GB2444948A - Automotive engine cooling system comprising separate first and second fluid flow circuits - Google Patents
Automotive engine cooling system comprising separate first and second fluid flow circuits Download PDFInfo
- Publication number
- GB2444948A GB2444948A GB0625357A GB0625357A GB2444948A GB 2444948 A GB2444948 A GB 2444948A GB 0625357 A GB0625357 A GB 0625357A GB 0625357 A GB0625357 A GB 0625357A GB 2444948 A GB2444948 A GB 2444948A
- Authority
- GB
- United Kingdom
- Prior art keywords
- fluid flow
- pump
- flow circuit
- cooling system
- coolant
- 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.)
- Withdrawn
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
- F01P3/12—Arrangements for cooling other engine or machine parts
-
- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
-
- 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
- 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
- F02M26/25—Layout, e.g. schematics with coolers having bypasses
- F02M26/26—Layout, e.g. schematics with coolers having bypasses characterised by details of the bypass valve
-
- 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
- F02M26/33—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 controlling the temperature of the recirculated gases
-
- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P2005/105—Using two or more pumps
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
- F02B29/0443—Layout of the coolant or refrigerant circuit
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
An automotive engine cooling system 10 includes a first fluid flow circuit 14 and a second fluid flow circuit 16. The second fluid flow circuit provides a circuit for fluid flow which is entirely separate from the first flow circuit. A first pump 18 operates to pump a first coolant fluid around the first fluid flow circuit and a second pump 20 operates to pump a second coolant fluid around the second fluid flow circuit. A prime mover 22 is connected to both the first and second pumps such that operation of the prime mover causes both the first and second pumps to pump coolant fluid around the first and second circuits respectively. Preferably, the prime mover is the engine being cooled by the cooling system, where the engine may be connected to the pumps by means of a rotating drive shaft (46, fig. 1). One or both of the first and second pumps may comprise a pump rotor or impeller (28, 30; fig.1). The coolant may be water or a water based liquid coolant such as a mixture of water and ethylene glycol. The first fluid flow circuit preferably extends along cooling passages in or around the engine, where the circuit may include a radiator 52 and a thermostatically controlled valve 53. The second fluid flow circuit preferably includes a liquid to gas heat exchanger, in which the second coolant cools a gas flowing through the heat exchanger, and may also include a radiator 60. Preferably, the heat exchanger is an exhaust gas recirculation (EGR) cooler 54 or a charge air cooler 56 which acts as an inter-cooler for the fresh air drawn into the engine by a turbo unit 58.
Description
* 2444948 Title: Automotive Engine Cooling System $criDtion of
Invention The present invention relates to a cooling system, in particular for cooling an internal combustion engine in an automotive vehicle.
It is known to pump a coolant around a cooling circuit in internal combustion engine for an automotive vehicle, for example, in order to cool the cylinder block, cylinder head, bearings etc of the engine during use. It is also desirable to cool various fluids used during operation of the engine. In particular, where exhaust gas recirculation is provided, it is desirable to cool exhaust gas before the gas is directed back to the engine intake, and where a turbo unit is provided, it is desirable to cool the fresh air, after it has been compressed by a compressor driven by the turbo unit, prior to its injection into the engine intake.
In order to be optimally effective, such cooling requires the use of a coolant at a lower temperature than the temperature at which the coolant used in cooling the engine itself generally runs. Such additional cooling has, therefore, previously been provided using an entirely separate secondary cooling system, in which a secondary coolant pump is driven by an electrical motor, whilst the primary coolant pump is driven by the engine to be cooled.
According to a first aspect of the invention we provide an automotive engine cooling system including a first fluid flow circuit around which, in use, a first coolant flows, and a second fluid flow circuit around which, in use, a second coolant flows, the second fluid flow circuit providing a circuit for flow of fluid which is entirely separate from the first flow circuit, a first pump being operable to pump coolant fluid around the first fluid flow circuit, a second pump being operable to pump coolant fluid around the second fluid flow circuit, and a prime mover which is connected to both the first and second pumps such that operation of the prime mover causes both first and second pumps to operate to pump coolant fluid around the first and second circuits respectively. * 2
By virtue of driving the first and second pumps using the same prime move, the need for an additional electric pump, which increases the cost of compIexty of the cooling system, is avoided.
Preferably the prime mover is the engine to be cooled by the cooling system.
