CN113153564A - Internal combustion engine with oil-cooled pistons and method for producing the associated pistons - Google Patents
Internal combustion engine with oil-cooled pistons and method for producing the associated pistons Download PDFInfo
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- CN113153564A CN113153564A CN202110067633.4A CN202110067633A CN113153564A CN 113153564 A CN113153564 A CN 113153564A CN 202110067633 A CN202110067633 A CN 202110067633A CN 113153564 A CN113153564 A CN 113153564A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/16—Pistons having cooling means
- F02F3/20—Pistons having cooling means the means being a fluid flowing through or along piston
- F02F3/22—Pistons having cooling means the means being a fluid flowing through or along piston the fluid being liquid
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- 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
- F01P3/06—Arrangements for cooling pistons
- F01P3/10—Cooling by flow of coolant through pistons
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- 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
- F01P2003/006—Liquid cooling the liquid being oil
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F2200/00—Manufacturing
Abstract
The application is entitled "internal combustion engine with oil cooled pistons and method of producing associated pistons". The invention relates to an internal combustion engine, comprising: a cylinder head having cylinders, and a cylinder block connected to the cylinder head and serving as an upper crankcase half for accommodating pistons, wherein each cylinder comprises a combustion chamber jointly formed by a piston crown of a cylinder-specific piston, a cylinder bore and at least one cylinder head, wherein the pistons are displaceable in a translatory manner along the cylinder longitudinal axis between a top dead center and a bottom dead center to form a piston stroke, and each piston is equipped for forming an oil-type cooling device with an oil channel which is integrated in the piston crown and comprises an annular channel, an inlet channel which is connected to the annular channel and supplies oil to the annular channel, and an outlet channel which is connected to the annular channel and discharges oil from the annular channel, wherein the inlet channel is formed so as to taper funnel-like in the direction of the annular channel and project into the annular channel so as to form a cone.
Description
Technical Field
The invention relates to an internal combustion engine, comprising:
-at least one cylinder head having at least one cylinder, an
-at least one cylinder block connected to at least one cylinder head and serving as an upper crankcase half for housing at least one piston, wherein for an internal combustion engine:
-each cylinder comprises a combustion chamber jointly formed by a piston crown of a cylinder-specific piston, a cylinder bore and at least one cylinder head, wherein the piston is displaceable in a translational manner along the cylinder longitudinal axis between a top dead center TDC and a bottom dead center BDC to form a piston stroke s, and
each piston is equipped with an oil channel for forming an oil-type cooling device, which oil channel is integrated in the piston crown and comprises an annular channel, an inlet channel connected to the annular channel for supplying oil to the annular channel, and an outlet channel connected to the annular channel for discharging oil from the annular channel.
The invention also relates to a method for producing a piston for an internal combustion engine of said type.
Background
Internal combustion engines of the type in question are used, for example, as motor vehicle drive units. In the context of the present invention, the expression "internal combustion engine" includes diesel engines and otto-cycle engines, but also hybrid internal combustion engines (i.e. internal combustion engines which operate in a hybrid combustion process), and hybrid drives which, in addition to the internal combustion engine, also include at least one additional torque source for driving the motor vehicle, for example an electric machine which is drivingly connectable or drivingly connected to the internal combustion engine and which outputs power instead of or in addition to the internal combustion engine.
Internal combustion engines have a cylinder block and at least one cylinder head, which may be connected to each other or to each other so as to form individual cylinders, i.e. combustion chambers. The various components will be discussed briefly below.
The cylinder head serves to hold the control element and, in the case of an overhead camshaft, to hold the valve drive as a whole. During charge exchange, combustion gases are expelled via the at least one outlet opening and charge of the combustion chamber is conducted via the at least one inlet opening of each cylinder. For controlling the charge exchange, in four-stroke engines, lift valves are used almost exclusively as control elements, which perform an oscillating lifting movement during operation of the internal combustion engine, opening and closing the inlet and outlet openings. The valve actuation mechanisms required for the motion of the valves, including the valves themselves, are referred to as valve actuators.
