39 results about "Internal combustion engine cooling" patented technology

To provide a technique capable of maintaining a traveling state of a vehicle for a possibly long period even when cooling efficiency of an internal combustion engine is limited.SOLUTION: A vehicle control device 28 according to the present disclosure controls a vehicle equipped with a power generation unit capable of supplying power to a first drive source that drives first drive wheels and a second drive source that drives second drive wheels, and with a cooling mechanism that cools the power generation unit. The vehicle control device 28 comprises an abnormality determination unit 80 which determines whether or not the cooling mechanism is abnormal, and a control unit 82 which may execute power supply limitation processing to limit power supply from the power generation unit to the second drive source when the cooling mechanism is abnormal.SELECTED DRAWING: Figure 3

This invention relates to the field of hydrogen-powered equipment manufacturing technology, and in particular to a hydrogen internal combustion engine coupling system integrating hydrogen oil cooling and dehydrogenation. Hydrogen-rich oil serves as the core functional medium, simultaneously acting as both a cooling medium for the hydrogen internal combustion engine and a raw material for the dehydrogenation reaction. During its circulation, the hydrogen-rich oil first absorbs low-temperature waste heat from the hydrogen internal combustion engine cylinder for primary preheating, and then recovers high-temperature waste heat from the exhaust gas through an integrated heat exchange unit for further heating. The high-temperature hydrogen-rich oil then enters the dehydrogenation reactor to react and generate hydrogen and lean hydrogen oil. The generated hydrogen is transported to the hydrogen internal combustion engine via a hydrogen supply unit for combustion and power generation, while the lean hydrogen oil flows back to the hydrogen storage unit, achieving a closed-loop circulation of the medium. In this way, on the one hand, by recovering waste heat from the internal combustion engine in stages to heat the dehydrogenation reaction, the potential for thermal energy utilization is fully explored, which is beneficial for improving the system's operational stability and overall energy utilization efficiency; on the other hand, the integrated cooling and dehydrogenation functions are beneficial for improving system integration and lightweighting.

The invention relates to the technical field of outboard engine internal combustion engine cooling, and particularly discloses an open type double-circulation anti-corrosion cooling system which comprises a machine body base, a cover plate is arranged at the bottom of the machine body base, an oil pan is arranged at the bottom of the cover plate, an overwater shell is arranged at the bottom of the oil pan, and an underwater shell is arranged at the bottom of the overwater shell. A water inlet and a water outlet are formed in the underwater shell, a water inlet filter screen is arranged in the water inlet, an anti-blocking mechanism is arranged on the water inlet, a water pump is arranged at the lower end of one side of the oil pan, and the input end of the water pump is connected with the water inlet through a water inlet channel. By arranging a series of structures, the system has two modes of a small circulation cooling system and a large circulation cooling system, large circulation and small circulation are automatically switched in, a cooling medium is seawater, the system is light in weight, good in cooling effect and good in corrosion resistance, a water inlet filter screen is arranged in a water inlet for filtering, a seawater circulation channel of the cooling system is prevented from being blocked, and the service life of the system is prolonged. And the water inlet filter screen is double-sided cleaned and anti-clogging.

The application relates to the field of internal combustion engine cooling jacket die casting technology, in particular to an internal combustion engine cooling jacket die casting forming device, which comprises a middle die mechanism, a hole scrap cleaning mechanism arranged on the middle die mechanism and a casting hole temperature control mechanism arranged in the middle die mechanism; the middle die mechanism comprises a protective outer cover and a plastic mold inner pad arranged on the inner side of the protective outer cover. By arranging the independent middle die mechanism between the movable mold for casting the cylinder head and the fixed mold for casting the cylinder body, when the movable mold is lowered until the middle die mechanism is pressed and locked on the fixed mold, the combined three molds are subjected to high-frequency impact by an energy supply assembly, at this time, the casting material in the double mold cavity can be continuously rammed, during the ramming period, the bubbles in the casting material and the gas in the double mold are driven out, so that the casting material is fully wrapped with the cylinder head casting hole part and the cylinder body casting hole part, and the problem of cold separation or wrinkle of the water jacket hole wall in subsequent forming caused by bubbles or air is avoided.