Preferably the prime mover is connected to the first and second pumps by means of a drive shaft, operation of the prime mover causing the drive shaft to rotate about its longitudinal axis. In this case, the first pump includes a first pump rotor and the second pump includes a second pump rotor, the pump rotors being connected to the drive shaft such that rotation of the drive shaft causes the pump rotors to rotate, rotation of the pump rotors causing coolant to be pumped around the first and second fluid flow circuits respectively. The axis of rotation of the first pump rotor may coincide with the axis of rotation of the second pump rotor, which may also coincide with the longitudinal axis of the drive shaft.
One or both of the first and second pump rotors may comprise a pump impeller.
The first and second pump may each include a housing defining a pumping chamber in which is mounted a pumping member, movement of which causes fluid to be drawn into and pumped out of the pumping chamber and around the first or second fluid flow circuit respectively. In this case, the first housing may be connected to or integral with the second housing whilst defining a first pumping chamber which is separate to a second pumping chamber defined by the second housing.
At least one of the first coolant and the second coolant maybe a liquid, such as water or a water based coolant. Preferably both of the first and second coolants are water or a water based coolant.
Preferably the first fluid flow circuit extends along cooling passages in or around the engine. The first fluid flow circuit may also include a radiator, by means of which fluid in the first fluid flow circuit may be cooled. In this case, the first fluid flow circuit may include a thermostatically controlled valve which * 3 acts to vary the proportion of fluid in the first fluid flow circuit which passes through the radiator.
The second fluid flow circuit may include a liquid to gas heat exchanger, in which the second coolant cools a gas in the heat exchanger. In this case, the heat exchanger may be an exhaust gas recirculation cooler or a charge air cooler.
The second fluid flow circuit may also include a radiator by means of which fluid in the second fluid flow circuit is, in use, cooled to a temperature below that of the temperature of fluid in the first fluid flow circuit.
An embodiment of the invention will now be described with reference to the accompanying drawings of which: FIGURE 1 is an illustration of the first and second pump of engine cooling system according to the invention, and FIGURE 2 is a schematic illustration of an engine cooling system according to the invention.
Referring to Figure 2, there is shown an engine coolant system 10 including a fluid pumping system 12 having a first fluid flow circuit 14 and a second fluid flow circuit 16, the second fluid flow circuit 16 providing a circuit for flow of fluid which is entirely separate from the circuit provided by the first flow circuit 14, a first pump 18 being operable to pump coolant fluid around the first fluid flow circuit 14, a second pump 20 being operable to pump coolant fluid around the second fluid flow circuit 16, and an internal combustion engine 22 which is connected to both the first and second pumps 18, 20 such that operation of the engine 22 causes both first and second pumps 18, 20 to operate to pump coolant around the first and second circuits 14, 16 respectively.
In this example, the coolant used in both first and second coolant circuits 14, 16 is water based, and is typically a mixture of water and ethylene glycol.
The first and second pumps 18, 20 are shown in Figure 1, and each comprises a centrifugal pump having a housing 24, 26 and an impeller 28, 30. The first and second housings 24, 26 each define a first and second pumping chamber * 4 32, 34 in which the first or second impeller 28, 30 respectively is located. The first and second housings 24, 26 each include an inlet port 36, 40 and an outlet port 38, 40.
The impellers 28, 30 and pumping chambers 32, 34 are of conventional shape, and are configured such that rotation of the impeller 28, 30 within the housing 24, 26 causes fluid to be drawn into the pumping chamber 32, 34 through the inlet port 36, 40, pressurised and ejected from the pumping chamber 32, 34 though the outlet port.
In this example, the first impeller 28 and the first pumping chamber 32 are larger than the second impeller 30 and the second pumping chamber 34.
The engine 22 is connected to the first and second pumping apparatus 18, 20 by means of a drive shaft 46. The drive shaft 46 is connected to the engine crankshaft by means of a conventional pulley or gear transmission such that operation of the engine 22 causes the drive shaft 46 to rotate about its longitudinal axis A. Thus, operation of the engine 22 causes rotation of the drive shaft 46 about its longitudinal axis A, which in turn causes the first and second pump impellers 28, 30 to rotate, and coolant to be pumped around the first 14 and second 16 fluid flow circuits respectively.
