Arbeitsstellung entweder direkt zur Kühlmittelpumpe 4 leitet oder den Umweg über den Kühler 8 nehmen lässt.In figure 1 a standard single-circuit water circuit is shown as an example, with an internal combustion engine 1 having a crankcase 2 and a cylinder head 3 fastened thereon. The cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an engine oil cooler (MOC) 5 is arranged in the flow direction of the coolant. In the coolant flow direction after the engine oil cooler (MOC) 5, the coolant flow branches into the exhaust gas recirculation (EGR)s cooler 6 and the crankcase 2. After the coolant has passed through the crankcase 2, it reaches the cylinder head 3. After the coolant enters the cylinder head 3 has flowed through, it combines with the partial flow of the coolant that flows out of the exhaust gas recirculation (EGR) cooler 6 . This combined flow of coolant now reaches the thermostat 7 which, depending on the working position, directs the flow of coolant either directly to the coolant pump 4 or takes a detour via the cooler 8 .

Figur 2 zeigt beispielhaft einen "Common-Rail" Wassermantel-Einkreis-Wasserkreislauf. figure 2 shows an example of a "common rail" water jacket single circuit water circuit.

Vorteilhaft aus Kühlungssicht ist ein im Wesentlichen in Querrichtung strömender Wasserfluss im Kurbelgehäuse 2 und im Zylinderkopf 3.A water flow in the crankcase 2 and in the cylinder head 3 that flows essentially in the transverse direction is advantageous from a cooling point of view.

Vor dem Eintritt ins Kurbelgehäuse ist ein Eintrittsvolumen ("Common Rail") angebracht, in das das Wasser aus der Pumpe verlustarm einströmen kann. Aus diesem Rail werden die Wasserströme gleichmäßig zu den einzelnen Zylindern geleitet. Außerdem kann aus diesem Rail Wasser für andere Kühler wie z. B. AGR-Kühler und Motorölkühler bedarfsgerecht entnommen werden. Die jeweiligen Wassermengenströme können durch die Querschnitte angepasst werden. Das Rail sollte im Optimalfall konisch sein, um gleichmäßige Wassergeschwindigkeiten und verlustarme Wasserentnahmen zu ermöglichen. Nachdem das Wasser die Zylinderpassagen im Kurbelgehäuse quer durchströmt hat, strömt es durch die Zylinderkopfdichtung auf der anderen Seite nach oben in den Kopf. Der Kopf wird anschließend ebenfalls quer durchströmt. Das Wasser strömt beim Verlassen des Kopf-Bereiches (im Idealfall auf der Seite der Auslasskanäle, um dort maximal zu kühlen) in ein zweites Volumen, das Auslass-Rail, das ebenfalls entsprechend den Wassermengen konisch geformt sein sollte. Von dort strömt das Wasser in üblicher Weise weiter zum Thermostat. Für einen Einkreis-Wasserkreislauf ist das schematisch in Figur 2 dargestellt.In front of the entry into the crankcase, there is an entry volume ("common rail") into which the water from the pump can flow with little loss. From this rail, the water flows are evenly directed to the individual cylinders. In addition, water for other coolers such as e.g. B. EGR cooler and engine oil cooler can be removed as required. The respective water volume flows can be adjusted by the cross sections. Ideally, the rail should be conical to enable even water speeds and low-loss water extraction. After the water has crossed the cylinder passages in the crankcase, it flows up through the cylinder head gasket on the other side into the head. The head is then also flowed through transversely. When leaving the head area (ideally on the side of the outlet channels for maximum cooling there), the water flows into a second volume, the outlet rail, which should also be conical in shape according to the amount of water. From there the water flows in the usual way to the thermostat. For a single circuit water cycle, this is shown schematically in figure 2 shown.