In an application ignition internal combustion engine, the required ignition device may be arranged in the cylinder head, and in the case of a direct injection internal combustion engine, the injection device may also be arranged in the cylinder head. In order to form a functionally proper connection of the cylinder head and cylinder block, which seals the combustion chamber, a sufficient number of sufficiently large bores (bores) must be provided.
To retain the pistons, the cylinder block has a corresponding number of cylinder bores or cylinder liners. The piston of each cylinder of the internal combustion engine is guided in an axially movable manner in a cylinder barrel along a cylinder longitudinal axis and delimits, together with the cylinder barrel and the cylinder head, a combustion chamber of the cylinder. Here, the piston crown forms part of the combustion chamber inner wall and, together with the piston rings, seals the combustion chamber with respect to the cylinder block or crankcase, so that no combustion gases or combustion air enter the crankcase and no oil enters the combustion chamber. The cylinder bores are either formed using cylinder liners insertable into the cylinder block or are formed directly from the cylinder block itself (particularly the cylinder bores).
The piston serves to transmit the gas force generated by combustion to the crankshaft. For this purpose, each piston is connected in an articulated manner by a piston pin to a connecting rod, which is in turn mounted movably on the crankshaft.
A crankshaft installed in the crankcase absorbs a connecting rod force consisting of a gas force caused by combustion of fuel in the combustion chamber and an inertia force caused by uneven movement of engine parts. In this case, the oscillating stroke movement of the piston is converted into a rotational movement of the crankshaft. The crankshaft transfers torque to a driveline (drivetrain). A part of the energy transferred to the crankshaft is used to drive auxiliary units, such as oil pumps and alternators, or to drive the camshaft and thus actuate the valve drive.
Generally, within the context of the present invention, the upper crankcase half is formed by a cylinder block. The crankcase is typically supplemented by a lower crankcase half, which may be mounted on an upper crankcase half and serves as an oil sump.
In order to hold and mount the crankshaft, at least two bearings are provided in the crankcase. For supplying the bearings with oil, a pump is provided for delivering engine oil to the at least two bearings, wherein the pump supplies engine oil via a supply line to a main oil gallery, from which a passage leads to the at least two bearings. To form the so-called main oil gallery, a main supply passage aligned along the longitudinal axis of the crankshaft is typically provided. The main supply channel may be arranged above or below the crankshaft in the crankcase, or integrated in the crankshaft.
The pump itself is usually supplied with engine oil originating from the oil sump via a suction line leading from the oil sump to the pump, and the pump must ensure a sufficiently high supply flow, i.e. a sufficiently high feed quantity, and a sufficiently high oil pressure in the supply system, in particular in the main oil gallery.
The supply of the oil to the camshaft is similarly performed. Other consumers that consume or require engine oil (that is to say that have to be supplied with engine oil) in order to perform and maintain their function are the bearings of the connecting rods or possibly of the balancing shafts that are provided. However, the consumer in the above sense is likewise an oil-injected cooling device which wets the piston crown with engine oil from below (i.e. on the crankcase side) by means of an injection nozzle for cooling purposes. The oil-injected cooling device requires or consumes oil, i.e. the oil-injected cooling device has to be supplied with oil.
For cooling purposes, the oil-jet cooling device, which sprays the piston on the piston crown with engine oil, is preferably engine oil that is as cool or as cold as possible, that is to say engine oil that is at the lowest possible temperature, in order to be able to extract as much heat as possible from the piston. Accordingly, it is sought to prevent thermal overload or overheating of the piston.
In this case, it must be taken into account that it is becoming increasingly common to supercharge internal combustion engines, for example by means of exhaust gas turbochargers or mechanical or electrical superchargers, in order to reduce fuel consumption, i.e. to increase efficiency. As a result, both the thermal and mechanical loads on the internal combustion engine and on the piston increase, so that higher demands have to be made on the cooling device and measures have to be implemented which allow for the thermal and mechanical loads.
The cylinder block of an internal combustion engine is also a component that is subjected to high thermal and mechanical loads. Due to the higher heat capacity of liquid relative to air, the use of liquid-type cooling devices can dissipate significantly more heat than air-type cooling devices. For this reason, internal combustion engines are increasingly equipped with liquid-type cooling devices.
