DE102016006920A1 - Internal combustion engine for a motor vehicle, in particular a motor vehicle - Google Patents

Abstract

The invention relates to an internal combustion engine for a motor vehicle, comprising at least one cylinder head (10), with at least one exhaust manifold (20) formed separately from the cylinder head (10) for guiding exhaust gas from the cylinder head (10), and at least one an exhaust gas turbocharger (18), wherein the exhaust gas turbocharger (18) formed separately from the exhaust manifold (20) is held on the cylinder head (10) by means of the exhaust manifold (20).

Description

The invention relates to an internal combustion engine for a motor vehicle, in particular a motor vehicle, according to the preamble of patent claim 1.

Such an internal combustion engine for a motor vehicle, in particular for a motor vehicle, for example, is already the DE 10 2012 022 942 A1 to be known as known. The internal combustion engine has at least one cylinder head, which can be connected, for example, to a cylinder housing forming at least one combustion chamber of the internal combustion engine. Furthermore, the internal combustion engine comprises at least one exhaust manifold formed separately from the cylinder head and connected to the cylinder head for guiding exhaust gas out of the cylinder head. For example, the cylinder head has at least one first exhaust gas passage through which exhaust gas of the internal combustion engine can flow, wherein the exhaust gas manifold has at least one second exhaust gas passage through which the exhaust gas can flow. In this case, the exhaust gas channels are fluidly connected to each other, so that the exhaust gas from the cylinder head and can flow into the exhaust manifold.

In addition, the internal combustion engine comprises at least one exhaust gas turbocharger, by means of which, for example, the combustion chamber of the internal combustion engine can be supplied with compressed air.

In addition, the disclosed DE 10 2011 116 310 A1 an arrangement of an air supply arrangement on a cylinder head of an internal combustion engine.

Object of the present invention is to develop an internal combustion engine of the type mentioned in such a way that the number of parts and thus the cost of the internal combustion engine can be kept very low.

This object is achieved by an internal combustion engine having the features of patent claim 1. Advantageous embodiments with expedient developments of the invention are specified in the remaining claims.

In order to further develop an internal combustion engine specified in the preamble of claim 1 type such that the number of parts and thus the cost of the internal combustion engine can be kept particularly low, it is inventively provided that the exhaust gas turbocharger formed separately from the exhaust manifold, in particular at least one separately from the exhaust manifold formed housing element of the exhaust gas turbocharger, is held by the intermediary of the exhaust manifold to the cylinder head. In other words, the exhaust gas turbocharger or its housing element is formed separately from the cylinder head and separately from the exhaust manifold. Further, the exhaust manifold is formed separately from the cylinder head and separately from the exhaust gas turbocharger and held in finished manufactured state of the internal combustion engine to the cylinder head by the exhaust manifold is bolted, for example, with the cylinder head. Further, in finished manufactured state of the internal combustion engine, the exhaust gas turbocharger, in particular via its housing element, held on the exhaust manifold or attached to the exhaust manifold, wherein the exhaust gas turbocharger is screwed, for example, with the exhaust manifold. Thus, the exhaust gas turbocharger is mounted or held on the cylinder head through the intermediary of the exhaust manifold, that is via the exhaust manifold.

The invention is based in particular on the following finding: In conventional internal combustion engines, the exhaust gas turbocharger, in particular its turbine, is fixed to the cylinder head by means of a clamping strip, in order thereby to assemble the exhaust gas turbocharger. This is for a person performing this assembly of the exhaust gas turbocharger accessibility problem to the effect that the person, for example, a screw, by means of which the terminal block and thereby the exhaust gas turbocharger are fixed, can not or only bring very cumbersome in cooperation with the rear screws of the exhaust gas turbocharger. This is especially the case, since an additionally provided cylinder head cover closes directly over the screws and is also bolted directly to the cylinder head. Also, heat shields are usually attached to the cylinder head and / or the exhaust gas turbocharger to shield heat. This complicates the assembly of the exhaust gas turbocharger in conventional internal combustion engines.