The utility model discloses a sludge drying device for two-phase waste heat recovery by utilizing biogas power generation, belongs to the technical field of heat utilization, and aims to solve the problems of low energy utilization rate, pipeline corrosion, large carbon emission and large heat energy loss in the prior art. The utility model discloses a two-phase waste heat recovery sludge drying device utilizing biogas power generation. The two-phase waste heat recovery sludge drying device comprises a combined waste heat recovery system and a sludge drying device, the combined waste heat recovery system comprises a biogas power generation waste heat recovery device and a dried sludge waste heat recycling device; the biogas power generation waste heat recovery device comprises a gas-water heat exchanger and a gas-gas heat exchanger; the air-water heat exchanger preheats dry waste heat air recovered by the dry sludge waste heat recycling device through circulating cooling liquid for cooling the internal combustion engine to obtain preheated air; the gas-gas heat exchanger is used for heating the preheated air through waste heat of methane combustion flue gas of the internal combustion engine to obtain hot air, and the hot air enters dried sludge through an air supply outlet of the sludge drying device.

To provide a cooling system for an internal combustion engine capable of improving both of heater performance and warming-up performance of the internal combustion engine by using cooling water inside a cover.SOLUTION: A cooling system for an internal combustion engine includes: an air conditioner mounted to a vehicle; a first heater core disposed in an air-conditioned air passage through which air-conditioned air of the air conditioner passes; a second heater core disposed adjacent to the first heater core; a cover member that covers an exhaust pipe of the internal combustion engine mounted to the vehicle and having a cooling water passage through which cooling water passes; a first path that connects the cooling water passage and the first heater core and in which the cooling water flows; and a second path that is provided independently of the first path and connects the internal combustion engine and the second heater core and in which the cooling water flows.SELECTED DRAWING: Figure 1

The invention relates to a chemical regenerative ammonia internal combustion engine fuel cell hybrid power system and a control method, belongs to the technical field of hybrid power systems, and aims at solving the problems that a traditional power system is low in fuel utilization rate and low in energy efficiency, and the system size is large, energy is wasted and the like due to separation of ammonia cracking and an internal combustion engine cooling system. Ammonia fuel serves as a cooling medium of a cylinder sleeve of the internal combustion engine, meanwhile, the fuel is subjected to cracking reaction to generate cracking gas such as hydrogen and nitrogen, and the cracking gas enters the fuel cell to be subjected to electrochemical reaction with air to generate electric energy after doing work and reducing pressure through the expansion turbine. Unreacted fuel components in the tail gas of the fuel cell are introduced into the internal combustion engine for combustion to drive the generator to generate power. According to the invention, integration of chemical heat regeneration and the cracker and the cooling cylinder sleeve of the internal combustion engine is realized. Cracked gas expands to do work and fuel cell tail gas is introduced into the internal combustion engine for combustion, so that gradient utilization of energy is realized, and high fuel utilization rate and high energy efficiency of the power system are further realized.

This relates to a system and method for generating hydrogen from ammonia on a vehicle. [Solution] The present invention relates to a system and method for producing hydrogen from ammonia on a vehicle, wherein the produced hydrogen is used together with ammonia as a fuel source for an internal combustion engine. The present invention utilizes ammonia not only as a co-fuel for the engine but also as a heat exchange medium used in a cooling system for the internal combustion engine, thereby transferring heat from the high-temperature engine coolant to the ammonia, which cools the engine coolant and preheats the ammonia into a gaseous state, providing a system and method for producing hydrogen from ammonia on a vehicle for use as a fuel source for an internal combustion engine.

Coolant pumps for internal combustion engines with a drive shaft (18), a coolant pump impeller (20) which is fixedly arranged on the drive shaft (18) at least rotationally fixed and through which coolant can be conveyed and an adjustable control slide (58) via which a flow cross-section of an annular gap (62) between an outlet (64) of the coolant pump impeller (20) and the surrounding conveying channel (12) can be controlled are known. In order to achieve a reliable seal between the two opposing pressure chambers (92, 94), particularly in the case of purely hydraulic adjustment, it is proposed that the control slide (58) has an inner hollow cylindrical circumferential wall (84) with a radial groove (86) on its radial inside, in which a sealing ring (88) is arranged, and an outer hollow cylindrical circumferential wall (60) with a radial groove (74) on its radial outside, in which a sealing ring (76) is arranged, wherein the two circumferential walls (60, 84) are connected to each other via a base (80).