Liquid type cooling devices require that the internal combustion engine or cylinder block be equipped with at least one integrated coolant jacket that directs coolant through the cylinder block. The heat dissipated to the coolant is again extracted from the coolant in a heat exchanger, for example. The coolant is conveyed by means of a pump arranged in the coolant circuit, so that it circulates.
As with the cylinder block, the cylinder head may also be equipped with one or more coolant jackets. The cylinder head is typically a higher heat-loaded component because the cylinder head is provided with exhaust conduits as compared to the cylinder block, and the combustion chamber walls integrated in the cylinder head are exposed to the hot exhaust gases for a longer period of time than the cylinder bores provided in the cylinder block. Further, the cylinder head has lower component mass than the cylinder block.
Large temperature differences in the cylinder block in an internal combustion engine in operation lead to more or less thermal deformations of the cylinder bore of the cylinder. In practice, this so-called hole deformation has a number of adverse effects. In order to enable the piston interacting with the cylinder barrel and the piston rings to seal the combustion chamber against the crankcase in an effective manner despite the deformation of the bore, the preload force of the rings is increased according to the prior art, but this also disadvantageously increases the friction or friction losses of the internal combustion engine. However, in principle, it is sought to minimize the friction losses of the internal combustion engine in order to reduce the fuel consumption and thus also the pollutant emissions.
The effective cooling of the piston is the opposite of the above effect. The pistons of the internal combustion engine according to the invention also have an oil-type cooling device, in which engine oil is sprayed not only to the piston crowns of each piston by means of an oil-jet cooling device. According to the invention, each piston is, to be precise, equipped with an oil gallery (oil gallery) which has a channel integrated in the piston and via which oil is led through the piston for cooling purposes.
According to the prior art, such an oil passage comprises an annular passage, a neck-shaped inlet for supplying oil to the annular passage and a neck-shaped outlet for draining oil from the annular passage (see also fig. 1). Here, the supply of the oil into the annular passage of the oil gallery is generally performed by injection into the inlet neck, specifically using an injection nozzle that is fixed in position relative to the cylinder block and that supplies the oil via the main oil gallery. The injected oil has a certain conveying effect on the oil already in the annular channel and conveys it in the outlet direction. The discharge of oil from the annular channel is, however, particularly governed by the oscillating movement of the piston.
Tests have shown that a large amount of oil injected into the inlet does not enter the annular passage and does not remain in the annular passage, but leaves the oil passage again via the inlet and does not flow through the annular passage. No oil transport through the annular channel or through the oil channels occurs here, which is a prerequisite for effective piston cooling.
Disclosure of Invention
Against the above background, it is an object of the present invention to provide an internal combustion engine according to the preamble of a preferred embodiment which is improved in terms of an oil type cooling arrangement of the piston, in particular which ensures a more efficient cooling of the piston.
Another sub-object of the invention is to propose a method for producing a piston for an internal combustion engine of the type in question.
The first sub-category is realized by means of an internal combustion engine having:
-at least one cylinder head having at least one cylinder, an
-at least one cylinder block connected to at least one cylinder head and serving as an upper crankcase half for housing at least one piston, wherein for an internal combustion engine:
-each cylinder comprises a combustion chamber jointly formed by a piston crown of a cylinder-specific piston, a cylinder bore and at least one cylinder head, wherein the piston is displaceable in a translational manner along the cylinder longitudinal axis between a top dead center TDC and a bottom dead center BDC, forming a piston stroke s, and
each piston is equipped with an oil gallery for forming an oil-type cooling device, which oil gallery is integrated in the piston crown and comprises an annular channel, an inlet channel connected to the annular channel for supplying oil to the annular channel and an outlet channel connected to the annular channel for discharging oil from the annular channel,
the internal combustion engine is characterized in that:
the inlet channel is formed so as to taper funnel-shaped in the direction of the annular channel and project into the annular channel so as to form a cone.