The drive shaft 46 extends from the engine 22 through the first pumping chamber 32 via apertures provided in the first housing 24, and into the second pumping chamber 34 via an aperture provided in the second housing 26. The first impeller 28 is mounted on the portion of the drive shaft 46 within the first pumping chamber 32 such that the drive shaft 46 extends along the axis about which the impeller 28 is designed to rotate. Similarly, the second impeller 30 is mounted on the portion of the drive shaft 46 within the second pumping chamber 34 such that the drive shaft 46 extends along the axis about which the impeller 30 is designed to rotate.
In this example, the first and second housings 24, 26 are integral with one another, the first pumping chamber 32 being arranged between the second pumping chamber 34 and the engine 22. This need not be the case, however, * 5 and the first and second housings 24, 26 may be connected or entirely separate from one another.
In conventional cooling systems, the input port of a centrifugal coolant pump extends axially along the axis of rotation ofo.*+ the impeller, as this arrangement allows the pump to operate with maximum efficiency. The arrangement of pump housings 24, 26 described above does not, however, permit a axial input port to be provided for both pumping apparatus 18, 20, and therefore the input 36 of the first pumping apparatus 18 extends tangentially relative to the axis of rotation A of the impeller 28. Whiist the provision of such a tangential input 36 might be slightly detrimental to the efficiency of the first pump 18, this arrangement enables a secondary support to be provided for the drive shaft 46 in the housing between the first pumping chamber 32 and the second pumping chamber 34.
In this example, the drive shaft 46 is supported in a first bearing 48 which is provided between the engine 22 and the first pumping chamber 32, and in a second bearing 50 mounted within a portion of housing which separates the first pumping chamber 32 from the second pumping chamber 34. In this case, the bearings 48, 50, are, of course, mounted in the apertures in the first and second housing 24, 26 through which the drive shaft 46 extends, and are each provided with a sealing arrangement which provides a seal between the housing 24 and the drive shaft 46. The sealing arrangements thus substantially prevent leakage of fluid from the pumping chambers 32, 34 around the drive shaft, whilst allowing rotation of the drive shaft 46 about its longitudinal axis A. It will be appreciated that either one of the bearings 48, 50 may be replaced by a sealing arrangement alone, the drive shaft 46 thus being supported in one bearing only, but the provision of two bearings 48, 50 enhances the stability of the pumps 18, 20.
The first fluid flow circuit 14 extends from the first pump 18 through a series of cooling pipes and passageways in and around the engine 22, as is conventional in engine cooling systems. The circuit 14 then splits into two, one branch 14a of the circuit 14 passing through a first radiator 52 and to a thermostatic valve 53, and the other branch 14b passing directly to the thermostatic valve 53, before returning to the first pump 18. The thermostatic valve 53 operates to vary the proportion of coolant passing through the first radiator 52 prior to its recirculation around the engine 22.
The second fluid flow circuit 16 extends from the second pump 20, splits into a first branch 16a which passes to an exhaust gas recirculation cooler 54, and a second branch 16 which passes to a charge air cooler 56. The coolant thus cools exhaust gas from the engine 22, and fresh air drawn into the engine by a turbo unit 58, prior injection of a mixture of exhaust gas and fresh compressed air into the engine 22. The branches 16a and 16 then join and the second fluid flow circuit 16 then transports the coolant to a second radiator 60 prior to its return to the second pumps 20 and recirculation around the second circuit 16.
The second radiator 60 is configured to cool the coolant to a lower temperature than the coolant in the first fluid flow circuit 14. During use, the temperature of coolant within the first circuit 14 is typically 90 C, whereas the coolant within the second circuit 16 is typically cooled to 60 C.
In the absence of a secondary liquid coolant flow circuit 16, it would be necessary to cool the exhaust gas and the charge air by air cooling. Air cooling requires the exhaust gas recirculation cooler 54 and the charge air cooler 56 to be located in the path of incoming air, which is restrictive and can be inconvenient. The use of a secondary liquid coolant circuit 16 avoids this problem.
It will be appreciated that, the invention is not limited to the configuration of coolant circuits 14, 16 described above. The second cooling circuit 16 need not pass through the exhaust gas recirculation cooler 54 and the charge air cooler 56, and may instead include other cooling apparatus such as heat exchangers for fuel cooling, or transmission oil cooling. Alternatively, the * 7 second cooling circuit 16 may include any combination of the cooling apparatus mentioned above.
