58 results about "Internal combustion engine cooling" patented technology

The invention relates to the technical field of internal combustion engine cooling, in particular to a seawater cooling pipeline mechanism of a marine internal combustion engine generator, which comprises an equipment shell, and an internal combustion engine module, a generator module and a cooler which are arranged in the equipment shell, a synchronous water pump is fixedly arranged in the equipment shell, and a seawater inlet pipe and a seawater output pipe are arranged on the synchronous water pump; in the initial stage when the internal combustion engine module is started and drives the synchronous water pump to operate, cooling seawater flows back and circulates through the bridging outer pipe, the cooling seawater is prevented from entering the cooler to take away heat of the internal combustion engine module, the temperature of the internal combustion engine module can be rapidly increased, the optimal working temperature is reached, and low-temperature abrasion and fuel consumption are reduced.

A cryogenic propellant integrated fluid system based on energy-fluid matching design, wherein a hydrogen tank module and an oxygen tank module are used to store liquid hydrogen and liquid oxygen respectively, and realize the self-pressurization function of hydrogen and oxygen at the same time; a hydrogen fluid pump module and an oxygen fluid pump module are used to extract liquid hydrogen and liquid oxygen from the tanks and increase their pressures to supply heat exchangers; a hydrogen bottle module and an oxygen bottle module are used to store gaseous hydrogen and gaseous oxygen respectively, and can provide gaseous hydrogen and gaseous oxygen for an internal combustion engine module, a thruster module, a hydrogen tank module, and an oxygen tank module; a hydrogen-oxygen combined heat exchanger module is used to exchange heat between liquid hydrogen, liquid oxygen and an internal combustion engine coolant, so that liquid hydrogen and liquid oxygen are vaporized into gaseous hydrogen and gaseous oxygen and stored in gas cylinders; an internal combustion engine module is used to burn gaseous hydrogen and gaseous oxygen and drive a generator to generate electricity, which is stored in a battery, and the cylinder wall is cooled by the internal combustion engine coolant at the same time; a thruster module is used to burn gaseous hydrogen and gaseous oxygen to provide thrust, and realize the attitude control of the aircraft.

A rotary valve system assembly for an internal combustion engine cooling system is disclosed. A rotary valve system assembly includes a housing, a valve assembly, an actuator, and a seal. The housing includes a valve cavity and a manifold that allows fluid to flow to and from the rotary valve system. The valve assembly includes one or more valve cartridges that control a volume of fluid through the valve. The actuator rotates the spool by abutting with the spool via a drive gear connected with a gear portion included on each spool. When the spool rotates, a discharge hole disposed around the circumference of the cylindrical body may partially or fully overlap with an inlet port of the housing to the manifold, which allows for control of the volume of fluid flowing through the valve and into the manifold and into the outside.

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

A battery heating system for a hybrid aircraft powertrain includes a combustion engine, a battery pack, a combustion engine coolant circuit, and a battery pack coolant circuit. The battery heating system further includes a heat exchanger configured to exchange heat between the combustion engine coolant circuit and the battery pack coolant circuit. The battery heating system further includes at least one throttling device operatively connected to one of the combustion engine coolant circuit or the battery pack coolant circuit. The battery heating system further includes a controller configured to transmit a signal to the at least one throttling device to adjust a flow of coolant through the heat exchanger of at least one of the combustion engine coolant circuit or the battery pack coolant circuit.

The invention discloses an efficient anti-attrition lubricating and cooling multifunctional complexing agent for a lubricating system of an internal combustion engine, which is prepared from the following raw materials in parts by weight: base oil, a purification dispersant, a zinc butyl octyl dithiophosphate oxidation and corrosion inhibitor, a molybdenum butyl octyl dithiophosphate friction modifier, a trivar energy-gathered lubricating oil modifier, heat-conducting oil, a graphene additive, an extreme pressure anti-wear agent and an oiliness agent. The invention relates to the technical field of internal combustion engine cooling, the added heat conduction oil enables the complexing agent to have efficient heat conduction performance, low operation pressure and a wide working temperature range, and in cooperation with complementation of the trivar energy-gathered lubricating oil improver and the graphene additive, the complexing agent has the advantages that the complexing agent is more efficient in heat conduction performance, lower in operation pressure and wider in working temperature range; and when the graphene interacts with heat generated when the internal combustion engine works, part of heat energy on the internal combustion engine can be taken away, the temperature is further reduced, and cooling and lubricating of the internal combustion engine are achieved.

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.

To provide a heating shutoff valve installation structure capable of reducing a manufacturing cost associated with a cooling system of an internal combustion engine.SOLUTION: An installation structure of a heating shutoff valve 6 allows a heating shutoff valve 6 to be directly attached to a valve connection section 21 integrally provided with an outlet 2. Therefore, no installation member, such as a bracket, is required during the installation of the heating shutoff valve 6. As the result, a manufacturing cost associated with a cooling system of an internal combustion engine, engine 1, can be reduced.SELECTED DRAWING: Figure 2

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.