The oil jet which emerges from the injection nozzle and is directed toward the inlet channel for the supply of oil is not a purely laminar converging jet, but an oil jet which widens to a greater or lesser extent in the direction of the inlet channel, in particular because of the strongly turbulent air movement present in the crankcase. According to the invention, this is allowed because the inlet channel tapers funnel-shaped in the direction of the annular channel. The inlet channel does not need to taper continuously over its entire length. In order to converge or catch the widened oil jet again, it is sufficient in individual cases for the inlet channel to taper funnel-shaped in certain sections, i.e. over a limited distance.
By virtue of the fact that the inlet channel is funnel-shaped, the portion of the oil which flows out of the injection nozzle and enters the annular channel via the inlet channel is maximized or greatly increased.
The inlet channel according to the invention protrudes into the annular channel and thus forms a cone. This has the advantageous effect that the oil introduced into the annular channel via the inlet channel is transferred to the wall of the annular channel opposite the cone, wherein the oil jet impinging on this wall is split and guided to both sides of the cone into the annular channel.
The tapered end of the inlet channel projecting into the annular channel helps to divert and introduce oil to both sides and into the annular channel and ensures that as much of the introduced oil as possible remains in the annular channel and as little of the introduced oil as possible leaves the annular channel again without flowing through the annular channel and cooling the piston crown.
The physical characteristics of the inlet passage according to the invention described above and the technical effect resulting from said characteristics increase the oil quantity and the delivery speed delivered through the annular passage or oil gallery and thus enhance the cooling of the piston crown. The result is more efficient piston cooling.
With the internal combustion engine according to the invention, the first object on which the invention is based is achieved, that is to say an internal combustion engine is provided which is improved with regard to the oil-type cooling of the pistons, in particular a more effective cooling of the pistons being ensured.
Further advantageous embodiments of the internal combustion engine according to the invention will be explained in connection with alternative examples.
Embodiments of the internal combustion engine in which the inlet and/or outlet channels are oriented parallel to the longitudinal axis of the cylinder are advantageous. This ensures a certain symmetry and even handling of the annular channel sections on both sides of the cone of the inlet channel.
An embodiment of the internal combustion engine is advantageous in which an injection nozzle is provided which is arranged in a fixed position relative to the cylinder block for supplying oil to the annular channel.
In this case, of internal combustion engines, e.g.The following embodiments are advantageous in which the inlet channel, which is funnel-shaped at least in some sections, has a minimum diameter DminWherein D ismin＞doilWherein d isoilThe diameter of the outlet opening of the spray nozzle is indicated.
An embodiment of the internal combustion engine in which the inlet channel, which is funnel-shaped at least in certain sections, has a maximum diameter D is advantageousmaxWherein D ismax＞1.5DminWherein D isminDenotes the smallest diameter of the inlet channel which is funnel-shaped at least in some sections.
In this case, the following embodiments of the internal combustion engine are advantageous, wherein the following conditions apply: dmax＞2Dmin。
In this case, the following embodiments of the internal combustion engine are advantageous, wherein the following conditions apply: dmax＞3DminOr Dmax＞4DminOr Dmax＞5Dmin。
An embodiment of the internal combustion engine is advantageous in which the annular channel is equipped with a wedge protruding into the annular channel on the side opposite the cone.
The wedge assists in that oil introduced into the annular passage via the inlet passage is directed to both sides of the cone into the annular passage, thereby facilitating more efficient piston cooling.
In this case, an embodiment of the internal combustion engine is advantageous in which the wedge extends and is oriented parallel to the longitudinal axis of the cylinder.
An embodiment of the internal combustion engine is advantageous in which the inlet channel and the outlet channel are arranged offset with respect to each other about the longitudinal axis of the cylinder by an angle α.
Strictly speaking, if the inlet and outlet channels are arranged offset with respect to each other around the cylinder longitudinal axis, two angles are formed, since the inlet and outlet channels are connected to each other via two annular channel sections. Starting from the inlet channel, the outlet channel can be reached via the annular channel in a clockwise or counterclockwise direction. It is advantageous if the angle α ≈ 180 ° or if both angles are α ≈ 180 °.