Transmission device between an engine and a fan comprises an input device, configured to be driven in rotation by the engine, and an output device, configured to be linked to the fan so as to drive the fan in rotation. Advantageously, the transmission device also comprises a first clutch, which is linked to the output device, a second clutch, which is linked to the input device, a shaft, which connects mechanically the first clutch to the second clutch, and an electric motor, which is arranged on the shaft between the first clutch and the second clutch. The first clutch and the second clutch are switchable, between their respective open and closed states, independently from each other.

Regardless of differences in intake air volume during fuel cut-off, it suppresses torque shock at the start of fuel cut-off. [Solution] When cutting fuel during accelerator release, the time required TX for the torque to decrease to the F / C permitted torque TP after accelerator release is calculated based on the F / C target air amount GA*, which is the target value of the intake air amount during fuel cut, and the engine water temperature THW, which is the coolant temperature of the internal combustion engine (S100~S130). Then, when the elapsed time after accelerator release is equal to or greater than the required time TX (S140: YES), fuel cut is initiated (S150).

The present invention provides a cooling system for an internal combustion engine that allows a cooling pump, which supplies cooling water to an additive valve located in the exhaust path of the internal combustion engine and which adds an additive to the exhaust, to be operated as needed even after the internal combustion engine has stopped operating. [Solution] The cooling system for the internal combustion engine includes a cooling water temperature correlation value acquisition unit (86) that acquires a cooling water temperature correlation value that correlates with the temperature of the cooling water near an additive valve (41) located in the exhaust path (3), an exhaust temperature correlation value acquisition unit (85) that acquires an exhaust temperature correlation value that correlates with the temperature of the exhaust gas near the additive valve in the exhaust path (3), and a control unit (7) that operates a cooling pump (6) that supplies cooling water to the additive valve in response to a cooling request. The control unit determines that a cooling request has occurred when the cooling water temperature correlation value is greater than a first temperature threshold and the exhaust temperature correlation value is greater than a second temperature threshold after the internal combustion engine (1) has stopped operating.

Heat pump system for a vehicle, comprising: an internal combustion engine cooling device (10) comprising a first radiator (13) and a first water pump (15) connected to each other via a first coolant line (11), the internal combustion engine cooling device (10) being configured to circulate a coolant in an internal combustion engine (12); an electrical equipment cooling device (20) having a second radiator (22) and a second water pump (24) connected to each other via a second coolant line (21), the electrical equipment cooling device (20) being configured to circulate the coolant in the second coolant line (21); a battery module (30) arranged in a battery coolant line (31) which is selectively connected to the second coolant line (21) via a first valve (V1); an air conditioning system (50) connected to the battery coolant line (31) via a second valve (V2) and in which a first connecting line (52) is formed to cool the interior of the vehicle by selectively forming an independent closed circuit, and which has a third water pump (56) and a radiator (54) arranged in the first connecting line (52); a heating device (60) connected to the first coolant line (11) via a third valve (V3) and in which a second connecting line (62) is formed to heat the interior of the vehicle by selectively forming an independent closed circuit, and which has a fourth water pump (66) and a heater (64) arranged in the second connecting line (62); and a CE (Centralized Energy) module (40) configured to heat-exchange heat energy generated from the condensation and evaporation of a refrigerant circulating in the CE module (40) with the coolant selectively via a main heat exchanger (42) and the second coolant line (21), via an evaporator (46) and the first connecting line (52), and via a sub-condenser (43) and the second connecting line (62) so that the low-temperature coolant is supplied to the air conditioner (50) and the high-temperature coolant is supplied to the heater (60), the CE module (40) comprising: the main heat exchanger (42) arranged in the second coolant line (21) between the second radiator (22) and the battery module (30) and configured to evaporate or condense the coolant, an expansion valve (45) connected to the main heat exchanger (42) via a refrigerant line (41) the evaporator (46) connected to the expansion valve (45) via the refrigerant line (41) and arranged in the first connecting line (52) to cool the refrigerant circulating along the first connecting line (52) in the air conditioning system (50), a compressor (48) arranged in the refrigerant line (41) between the evaporator (46) and the main heat exchanger (42), the sub-condenser (43) arranged in the refrigerant line (41) between the main heat exchanger (42) and the compressor (48) and arranged in the second connecting line (62) to heat the coolant circulating along the second connecting line (62) in the heating device (60), and a secondary expansion valve (49) arranged in the refrigerant line (41) between the secondary condenser (43) and the main heat exchanger (42).