When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.
The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof. * 8
Claims (19)
1. An automotive engine cooling system including a first fluid flow circuit and a second fluid flow circuit, the second fluid flow circuit providing a circuit for fluid fiow which is entirely separate from the first flow circuit, a first pump being operable to pump first coolant fluid around the first fluid flow circuit, a second pump being operable to pump second coolant fluid around the second fluid flow circuit, and a prime mover which is connected to both the first and second pumps such that operation of the prime mover causes both first and second pumps to operate to pump coolant fluid around the first and second circuits respectively.
2. An automotive engine cooling system according to claim 1 wherein the prime mover is the engine to be cooled by the cooling system.
3. An automotive engine cooling system according to claim 2 wherein the prime mover is connected to the first and second pumps by means of a drive shaft, operation of the prime mover causing the drive shaft to rotate about its longitudinal axis.
4. An automotive engine cooling system according to claim 3 wherein the first pump includes a first pump rotor and the second pump includes a second pump rotor, the first and second pump rotors being connected to the drive shaft such that rotation of the drive shaft causes the pump rotors to rotate, rotation of the pump rotors causing coolant to be pumped around the first and second fluid flow circuits respectively.
5. An automotive engine cooling system according to claim 4 wherein the axis of rotation of the first pump rotor coincides with the axis of rotation of the second pump rotor. * 9
6. An automotive engine cooling system according to claim 5 wherein the axis of rotation of the first and second pump rotors coincide with the longitudinal axis of the drive shaft.
7. An automotive engine cooling system according to claim 4 wherein one or both of the first and second pump rotors comprises a pump impeller.
8. An automotive engine cooling system according to any preceding claim wherein the first and second pumps each includes a housing defining a pumping chamber in which is mounted a pumping member, movement of which causes fluid to be drawn into and pumped out of the pumping chamber and around the first or second fluid flow circuit respectively.
9. An automotive engine cooling system according to claim 8 wherein the first housing is connected to or integral with the second housing whilst defining a first pumping chamber which is separate to a second pumping chamber defined by the second housing.
10. An automotive engine cooling system according to any preceding claim wherein at least one of the first coolant and the second coolant is a liquid.
11. An automotive engine cooling system according to claim 10 wherein both of the first and second coolants are water or a water based coolant.
12. An automotive engine cooling system according to any preceding claim wherein the first fluid flow circuit extends along cooling passages in or around the engine to be cooled. * 10
13. An automotive engine cooling system according to any preceding claim wherein the first fluid flow circuit includes a radiator, by means of which fluid in the first fluid flow circuit may be cooled.
14. An automotive engine cooling system according to claim 13 wherein the first fluid flow circuit includes a thermostatically controlled valve which acts to vary the proportion of fluid in the first fluid flow circuit which passes through the radiator.
15. An automotive engine cooling system according to any preceding claim wherein the second coolant is a liquid and the second fluid flow circuit includes a liquid to gas heat exchanger, in which the second coolant cools a gas in the heat exchanger.
16. An automotive engine cooling system according to claim 15 wherein the heat exchanger is an exhaust gas recirculation cooler or a charge air cooler.
17. An automotive engine cooling system according to any preceding claim wherein the second fluid flow circuit includes a radiator by means of which fluid in the second fluid flow circuit is, in use, cooled to a temperature below that of the temperature of fluid in the first fluid flow circuit.
18. An automotive engine cooling system substantially as hereinbefore described with reference to and as shown in the accompanying drawings.