However, the following embodiments of the internal combustion engine are also advantageous in this case, in which the following conditions apply: alpha is more than 140 deg. The larger the angle, the larger the minimum distance the oil introduced into the annular passage must cover in the annular passage.
An embodiment of the internal combustion engine is advantageous in which the outlet channel is formed as a funnel-shaped taper from the annular channel and projects from the piston crown so as to form a cone.
The oscillating stroke movement of the piston during operation of the internal combustion engine generally has the effect that oil which has been discharged into the crankcase again enters the outlet channel and via the outlet channel into the annular channel. This effect fundamentally prevents the oil from being discharged from the oil gallery.
This disadvantageous effect is counteracted by the embodiment discussed, in which the outlet channel narrows in a funnel shape and protrudes from the piston crown to form a cone. The oil that has been discharged into the crankcase is trapped on both sides of the conical member of the outlet passage due to the severe turbulence in the crankcase and the oscillating stroke motion of the piston. Oil is prevented from reentering the outlet passage and the annular passage.
An embodiment of the internal combustion engine is advantageous in which pockets or recesses (recess) are provided in the piston crown to both sides of the cone of the outlet channel, in which pockets or recesses it is possible to collect oil that has been discharged into the crankcase via the outlet channel.
An embodiment of the internal combustion engine is advantageous in which the cone of the inlet channel and/or the cone of the outlet channel has a concave outer conical side surface.
The concave outer conical side surface helps to supply and introduce oil into the annular passage on the inlet side and helps to trap and drain oil in the crankcase on the outlet side.
The second sub-object on which the invention is based (in particular specifying a method for producing a piston for an internal combustion engine of the type described above) is achieved by a method characterized in that: the piston is produced by an additive manufacturing process in which the piston is built up in a layered manner.
What has been stated in connection with the internal combustion engine according to the invention also applies to the method according to the invention.
An embodiment of the method is advantageous in which the piston is produced, in particular, by means of 3D printing.
A manufacturing method for producing a piston by casting and subsequent machining is also advantageous in principle.
Drawings
The invention will be described in more detail below on the basis of exemplary embodiments and according to fig. 1, 2a and 2 b. In the drawings:
figure 1 schematically shows in perspective view an oil channel and inlet and outlet passages and a part of a cylinder barrel according to prior art,
fig. 2a schematically shows in cross-section a portion of an annular channel of an oil channel and an inlet channel opening therein according to a first embodiment of an internal combustion engine, an
Fig. 2b schematically shows in cross-section a portion of the annular passage of the oil passage and the outlet passage branching therefrom according to the first embodiment of the internal combustion engine.
Detailed Description
Fig. 1 schematically shows an oil channel 3 according to the prior art as well as an inlet channel 3b and an outlet channel 3c and a part of a cylinder barrel 1 in a perspective view.
According to the prior art, a piston which is movable in a translatory manner in the cylinder barrel 1 along the cylinder longitudinal axis 1a forms an oil-type cooling device, which is equipped with an oil channel 3, which oil channel 3 is integrated in the piston crown and comprises an annular channel 3a, an inlet channel 3b connected to the annular channel 3a for supplying oil to the annular channel 3a, and an outlet channel 3c connected to the annular channel 3a for discharging oil from the annular channel 3 a.
In short, the cylinder longitudinal axis 1a and the piston longitudinal axis form a common, i.e. identical, longitudinal axis. The inlet channel 3b and the outlet channel 3c protrude from the piston crown on the crankcase side.
The supply of the oil to the annular passage 3a is performed using an injection nozzle that is arranged to be fixed in position relative to the cylinder block and is supplied with the oil via the main oil gallery. The jet 4 emitted from the jet nozzle is directed towards the inlet channel 3 b.
The inlet channel 3b and the outlet channel 3c are arranged offset with respect to each other around the cylinder longitudinal axis 1 a. Starting from the inlet channel 3b, the outlet channel 3c is accessible via the annular channel 3a in both clockwise and counterclockwise directions. In the present case, the angles covered in the process are in each case α ≈ 180 °. Therefore, in order to reach the outlet passage 3c, two possible distances covered in the annular passage 3a by the oil introduced into the annular passage 3a are approximately equal.