Dargestellt wird die Brennkraftmaschine 1, die ein Kurbelgehäuse 2 und einen darauf befestigten Zylinderkopf 3 aufweist. Der Kühlkreislauf der Brennkraftmaschine 1 weist eine Kühlmittelpumpe 4 auf, nach der in Strömungsrichtung des Kühlmittels ein Einlass-Rail 9 angeordnet ist, wobei sich der Kühlmittelstrom in Strömungsrichtung in einen Motorölkühler (MÖK) 5 und einen Abgasrückführung(AGR)s-Kühler 6, die vor oder nach dem Einlass-Rail 9 angeordnet sind und in das Kurbelgehäuse 2 verzweigt. In Strömungsrichtung des Kühlmittels nach dem Motorölkühler (MÖK) 5 und dem Abgasrückführung(AGR)s-Kühler 6 vereinigt sich der Kühlmittelstrom mit dem Kühlmittelteilstrom, der aus dem Auslass-Rail 10 austritt. Das Kühlmittel des aus dem Einlass-Rail 9 stammenden Teilstroms durchströmt das Kurbelgehäuse 2, nachdem es das Kurbelgehäuse 2 durchströmt hat, erreicht es den Zylinderkopf 3. Nachdem das Kühlmittel den Zylinderkopf 3 durchströmt hat, strömt es in das Auslass-Rail 10. Dieser aus Auslass-Rail 10, MÖK 5 und AGR 6 stammende und vereinigte Kühlmittelstrom erreicht nun den Thermostat 7, der den Kühlmittelstrom je nach Arbeitsstellung entweder direkt zur Kühlmittelpumpe 4 leitet oder den Umweg über den Kühler 8 nehmen lässt.The internal combustion engine 1 is shown, which has a crankcase 2 and a cylinder head 3 fastened thereon. The cooling circuit Internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the direction of flow of the coolant, with the coolant flow in the direction of flow in an engine oil cooler (MÖK) 5 and an exhaust gas recirculation (EGR)s cooler 6, which are upstream or downstream are arranged on the intake rail 9 and branched into the crankcase 2 . In the flow direction of the coolant after the engine oil cooler (MOC) 5 and the exhaust gas recirculation (EGR)s cooler 6, the coolant flow combines with the coolant partial flow that emerges from the outlet rail 10. The coolant of the partial flow originating from the inlet rail 9 flows through the crankcase 2, after it has flowed through the crankcase 2 it reaches the cylinder head 3. After the coolant has flowed through the cylinder head 3, it flows into the outlet rail 10. This out Coolant flow originating from the outlet rail 10, MÖK 5 and EGR 6 now reaches the thermostat 7, which, depending on the working position, directs the coolant flow either directly to the coolant pump 4 or via the cooler 8.

Bei Verwendung eines Zweikreis-Wasserkreislaufs nach Figur 3 ("Split Cooling") werden zwei getrennte Auslass-Rails verwendet, sodass die Kühlung des Kurbelgehäuses für schnelleres Aufwärmen des Motors mit einer geregelten Klappe abgeschaltet werden kann. Ein solches Schema ist in Figur 3 dargestellt.When using a double-circuit water circuit according to figure 3 ("Split Cooling"), two separate exhaust rails are used so that cooling of the crankcase can be switched off with a controlled flap for faster engine warm-up. Such a scheme is in figure 3 shown.

Figur 3 offenbart einen "Common-Rail" Wassermantel - Zweikreis-Wasserkreislauf mit "Split Cooling", (Fig. 3 + 4). figure 3 discloses a "common-rail" water jacket - dual-circuit water circuit with "split cooling", ( 3 + 4).

Vorteilhaft aus Kühlungssicht ist ein im Wesentlichen in Querrichtung strömender Wasserfluss im Kurbelgehäuse 2 und im Zylinderkopf 3 und die Abschaltbarkeit der Kurbelgehäusekühlung zur schnelleren Erwärmung des Motors.Advantageous from a cooling point of view is a water flow in the crankcase 2 and in the cylinder head 3 that flows essentially in the transverse direction, and the ability to switch off the crankcase cooling for faster heating of the engine.