The invention discloses an internal combustion engine cooling water pump shell machining clamping tool, and relates to the technical field of machining clamps, the internal combustion engine cooling water pump shell machining clamping tool comprises a moving seat, a rotary table, bearing assemblies and clamping assemblies, the rotary table is rotationally arranged on the moving seat, and the three bearing assemblies and the three clamping assemblies are circumferentially, evenly and slidably arranged on the rotary table; the bearing assembly comprises a moving table, a lifting table and an offset table, the moving table is slidably arranged on the rotary table, the lifting table is slidably arranged on the moving table through hydraulic drive, the offset table is hinged to the lifting table, a first spherical groove is formed in the lifting table, and a second spherical groove is formed in the second spherical groove. Four ejector rods are circumferentially, uniformly and slidably arranged on the lifting table, and first spherical blocks are fixedly arranged at the output ends of the ejector rods; the bearing range of the bearing assembly and the clamping range of the clamping assembly can be adjusted in a self-adaptive mode according to the size and specification of the pump shell, and therefore the application range is wider.

An off-road vehicle includes: an internal combustion engine; a circulation passage in which cooling liquid that cools the internal combustion engine flows; a first radiator that is located behind an outside air introduction opening in a front space, is interposed in the circulation passage, and includes a first heat exchange core; and a second radiator that is located behind the first radiator in the front space, is interposed in the circulation passage, and includes a second heat exchange core. The first radiator is located such that the first heat exchange core overlaps the second heat exchange core from a front side.

Internal combustion engine processes, including: Setting an internal combustion engine torque actuator based on the internal combustion engine oil temperature (EOT), estimated by applying an excitation signal, comprising a pulse-width modulated duty cycle, a voltage and an electric current, applied to a solenoid valve (OCV) of a variable cam control (VCT) device, and using an associated relationship stored in non-volatile memory (110) that controls the camshaft solenoid duty cycle and relates the camshaft angular velocity of the device to the combustion engine oil temperature (EOT), wherein the adjustment is made in response to degradation of a sensor used to measure the combustion engine oil temperature (EOT) directly or indirectly, and damage to the non-volatile memory (110), wherein the non-volatile memory (110) includes a keep-alive memory (KAM) of a combustion engine control unit (12), wherein the sensor includes one or more of an combustion engine oil temperature sensor (EOT) coupled to an oil pan, a combustion engine coolant temperature sensor (ECT), an air charge temperature sensor (ACT), and a mass airflow sensor (MAF).

Hybrid group for rotationally driving fans (1) of vehicle engines, comprising an electromechanical coupling (40) for taking up the movement from the crankshaft of the vehicle and an electric motor (10) which can be powered independently of the combustion engine, respectively connected to the driven shaft (2) which drives the fan (1), the group being characterized in that the electric motor (10) is arranged upstream of the electromechanical coupling (40) in the axial direction (X-X) and is integral with a bell member (5) fastened to the base (3) of the combustion engine.

1. The name of the design product: speed regulating water pump. 2. The use of the design product: speed regulating water pump for cooling system of internal combustion engine of automobile and ship. 3. The design points of the design product: in shape. 4. The picture or photo that can best show the design points: design 1 perspective view. 5. Design 1 is specified as the basic design.

When a stop request for the internal combustion engine is detected, a control device for the internal combustion engine calculates a target rotational speed such that the target rotational speed increases as the engine coolant temperature decreases. Next, in a state in which the throttle valve is fully opened, the fuel injection is continued and idling is performed until the engine rotation speed reaches the target rotation speed. Furthermore, when the engine rotation speed reaches the target rotation speed, the control device stops the fuel injection in a state in which the throttle valve is fully opened. According to the present invention, an output shaft of an internal combustion engine is rotated due to inertia to scavenge the inside of a cylinder of the internal combustion engine, so that moisture generated on the inner wall of the cylinder can be blown away, and the occurrence of misfire can be suppressed.