Fig. 2a shows schematically in cross section a part of an annular channel 3a of the oil channel 3, which is integrated in the piston crown 2a of the piston 2 and into which the inlet channel 3b opens, according to a first embodiment of the internal combustion engine. The statements made are complementary to the prior art according to fig. 1.
The inlet channel 3b is formed to taper funnel-shaped in the direction of the annular channel 3a and projects into the annular channel 3a so as to form a cone 3 b'. The oil introduced into the annular passage 3a via the inlet passage 3b impinges on the wall of the annular passage 3a opposite to the conical member 3b', and is branched. Here, the oil is split and guided to both sides of the cone 3b' into the annular channel 3 a.
The conical part 3b' of the inlet channel 3b has a concave outer conical side surface, which contributes to the supply and introduction of oil into the annular channel 3 a.
The annular channel 3a is equipped on the side opposite the cone 3b' with a wedge 5a, which wedge 5a protrudes into the annular channel 3 a. Said wedge 5a is oriented parallel to the longitudinal axis of the cylinder and contributes to the diversion and introduction of the oil into the annular channels 3a on both sides of the cone 3 b'.
Fig. 2b schematically shows in cross-section a portion of the annular passage 3a of the oil passage 3 and the outlet passage 3c branching therefrom according to the first embodiment of the internal combustion engine.
The outlet channel 3c is formed to taper funnel-shaped from the annular channel 3a and project from the piston crown 2a to form a cone 3 c'. In the piston crown 3a, pockets are provided on both sides of the conical member 3c' of the outlet passage 3c, in which pockets oil that has been discharged through the outlet passage 3c can be trapped. The cone 3c' of the outlet channel 3c has concave outer conical sides which help to trap and drain oil in the crankcase.
The funnel-shaped narrowed outlet passage 3c makes it difficult for the oil that has been discharged into the crankcase to re-enter the outlet passage 3c and the annular passage 3 a.
The annular channel 3a is equipped on the side opposite the cone 3c' of the outlet channel 3c with a wedge 5b, which wedge 5b protrudes into the annular channel 3a and contributes to the oil discharge.
List of reference numerals
1 Cylinder barrel
1a cylinder longitudinal axis
2 piston
2a piston top
3 oil duct
3a annular channel, Ring channel
3b inlet channel
3b' inlet channel cone
3c outlet channel
3c' outlet channel cone
4 jet stream
5a wedge
5b wedge
DminMinimum diameter of inlet channel
DmaxMaximum diameter of inlet channel
doilDiameter of outlet opening of spray nozzle, diameter of spray jet
TDC top dead center
BDC bottom dead center
s piston stroke
Claims (14)
1. An internal combustion engine, having:
-at least one cylinder head having at least one cylinder, an
-at least one cylinder block connected to the at least one cylinder head and serving as an upper crankcase half for housing at least one piston, wherein for an internal combustion engine:
-each cylinder comprises a combustion chamber jointly formed by a piston crown (2a) of the cylinder-specific piston (2), a cylinder bore (1) and at least one cylinder head, wherein the piston (2) is translationally displaceable along a cylinder longitudinal axis (1a) between a top dead center, TDC, and a bottom dead center, BDC, to form a piston stroke, s, and
-each piston (2) is equipped with an oil channel (3) for forming an oil type cooling device, which oil channel is integrated in the piston crown (2a) and comprises an annular channel (3a), an inlet channel (3b) connected to the annular channel (3a) for supplying oil to the annular channel (3a), and an outlet channel (3c) connected to the annular channel (3a) for discharging oil from the annular channel (3a),
the method is characterized in that:
-the inlet channel (3b) is formed so as to taper funnel-shaped in the direction of the annular channel (3a) and project into the annular channel (3a) so as to form a cone (3 b').
2. An internal combustion engine according to claim 1, characterized in that the inlet channel (3b) and/or the outlet channel (3c) are oriented parallel to the cylinder longitudinal axis (1 a).