In Figur 3 wird beispielhaft die Brennkraftmaschine 1 gezeigt, die ein Kurbelgehäuse 2 und einen darauf befestigten Zylinderkopf 3 aufweist. Der Kühlkreislauf der Brennkraftmaschine 1 weist eine Kühlmittelpumpe 4 auf, nach der in Strömungsrichtung des Kühlmittels ein Einlass-Rail 9 angeordnet ist, wobei sich der Kühlmittelstrom in Strömungsrichtung in einen Motorölkühler (MÖK) 5 und einen Abgasrückführung(AGR)s-Kühler 6, die nach dem Einlass-Rail 9 angeordnet sind und in das Kurbelgehäuse 2 und den Zylinderkopf 3 verzweigt. In Strömungsrichtung des Kühlmittels nach dem Motorölkühler (MÖK) 5 und dem Abgasrückführung(AGR)s-Kühler 6 vereinigt sich der Kühlmittelstrom mit dem Kühlmittelteilstrom, der aus dem Auslass-Rail 10 des Zylinderkopfs und dem Auslass-Rail 11 des Kurbelgehäuses austritt. Der aus dem Auslass-Rail 11 des Kurbelgehäuses austretende Teilstrom des Kühlmittels durchströmt eine geregelte Klappe 12, die mit der nicht dargestellten Motorsteuerung kommuniziert. Die geregelte Klappe 12 ist in der Lage, den aus dem Auslass-Rail 11 des Kurbelgehäuses stammenden Kühlmittelstrom mengenmäßig zu steuern oder zumindest ein- und auszuschalten. Der Durchflussbereich der geregelten Klappe liegt zwischen den Randbedingungen "voller Durchfluss" und "komplett verschlossen". Das Kühlmittel des aus dem Einlass-Rail 9 stammenden Teilstroms durchströmt einerseits das Kurbelgehäuse 2 und den Zylinderkopf 3. Nachdem das Kühlmittel das Kurbelgehäuse 2 durchströmt hat, erreicht es das Auslass-Rail 11. Nachdem der andere Teilstrom des Einlass-Rail-Kühlmittels den Zylinderkopf 3 durchströmt hat, strömt es in das Auslass-Rail 10 des Zylinderkopfs. Dieser aus Auslass-Rail 10, Auslass-Rail 11, MÖK 5 und AGR 6 stammende und vereinigte Kühlmittelstrom erreicht nun den Thermostat 7, der den Kühlmittelstrom, je nach Arbeitsstellung, entweder direkt zur Kühlmittelpumpe 4 leitet oder den Umweg über den Kühler 8 nehmen lässt.In figure 3 the internal combustion engine 1 is shown by way of example, which has a crankcase 2 and a cylinder head 3 fastened thereon. The cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the flow direction of the coolant, with the coolant flow in the flow direction in an engine oil cooler (MÖK) 5 and an exhaust gas recirculation (EGR)s cooler 6, the are arranged after the intake rail 9 and branched into the crankcase 2 and the cylinder head 3 . In the flow direction of the coolant after the engine oil cooler (MOC) 5 and the exhaust gas recirculation (EGR)s cooler 6, the coolant flow combines with the coolant partial flow that emerges from the outlet rail 10 of the cylinder head and the outlet rail 11 of the crankcase. The partial flow of coolant emerging from the outlet rail 11 of the crankcase flows through a regulated flap 12 which communicates with the engine control unit, which is not shown. The regulated flap 12 is able to quantitatively control, or at least switch on and off, the flow of coolant originating from the outlet rail 11 of the crankcase. The flow range of the controlled damper lies between the boundary conditions "full flow" and "completely closed". The coolant of the partial flow originating from the intake rail 9 flows through the crankcase 2 and the cylinder head 3 on the one hand. After the coolant has flowed through the crankcase 2, it reaches the outlet rail 11. After the other partial flow of the intake rail coolant has flowed through the cylinder head 3, it flows into the outlet rail 10 of the cylinder head. This combined coolant flow originating from outlet rail 10, outlet rail 11, MÖK 5 and EGR 6 now reaches the thermostat 7, which, depending on the working position, directs the coolant flow either directly to the coolant pump 4 or via the cooler 8 .

In beiden Fällen wird durch den "Common-Rail" Wassermantel eine besonders effektive, gleichmäßige und druckverlustarme Querstromkühlung von Kurbelgehäuse 2 und Zylinderkopf 3 möglich. Die Details müssten mit Hilfe von CFD-Berechnungen ausgelegt werden.In both cases, the "common rail" water jacket enables a particularly effective, uniform and low-pressure-loss cross-flow cooling of the crankcase 2 and cylinder head 3. The details would have to be laid out using CFD calculations.