Method for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) cooled by coolant, in which an engine coolant pump (7) builds up a pressure which is sufficient to ensure, in conjunction with an actuator (6), the coolant flow and the coolant temperature within the internal combustion engine (1) under a wide variety of operating conditions, and in that a sufficient flow through the individual branches of the cooling and heating circuit can be adjusted by means of the actuator (6) or further actuators (2, 40), characterized in that a) a cooling circuit with a cooling branch (6a) through the internal combustion engine (1), a vehicle radiator (8), the actuator (6), which opens the cooling circuit when required, and an engine coolant pump (7), b) the heating circuit with heating branch (4a) passes through the engine coolant pump (7), the internal combustion engine (1), a cabin heat exchanger (4) and an actuator (2, 40) acting on the coolant flow of the heating circuit, c) an air-side control of the cabin air outlet temperature (5) is provided, d) the coolant flow in the heating circuit is not solely based on the heating power requirement, e) with a first setting of the coolant flow in the heating circuit for situations requiring cabin heating, in which the heating circuit is opened and the coolant flows through it, f) with a second setting of the coolant flow in the heating circuit for situations without the need for cabin heating, in which the heating circuit is closed and the coolant does not flow through it g) and with a third setting of the coolant flow in the heating circuit for situations where there is no need for cabin heating at very high engine speed, in which the heating circuit is opened and the coolant flows through it.

Cooling system (4) for an internal combustion engine with at least one cylinder head (1) connected to at least one cylinder block (2) via a cylinder head sealing surface (28), with at least one first cooling jacket (5) arranged in the cylinder head (1) and flow-connected to at least one coolant inlet (27) and at least one first coolant outlet (19) of the cylinder head (1), and with at least one second cooling jacket (6) arranged in the cylinder block (2) and connected to at least one second coolant outlet (20), wherein the first and second cooling jackets (5, 6) are connected to one another via at least one connecting flow path (17) - preferably extending through an opening (17a) in the cylinder head sealing surface (28) - and through which a liquid coolant can flow one after the other, and wherein the coolant flow through the second cooling jacket (6) is controllable via at least one first valve (8), preferably a thermostatic valve,which blocks the coolant flow through the second cooling jacket (6) in a first valve position and releases it in at least one second valve position, wherein the first cooling jacket (5), preferably also the second cooling jacket (6), can be flowed through in a transverse direction of the internal combustion engine, wherein a mixing chamber (26) of the first valve (8) has a first and a second valve inlet (8a, 8b), as well as a valve outlet (8c), and the first coolant outlet (19) of the cylinder head (1) is fluidly connected to the first valve inlet (8a), the second coolant outlet (20) is fluidly connected to the second valve inlet (8b), and the valve outlet (8c) is fluidly connected to at least one return line (25) of the cooling system (4), characterized in thatthat the first coolant outlet (19) of the cylinder head (1) is constantly flow-connected to at least one return line (25) of the cooling system (4) and only the flow connection between the second valve inlet (8b) and the valve outlet (8c) can be switched by the first valve (8), and that at least one second coolant outlet (20) is arranged in the cylinder head (1).

Method for diagnosing the coolant injection of an internal combustion engine, characterized in that smoothness or roughness of running is determined from the fluctuations in the speed of several combustion processes, wherein the roughness of running indicates how much the individual combustion processes differ from each other and the smoothness of running indicates how much the individual combustion processes are similar, and from the smoothness of running or roughness of running a functioning or non-functioning of the coolant injection is determined.