3. An internal combustion engine according to claim 1 or 2, characterized in that an injection nozzle arranged in a fixed position relative to the cylinder block is provided for supplying oil to the annular channel (3 a).
4. An internal combustion engine according to claim 3, characterized in that the inlet channel (3b) which is funnel-shaped at least in some sections has a minimum diameter DminWhich isIn Dmin＞doilWherein d isoilRepresenting the diameter of the outlet opening of the spray nozzle.
5. The internal combustion engine as claimed in any one of the preceding claims, characterized in that the inlet channel (3b) which is funnel-shaped at least in certain sections has a maximum diameter DmaxWherein D ismax＞1.5DminWherein D isminRepresents the smallest diameter of the inlet channel (3b) which is funnel-shaped at least in certain sections.
6. The internal combustion engine of claim 5, wherein Dmax＞2Dmin。
7. The internal combustion engine of claim 5 or 6, characterized in that Dmax＞3Dmin。
8. An internal combustion engine according to any one of the preceding claims, characterized in that the annular channel (3a) is equipped with a wedge (5a) protruding into the annular channel (3a) on the side opposite the cone (3 b').
9. An internal combustion engine according to claim 8, characterized in that the wedge (5a) extends and is oriented parallel to the cylinder longitudinal axis (1 a).
10. An internal combustion engine according to any one of the preceding claims, characterized in that the inlet channel (3b) and the outlet channel (3c) are arranged offset with respect to each other by an angle a about the cylinder longitudinal axis (1 a).
11. The internal combustion engine according to claim 10, characterized in that the following condition applies: alpha is more than 140 deg.
12. An internal combustion engine according to any one of the preceding claims, characterized in that the outlet channel (3c) is formed to taper funnel-shaped from the annular channel (3a) and to protrude from the piston crown (2a) so as to form a cone (3 c').
13. An internal combustion engine according to any one of the preceding claims, characterized in that the cone (3b ') of the inlet channel (3b) and/or the cone (3c') of the outlet channel (3c) has a concave housing side surface.
14. A method for producing a piston (2) of an internal combustion engine according to any one of the preceding claims, characterized in that the piston (2) is produced by an additive manufacturing process in which the piston (2) is built up in a layered manner.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102020000317.6 | 2020-01-21 | ||
| DE102020000317.6A DE102020000317A1 (en) | 2020-01-21 | 2020-01-21 | Internal combustion engine with oil-cooled piston and method for manufacturing an associated piston |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113153564A true CN113153564A (en) | 2021-07-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110067633.4A Pending CN113153564A (en) | 2020-01-21 | 2021-01-19 | Internal combustion engine with oil-cooled pistons and method for producing the associated pistons |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN113153564A (en) |
| DE (1) | DE102020000317A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116517718A (en) * | 2023-06-27 | 2023-08-01 | 潍柴动力股份有限公司 | Piston, engine and piston design method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54173114U (en) | 1978-05-26 | 1979-12-07 | ||
| JPS5650753U (en) | 1979-09-27 | 1981-05-06 | ||
| JPS60184952A (en) | 1984-03-03 | 1985-09-20 | Mitsubishi Heavy Ind Ltd | Internal-combustion engine |
| JPH02301648A (en) | 1989-05-17 | 1990-12-13 | Yamaha Motor Co Ltd | Piston cooling mechanism for internal combustion engine |
| US8863381B2 (en) | 2010-12-22 | 2014-10-21 | GM Global Technology Operations LLC | Method of making a piston oil gallery using a hollow metallic core |
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2020
- 2020-01-21 DE DE102020000317.6A patent/DE102020000317A1/en active Pending
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2021
- 2021-01-19 CN CN202110067633.4A patent/CN113153564A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116517718A (en) * | 2023-06-27 | 2023-08-01 | 潍柴动力股份有限公司 | Piston, engine and piston design method |
| CN116517718B (en) * | 2023-06-27 | 2023-10-20 | 潍柴动力股份有限公司 | Piston, engine and piston design method |
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| Publication number | Publication date |
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| DE102020000317A1 (en) | 2021-07-22 |
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