19. Any novel feature or novel combination of features described herein and/or in the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0625357A GB2444948A (en) | 2006-12-20 | 2006-12-20 | Automotive engine cooling system comprising separate first and second fluid flow circuits |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0625357A GB2444948A (en) | 2006-12-20 | 2006-12-20 | Automotive engine cooling system comprising separate first and second fluid flow circuits |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB0625357D0 GB0625357D0 (en) | 2007-01-24 |
| GB2444948A true GB2444948A (en) | 2008-06-25 |
Family
ID=37712442
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB0625357A Withdrawn GB2444948A (en) | 2006-12-20 | 2006-12-20 | Automotive engine cooling system comprising separate first and second fluid flow circuits |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2444948A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120067330A1 (en) * | 2010-09-17 | 2012-03-22 | Gm Global Technology Operations, Inc. | Integrated Exhaust Gas Recirculation and Charge Cooling System |
| GB2502833A (en) * | 2012-06-06 | 2013-12-11 | Gm Global Tech Operations Inc | Exhaust gas recirculation (EGR) cooling system |
| CN104454114A (en) * | 2013-09-22 | 2015-03-25 | 北汽福田汽车股份有限公司 | Temperature control system, temperature testing system for engine and automobile |
| US20150167595A1 (en) * | 2013-12-16 | 2015-06-18 | Hyundai Motor Company | Cooling system for diesel engine having turbocharger |
| WO2015103696A1 (en) * | 2014-01-10 | 2015-07-16 | Litens Automotive Partnership | Control of clutched device using magnetic force from motor |
| WO2021122547A1 (en) * | 2019-12-16 | 2021-06-24 | ECO Holding 1 GmbH | Device for handling fluid within an at least partially electrically driven vehicle |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019130429A1 (en) * | 2019-11-12 | 2021-05-12 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Cooling circuit arrangement |
| EP4155106B1 (en) * | 2021-09-22 | 2024-07-03 | Volvo Truck Corporation | Cooling system for a vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2216802A (en) * | 1939-01-13 | 1940-10-08 | White Motor Co | Cooling means |
| GB1295767A (en) * | 1969-03-25 | 1972-11-08 | ||
| GB2245703A (en) * | 1990-07-03 | 1992-01-08 | Ford Motor Co | Engine cooling system |
| US5701851A (en) * | 1993-11-27 | 1997-12-30 | Honda Giken Kogyo Kabushiki Kaisha | Cooling system for spark-ignition two-cycle engine |
-
2006
- 2006-12-20 GB GB0625357A patent/GB2444948A/en not_active Withdrawn
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2216802A (en) * | 1939-01-13 | 1940-10-08 | White Motor Co | Cooling means |
| GB1295767A (en) * | 1969-03-25 | 1972-11-08 | ||
| GB2245703A (en) * | 1990-07-03 | 1992-01-08 | Ford Motor Co | Engine cooling system |
| US5701851A (en) * | 1993-11-27 | 1997-12-30 | Honda Giken Kogyo Kabushiki Kaisha | Cooling system for spark-ignition two-cycle engine |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120067330A1 (en) * | 2010-09-17 | 2012-03-22 | Gm Global Technology Operations, Inc. | Integrated Exhaust Gas Recirculation and Charge Cooling System |
| US8602007B2 (en) * | 2010-09-17 | 2013-12-10 | GM Global Technology Operations LLC | Integrated exhaust gas recirculation and charge cooling system |
| GB2502833A (en) * | 2012-06-06 | 2013-12-11 | Gm Global Tech Operations Inc | Exhaust gas recirculation (EGR) cooling system |
| GB2502833B (en) * | 2012-06-06 | 2017-07-12 | Gm Global Tech Operations Llc | Exhaust gas recirculation (EGR) cooling system |
| CN104454114A (en) * | 2013-09-22 | 2015-03-25 | 北汽福田汽车股份有限公司 | Temperature control system, temperature testing system for engine and automobile |
| US20150167595A1 (en) * | 2013-12-16 | 2015-06-18 | Hyundai Motor Company | Cooling system for diesel engine having turbocharger |
| US9464599B2 (en) * | 2013-12-16 | 2016-10-11 | Hyundai Motor Company | Cooling system for diesel engine having turbocharger |
| WO2015103696A1 (en) * | 2014-01-10 | 2015-07-16 | Litens Automotive Partnership | Control of clutched device using magnetic force from motor |
| US10670021B2 (en) | 2014-01-10 | 2020-06-02 | Litens Automotive Partnership | Control of clutched device using magnetic force from motor |
| WO2021122547A1 (en) * | 2019-12-16 | 2021-06-24 | ECO Holding 1 GmbH | Device for handling fluid within an at least partially electrically driven vehicle |
| US11821526B2 (en) | 2019-12-16 | 2023-11-21 | ECO Holding 1 GmbH | Apparatus for handling fluid within an at least partially electrically driven vehicle |
| EP4077896B1 (en) * | 2019-12-16 | 2024-10-16 | ECO Holding 1 GmbH | Device for handling fluid within an at least partially electrically driven vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB0625357D0 (en) | 2007-01-24 |
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