Cooling device (30) for a turbocharged internal combustion engine (10), wherein the turbocharged internal combustion engine (10) comprises: a cylinder head (18) with an exhaust port (18C); a turbocharger (12) comprising a compressor (12a) arranged in an inlet channel (22) and a turbine (12b) arranged on a downstream side of the outlet opening (18C) in an outlet channel (24) which includes a channel in the outlet opening (18C); and a charge air cooler (26) which is arranged on a downstream side of the compressor (12a) in the inlet channel (22), the cooling device (30) comprises: a high-temperature side cooling circuit (32) comprising a high-temperature side pump (36) configured to circulate a high-temperature coolant, and an HT cooler (38) acting as a high-temperature side cooling section, configured to cool the high-temperature coolant, wherein the high-temperature side cooling circuit (32) is configured to supply the high-temperature coolant to the cylinder head (18); a low-temperature side cooling circuit (34) comprising a low-temperature side pump (62) configured to circulate a low-temperature coolant, and an LT cooler (64) acting as a low-temperature side cooling section, configured to cool the low-temperature coolant, wherein the low-temperature side cooling circuit (34) is configured to supply the low-temperature coolant to the charge air cooler (26); and an electronic control unit (70), where the high-temperature cooling section and the low-temperature cooling section are at least partially used together, comprising the high-temperature cooling circuit (32), a first coolant channel (54) in which the high-temperature coolant flows around the outlet opening (18C), a second coolant channel (56) in which the high-temperature coolant flows through the cylinder head (18) without flowing around the exhaust port (18C), and a flow rate control valve (58) configured to control the flow rate of the high-temperature coolant flowing through the first coolant channel (54), and wherein the electronic control unit (70) is configured to perform a response improvement process for controlling the flow rate control valve (58) in at least part of an acceleration period from the start of acceleration of a vehicle containing the turbocharged internal combustion engine (10) to the end of acceleration, in order to reduce the flow rate of the high-temperature coolant flowing through the first coolant channel (54), characterized by the fact that the electronic control unit (70) is configured to control the low-temperature side pump (62) to increase the flow rate of the low-temperature coolant circulating through the low-temperature side cooling circuit (34), wherein the electronic control unit (70) is configured to control the flow rate control valve (58) during the response improvement process to stop the flow of high-temperature coolant through the first coolant channel (54), and wherein the electronic control unit (70) is configured to control the low-temperature side pump (62) during the response improvement process by increasing the flow rate of the low-temperature coolant in order to increase the cooling capacity of the low-temperature side cooling circuit (34) by an amount corresponding to a decrease in the cooling capacity of the high-temperature side cooling circuit (32) in response to a decrease in the amount of heat absorbed by the high-temperature coolant from the exhaust gas via the outlet opening (18C).

A cooling water temperature control method for a hybrid vehicle equipped with an internal combustion engine comprises: calculating the required workload for traveling from the position of the hybrid vehicle to the highest elevation point within a predetermined distance range; executing first control for cooling the cooling water so that the temperature of the cooling water of the internal combustion engine reaches a first target temperature when the value obtained by subtracting a possible workload of the internal combustion engine from the required workload does not exceed a threshold; and executing second control for cooling the cooling water so that the temperature of the cooling water reaches a second target temperature lower than the first target temperature with cooling capacity higher than that of the first control even if the temperature of the cooling water is lower than the first target temperature when the value obtained by subtracting the possible workload of the internal combustion engine from the required workload exceeds the threshold.

The present invention provides a cooling device for an internal combustion engine and a cooling method for an internal combustion engine. The cooling device includes: a first passage connected to the internal combustion engine and through which cooling water circulates; a second passage connected to the internal combustion engine and through which the cooling water circulates; a heat exchanger disposed in the first passage and configured to perform heat exchange with the cooling water; a first pump disposed in the first passage; a second pump disposed in the second passage; and an electronic control unit that controls the first pump and the second pump. When the temperature of the cooling water is above a predetermined temperature, the electronic control unit performs the following first control: the first pump is driven so as to increase the flow rate of the cooling water in the first passage compared to a case where the temperature of the cooling water is below the predetermined temperature, and the second pump is stopped.