A rotary valve system for the cooling system of an internal combustion engine. The rotary valve system comprises a housing, a valve assembly, an actuator, and a seal. The housing includes a valve cavity and a manifold that allows fluid flow to and from the rotary valve system. The valve assembly includes one or more cartridges that control the volume of fluid passing through the valve. The actuator rotates the cartridges by being connected to them via a drive gear that engages a gear section provided on each cartridge. As the cartridges rotate, outlet ports arranged around the circumference of the cylinder bodies can partially or fully overlap with an inlet port on the housing's manifold, thus controlling the volume of fluid flowing through the valve, into the manifold, and outwards.

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.

The invention belongs to the technical field of internal combustion engine cooling, and discloses a cooling system for an internal combustion engine, which comprises an engine body, a water pump mounted on one side of the engine body, a cooling assisting assembly mounted on one side, close to the engine body, of an air inlet assembly, and a heat exchange assembly mounted on one side, close to the engine body, of the cooling assisting assembly. The second fan is located between the heat exchange assembly and the engine body, a plurality of ventilation holes are formed in the cooling assisting plate, cold liquid flows in the cooling assisting plate, and the cold liquid in the cooling assisting plate flows through the cold water cavities. According to the cooling system for the internal combustion engine, hot cooling liquid is subjected to heat exchange and cooling by cold air and cold liquid in the heat exchange box, and the flowing directions of the hot cooling liquid and the cold liquid are opposite, so that the cooling liquid subjected to heat exchange can be subjected to high-temperature-difference cooling and heat exchange before flowing out of the cooling liquid cavity; and the heat exchange effect on the cooling liquid is improved.

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).

The present invention relates, in general, to systems and methods for generating hydrogen from ammonia on-board vehicles, where the produced hydrogen is used as fuel source for an internal combustion engine along with ammonia. The present invention utilizes ammonia not only as a co-fuel for the engine, but also as a heat-exchange medium used by a cooling system for the internal combustion engine, such that the heat is transferred from hot engine coolant to the ammonia, thereby cooling the engine coolant, and also pre-heating the ammonia.

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.

Expansion tank (1) for a cooling system of a liquid-cooled internal combustion engine of a vehicle with • a horizontal partition (4) dividing the volume of the expansion tank (1) into a lower sub-volume (5) and an upper sub-volume (6), • a suction opening (10) located in the lower partial volume (5) and connected to the cooling system, • a minimum volume of coolant (12) located in the expansion tank (1), • a passage opening (8) connecting the two partial volumes (5, 6) for the coolant (12), wherein • the passage opening (8) in the partition wall (4) is arranged above the suction opening (10), wherein the partition wall (4) is connected on the outside around the perimeter and sealingly to a wall surface (7) of the expansion tank (1), • the minimum volume of the cooling liquid (12) is arranged in the lower partial volume (5) and a liquid level (13) of the minimum volume in the lower partial volume (5) is located below the partition (4) and above the extraction opening (10) regardless of any inclination to a horizontal plane (14), • the passage opening (8) and the partition (4) are designed and arranged relative to the suction opening (10) such that the suction opening (10) lies below the liquid level (13) up to a maximum angle of inclination (15) of the liquid level (13) relative to the horizontal plane (14), wherein the liquid level (13) at the maximum angle of inclination (15) extends from an opening edge section (18) of the passage opening (8) in the partition (4) in the direction of an edge section (19) of a bottom wall (9) of the compensation tank (1) that limits the suction opening (10), characterized in that the dimensions of the passage opening (8) and / or the suction opening (10) and / or a distance (17) of the partition (4) from the suction opening (10) are selected such that the maximum angle of inclination (15) of the liquid level (13) relative to the horizontal plane (14), in which the suction opening (10) is still below the liquid level (13), is between 40° and 60° and that the lower partial volume (5) of the expansion tank (1) is smaller than the upper partial volume (6), the upper partial volume (6) forming an air reservoir for the cooling system.

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.

To provide a cooling system of an internal combustion engine which can make compatible both the avoidance of the boil-up of cooling water by an EGR cooler, and the avoidance of the shortage of cooling water to a turbocharger without expanding a diameter of existing cooling piping.SOLUTION: A cooling system of an internal combustion engine has: EGR piping H30; an EGR valve V2 and an EGR cooler 30 which are arranged in the EGR piping; a turbocharger 20; a first piping H11 leading cooling water to the turbocharger; second piping H12 leading the cooling water which is ejected from the turbocharger, to the EGR cooler; bypass piping H14 connected to the first piping at one end, and connected to the second piping at the other end; a bypass valve V1 arranged in the bypass piping; and a control device 80 controlling the bypass valve and the EGR valve. When temperature of the cooling water is equal to or higher than a threshold temperature, the control device controls the EGR valve in such a manner that the flow volume of the EGR gas which flows in the EGR piping is reduced or the flow of the EGR gas is stopped, and controls the bypass valve in such a manner that the flow volume of the cooling water which flows in the bypass piping is reduced or the flow of the cooling water is stopped, according to an opening of the EGR valve.SELECTED DRAWING: Figure 1