In Figur 4 wird ein "Common-Rail" Wassermantel mit Zweikreis-Wasserkreislauf und Ölkühler 13 im Einlass-Rail 9 dargestellt.In figure 4 a "common rail" water jacket with a two-circuit water circuit and oil cooler 13 in the inlet rail 9 is shown.

Vorteilhaft aus Kühlungssicht ist ein im Wesentlichen in Querrichtung strömender Wasserfluss im Kurbelgehäuse 2 und im Zylinderkopf 3.A water flow in the crankcase 2 and in the cylinder head 3 that flows essentially in the transverse direction is advantageous from a cooling point of view.

Fig. 4 zeigt beispielhaft die Brennkraftmaschine 1, die ein Kurbelgehäuse 2 und einen darauf befestigten Zylinderkopf 3 aufweist. Der Kühlkreislauf der Brennkraftmaschine 1 weist eine Kühlmittelpumpe 4 auf, nach der in Strömungsrichtung des Kühlmittels ein Einlass-Rail 9 angeordnet ist, wobei sich der Kühlmittelstrom in Strömungsrichtung in einen Motorölkühler (MÖK) 5 und einen Abgasrückführungs(AGR)s-Kühler 6, die nach dem Einlass-Rail 9 angeordnet sind und in das Kurbelgehäuse 2und den Zylinderkopf 3 verzweigt. In Strömungsrichtung des Kühlmittels nach dem Motorölkühler (MÖK) 5 und dem Abgasrückführungs(AGR)s-Kühler 6 vereinigt sich der Kühlmittelstrom mit dem Kühlmittelteilstrom, der aus dem Auslass-Rail 10 des Zylinderkopfs und dem Auslass-Rail 11 des Kurbelgehäuses austritt. Der aus dem Auslass-Rail 11 des Kurbelgehäuses austretende Teilstrom des Kühlmittels durchströmt eine geregelte Klappe 12, die mit der nicht dargestellten Motorsteuerung kommuniziert. Die geregelte Klappe 12 ist in der Lage, den aus dem Auslass-Rail 11 des Kurbelgehäuses stammenden Kühlmittelstrom mengenmäßig zu steuern. Der Durchflussbereich der geregelten Klappe liegt zwischen den Randbedingungen "voller Durchfluss" und "komplett verschlossen". Das Kühlmittel des aus dem Einlass-Rail 9 stammenden Teilstroms durchströmt einerseits das Kurbelgehäuse 2 und den Zylinderkopf 3. Nachdem das Kühlmittel das Kurbelgehäuse 2 durchströmt hat, erreicht es das Auslass-Rail 11. Nachdem der andere Teilstrom des Einlass-Rail-Kühlmittels den Zylinderkopf 3 durchströmt hat, strömt es in das Auslass-Rail 10 des Zylinderkopfs. Dieser aus Auslass-Rail 10, Auslass-Rail 11, MÖK 5 und AGR 6 stammende und vereinigte Kühlmittelstrom erreicht nun den Thermostat 7, der den Kühlmittelstrom je nach Arbeitsstellung entweder direkt zur Kühlmittelpumpe 4 leitet oder den Umweg über den Kühler 8 nehmen lässt. 4 shows an example of the internal combustion engine 1, which has a crankcase 2 and a cylinder head 3 fastened thereon. The cooling circuit of the internal combustion engine 1 has a coolant pump 4, after which an inlet rail 9 is arranged in the flow direction of the coolant, with the coolant flow in the flow direction in an engine oil cooler (MÖK) 5 and an exhaust gas recirculation (EGR)s cooler 6, the are arranged after the intake rail 9 and branched into the crankcase 2 and the cylinder head 3 . In the flow direction of the coolant after the engine oil cooler (MÖK) 5 and the exhaust gas recirculation (EGR) s cooler 6 combines the Coolant flow with the coolant partial flow exiting the outlet rail 10 of the cylinder head and the outlet rail 11 of the crankcase. The partial flow of coolant emerging from the outlet rail 11 of the crankcase flows through a regulated flap 12 which communicates with the engine control unit, which is not shown. The regulated flap 12 is able to quantitatively control the flow of coolant originating from the outlet rail 11 of the crankcase. The flow range of the controlled damper lies between the boundary conditions "full flow" and "completely closed". The coolant of the partial flow originating from the intake rail 9 flows through the crankcase 2 and the cylinder head 3 on the one hand. After the coolant has flowed through the crankcase 2, it reaches the outlet rail 11. After the other partial flow of the intake rail coolant the cylinder head 3, it flows into the outlet rail 10 of the cylinder head. This combined coolant flow originating from outlet rail 10, outlet rail 11, MÖK 5 and EGR 6 now reaches the thermostat 7, which, depending on the working position, directs the coolant flow either directly to the coolant pump 4 or via the cooler 8.