The present invention discloses a processing and clamping tool for an internal combustion engine cooling water pump casing, which relates to the technical field of mechanical processing fixtures, including a movable seat, a turntable, a receiving assembly and a clamping assembly, wherein the turntable is rotatably arranged on the movable seat, and three receiving assemblies and three clamping assemblies are uniformly slidably arranged on the turntable in a circular manner, and the receiving assembly and the clamping assembly are arranged at intervals, and the receiving assembly includes a movable platform, a lifting platform and an offset platform, wherein the movable platform is slidably arranged on the turntable, and the lifting platform is slidably arranged on the movable platform by hydraulic drive, and the offset platform is hinged to the lifting platform, and a spherical groove is provided on the lifting platform, and four push rods are uniformly slidably arranged on the lifting platform, and a spherical block is fixedly provided on the output end of the push rod; the receiving range of the receiving assembly and the clamping range of the clamping assembly in the present invention can be adaptively adjusted according to the size and specifications of the pump casing, thereby making its scope of application wider.

The following description relates to a system for cooling an internal combustion engine (12) in a motor vehicle, comprising: a fluid tank (14) for storing and supplying a coolant (16); an injection device (18) connected to the fluid tank (14) for indirectly or directly injecting the coolant (16) into the internal combustion engine (12); a first sensor unit (20) for measuring the fill quantity of the coolant (16) within the fluid tank (14) and for providing measurement data; a control unit (22) connected to the first sensor unit (20) and the injection device (18) for storing and providing the measurement data received from the first sensor unit (20) and for controlling the injection quantity of the coolant (16) as a function of at least one operating parameter of the internal combustion engine (12);wherein the control unit (22) stores measurement data implying a filling of the fluid tank (14) with a timestamp in a first storage unit (24).

The present invention discloses a power system based on an ammonia fuel internal combustion engine and a control method thereof. The internal combustion engine uses hydrogen produced by online cracking of ammonia as ignition chamber fuel and ammonia as main combustion chamber fuel to achieve zero carbon emissions. Through a cooling circulation pipeline, the cooling system of the ammonia fuel internal combustion engine and the waste heat of the cracked gas after catalytic cracking of ammonia are used to vaporize liquid ammonia; the characteristics of liquid ammonia vaporization and expansion and the momentum of the internal combustion engine exhaust gas are respectively used to drive the turbine generator device to output electricity, and the electricity is stored in a battery; the heat of the exhaust gas and a ruthenium-based catalyst are used by the ammonia catalytic cracker to crack ammonia and produce hydrogen, and electric heating is used as heat supplement; a thermal insulation coating is provided on the internal combustion engine piston to reduce heat loss; different control methods are used for the variable intake and exhaust valves and fuel supply mode to cope with changes in the load conditions of the ammonia fuel internal combustion engine, thereby improving the thermal efficiency of ammonia; the present invention realizes the efficient utilization of the waste heat of the power system, and the combustion control method can be selected according to the load conditions, so that the ammonia fuel internal combustion engine can operate stably and efficiently.

Method for controlling the cooling of a piston of at least one cylinder (250) of an internal combustion engine, comprising the steps: - Providing a pressurized cooling medium at a crankcase side of the cylinder (250) via a first valve arrangement (240) comprising a cooling medium inlet and a cooling medium outlet and a spring-loaded piston arrangement (241, 242) for a flow connection between the coolant inlet and the coolant outlet at a predetermined coolant pressure at the inlet, and - Providing the cooling medium at a second valve arrangement (220) for providing cooling medium to the spring-loaded piston arrangement (241, 242) for controlling the predetermined cooling medium pressure, characterized by the step: - Providing, in the spring-loaded piston arrangement (241, 242), an additional spring-loaded piston (243) to provide a specific coolant flow rate from the inlet to the outlet at a coolant pressure at the inlet below the predetermined coolant pressure.

Coolant fluid leakage detection method for a cooling system of an internal combustion engine (5) of a motor vehicle comprising measuring (10, 20) the temperature at two different instants (Tti,Tti+1) and comparing (30) measurements taken. If the difference is smaller than a first threshold value (X1) restart measuring stages and if it is equal or bigger then measuring (40) the knocking level (K) of the internal combustion engine. If knocking level (K) is lower than a second threshold value (X2), then set a counter (Ct) to zero and restart measuring stages. Conversely if knocking level (K) is equal or bigger, then add one unit to the counter. If the resulting counter value is lower than a third threshold value (X3), then restart measuring stages and if the counter value is equal to the third threshold value (X3), then send (60) a leakage alert.