Figur 5 zeigt beispielhaft die Wasserführung im Kurbelgehäuse 2 der sechszylindrigen Brennkraftmaschine 1 mit als Krallen ausgebildeten Strömungsleitschaufeln 14 auf der Einlassseite. Die Strömungsleischaufeln sind als Ersatz oder Ergänzung für die konische Form des Rails zu sehen. In Fig. 6 sind sie beispielhaft nicht konisch ausgeführt. Die Brennkraftmaschine 1 weist in der Wassermantelführung krallenartige Strömungsleitschaufeln 14 auf. Die krallenartige Wassermantelführung weist eine individuelle Tiefe x(1-6) zwischen den Endspitzen der Strömungsleitschaufeln 14 auf. In Figur 5 ist zu sehen, dass die hier konisch ausgeführten Auslass- 10 und/oder Einlass- 9 Rails Bestandteil des Wassermantels sind. Die Strömung der Kühlflüssigkeit erfolgt innerhalb der Strömungsleitschaufeln nach oben in den Zylinderkopf 15. Die Tiefe x wird mittels CFD ausgelegt. figure 5 shows an example of the water flow in the crankcase 2 of the six-cylinder internal combustion engine 1 with flow guide vanes 14 designed as claws on the inlet side. The flow guide vanes can be seen as a replacement or addition to the conical shape of the rail. In 6 they are not designed conically, for example. The internal combustion engine 1 has claw-like flow guide vanes 14 in the water jacket guide. The claw-like water jacket guide has an individual depth x(1-6) between the end tips of the flow guide vanes 14 on. In figure 5 it can be seen that the conical outlet 10 and/or inlet 9 rails are part of the water jacket. The cooling liquid flows inside the flow guide vanes upwards into the cylinder head 15. The depth x is designed using CFD.

Figur 6 zeigt die Wasserführung im Kurbelgehäuse 2 der in diesem Beispiel sechszylindrigen Brennkraftmaschine 1 mit als Krallen ausgebildeten Strömungsleitschaufeln 14 auf der Einlass- und Auslassseite. Die Brennkraftmaschine 1 weist in der Wassermantelführung krallenartige Strömungsleitschaufeln 14 auf, die sowohl auf der Einlass- als auch auf der Auslassseite angeordnet sind. Die krallenartige Wassermantelführung weist eine individuelle Tiefe a(1-6), e(1-6) zwischen den Endspitzen der Strömungsleitschaufeln 14 auf. Damit kann eine gezielte und verlustarme Strömungsführung erreicht werden. In Figur 6 ist zu sehen, dass die Auslass- 10, 11 und/ oder Einlass- 9 Rails Bestandteil des Wassermantels sind. figure 6 shows the water flow in the crankcase 2 of the six-cylinder internal combustion engine 1 in this example with flow guide vanes 14 designed as claws on the inlet and outlet side. The internal combustion engine 1 has claw-like flow guide vanes 14 in the water jacket guide, which are arranged both on the inlet side and on the outlet side. The claw-like water jacket guide has an individual depth a(1-6), e(1-6) between the end tips of the flow guide vanes 14. FIG. A targeted and low-loss flow control can thus be achieved. In figure 6 it can be seen that the outlet 10, 11 and/or inlet 9 rails are part of the water jacket.

In Figur 7 wird die Wasserführung zwischen den Ventilen im Zylinderkopf 3 gezeigt.In figure 7 the water flow between the valves in cylinder head 3 is shown.

In Figur 7 wird die Wasserführung zwischen den Auslassventilen 15, den Einlassventilen 16 und dem Injektor 17 dargestellt. Der Hauptkühlwasserstrom erfolgt zwischen den heißen Auslasskanälen. Die Abstände a, b, c, d zwischen den Ventilen werden mittels Computational Fluid Dynamics (CFD) ausgelegt.In figure 7 the water flow between the outlet valves 15, the inlet valves 16 and the injector 17 is shown. The main cooling water flow occurs between the hot outlet channels. The distances a, b, c, d between the valves are designed using computational fluid dynamics (CFD).

Figur 8 zeigt den Brennboden 19 entlang der Schnittlinie A-A bzw. B-B zwischen den Ventilen 15, 16 im Zylinderkopf 3. Zur besseren Kühlung des Brennbodens 19 erfolgt eine Ausbeulung des Wassermantels nach unten mit individuell ausgelegten nasenartigen Strömungsleitschaufeln 18. figure 8 shows the combustion floor 19 along the section line AA or BB between the valves 15, 16 in the cylinder head 3. For better cooling of the combustion floor 19, the water jacket bulges downwards with individually designed nose-like flow guide vanes 18.

BezugszeichenReference sign

11
Brennkraftmaschineinternal combustion engine
22
Kurbelgehäusecrankcase
33
Zylinderkopfcylinder head
44
Kühlmittelpumpecoolant pump
55
Motorölkühler (MÖK)Engine Oil Cooler (MÖK)
66
Abgasrückführung (AGR)Exhaust gas recirculation (EGR)
77
Thermostatthermostat
88th
Kühlercooler
99
Einlass-Railinlet rail
1010
Auslass-Railoutlet rail
1111
Auslass-Railoutlet rail
1212
Geregelte KlappeRegulated flap
1313
Ölkühleroil cooler
1414
Strömungsleitschaufelnflow guide vanes
1515
Auslassventiloutlet valve
1616
Einlassventilintake valve
1717
Injektorinjector
1818
Strömungsleitschaufelnflow guide vanes
1919
Brennbodenfiring tray

Claims (7)

  1. Internal combustion engine comprising
    a crankcase (2) which has a water jacket and which conducts coolant,
    at least one coolant-receiving inlet rail (9) which is arranged upstream of the crankcase in a flow direction of the coolant and which communicates with said crankcase, or at least one coolant-receiving inlet rail (9) which is a constituent part of the water jacket, at least one coolant-conducting cylinder head (3), and at least one coolant-receiving outlet rail (10) which is arranged downstream of the cylinder head (3) in a flow direction of the coolant and which communicates with said cylinder head (3),
    characterized
    in that the inlet rail (9) is configured so as to communicate both with the crankcase (2) and with the cylinder head (3),
    in that the inlet rail (9) is of conical design, and in that the water jacket has a claw-like water jacket guide.
  2. Internal combustion engine according to Claim 1, characterized in that the outlet rail (10) is of conical design.
  3. Internal combustion engine according to Claim 1 or 2,
    characterized
    in that the claw-like water jacket guide has flow-guiding vanes (14).
  4. Internal combustion engine according to any one of the preceding claims, characterized in that the claw-like water jacket guide has an individual depth x1, a1, and e1.
  5. Internal combustion engine according to any one of the preceding claims, characterized
    in that at least one EGR cooler (6) is integrated in the inlet rail (9).
  6. Internal combustion engine according to any one of the preceding claims, characterized
    in that the cooling water main flow passes through between the hot outlet channels.
  7. Internal combustion engine according to any one of the preceding claims, characterized
    in that flow-guiding vanes (18) which are bulged in the manner of lugs toward the combustion base (19) are arranged between the inlet (16) and outlet (15) channels.
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DE102015014514.2A DE102015014514B4 (en) 2015-11-11 2015-11-11 "Common-Rail" water jacket
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DE102015014514B4 (en) 2023-10-26
DE102015014514A1 (en) 2017-05-11
ES2918500T3 (en) 2022-07-18
US10954844B2 (en) 2021-03-23

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