Since it is now provided according to the invention to hold the exhaust gas turbocharger over the exhaust manifold to the cylinder head, conventionally used for coming terminal strips can be saved, so that the number of parts and thus the cost and weight of the internal combustion engine can be kept particularly low. Due to the inventive holder of the exhaust gas turbocharger on the exhaust manifold to the cylinder head, the exhaust gas turbocharger also gains a distance to the cylinder head. In other words, a particularly large distance between the exhaust gas turbocharger and the cylinder head can be realized, so that the exhaust gas turbocharger in a particularly simple manner for its assembly is accessible. Through this improved accessibility, a time- and cost-effective installation of the exhaust gas turbocharger can be realized, without costly special tools are required. Moreover, it is possible to carry out shielding elements such as shielding particularly simple and thus cost. Furthermore, for example, a conventionally provided seal can be omitted by means of a spring plate. Alternatively or additionally, it is possible that a less high-quality material, in particular for sealing and / or shielding, can be used, so that the costs can be kept particularly low. In particular, it is conceivable to reduce the number of heat shields in comparison to conventional internal combustion engines, so that the number of parts, the cost and the weight can be kept particularly low.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the figure description and / or alone in the single figure can be used not only in the respectively indicated combination but also in other combinations or alone, without the frame to leave the invention.

The drawing shows in the single FIGURE in fragmentary form a schematic front view of an internal combustion engine for a motor vehicle, with at least one cylinder head, with at least one separately formed from the cylinder head and connected thereto exhaust manifold for guiding exhaust gas from the cylinder head, and with at least one exhaust gas turbocharger, which is formed separately from the exhaust manifold and separately from the cylinder head and held by the interposition of the exhaust manifold on the cylinder head.

The figure shows a detail in a schematic front view of an internal combustion engine for a motor vehicle, in particular for a motor vehicle. The internal combustion engine is designed for example as a reciprocating piston engine and has at least one combustion chamber, which is designed, for example, as a cylinder. The cylinder is formed by a cylinder housing not recognizable in the figure.

The internal combustion engine comprises a cylinder head formed separately from the cylinder housing and connected to the cylinder housing 10 by which, for example, a combustion chamber roof is formed for the combustion chamber. The combustion chamber, for example, associated with at least one gas exchange valve, by means of which the gas exchange of the combustion chamber can be controlled. In this case, the cylinder head 10 For example, a not visible in the Fig. Recording area in which at least one actuator for actuating the gas exchange valve at least partially, in particular at least predominantly, is added. In this case, the actuating device comprises, for example, a camshaft which is at least partially received in the receiving region and which engages on the cylinder head 10 is rotatably mounted about an axis of rotation relative to the cylinder head.

The cylinder head 10 has at least one combustion chamber associated with the exhaust passage, which on the one hand in the combustion chamber and on the other hand on an outlet flange 12 of the cylinder head 10 empties. The exhaust passage is a first exhaust passage, which can be flowed through by exhaust gas from the combustion chamber. This means that the exhaust gas from the combustion chamber can flow into the exhaust passage, whereby the exhaust gas can be discharged via the exhaust passage from the combustion chamber.

The cylinder head 10 also has one of the outlet flange area 12 opposite inlet flange surface 14 on. While the outlet flange surface 12 is disposed on a so-called exhaust side, via which the exhaust gas is discharged from the internal combustion engine, is the inlet flange 14 arranged on an inlet side opposite the outlet side. On the inlet side of the internal combustion engine sucked air is supplied to the combustion chamber. Over the inlet flange surface 14 is for example a in the figure not recognizable intake module with the cylinder head 10 connectable or connected.

To supply the sucked air to the combustion chamber, the cylinder head points 10 at least one inlet channel corresponding to the combustion chamber. The inlet channel opens on the one hand into the combustion chamber and on the other hand on the inlet flange 14 , As can be seen from the figure, the inlet flange surface 14 and the outlet flange surface 12 arranged in respective imaginary planes, which are inclined relative to each other and enclose an angle α with each other, wherein the Auslassflanschfläche 12 and the inlet flange surface 14 in the vertical direction of the internal combustion engine to run towards each other. Thus, the cylinder head 10 in this case at least substantially the shape of the Greek capital letter delta (Δ), so that the cylinder head 10 also referred to as delta cylinder head or simply delta head. The internal combustion engine further comprises at least one separate from the cylinder head 10 trained cylinder head cover 16 , by means of which the receiving area of the previously described cylinder head 10 at least partially, in particular at least predominantly, covered and thus closed. As a result, the actuating device is at least partially by means of the cylinder head cover 16 covered.

Furthermore, the internal combustion engine comprises at least one exhaust gas turbocharger 18 which, for example, has a turbine with a turbine housing through which the exhaust gas can flow. The turbocharger 18 , in particular the turbine housing, is separate from the cylinder head cover 16 and separately from the cylinder head 10 formed and in this case has a second exhaust gas passage through which the exhaust gas can flow. By means of the second exhaust passage, the exhaust gas is passed to a turbine wheel rotatably received in the turbine housing and not visible in the Fig. Turbine wheel of the turbine, so that the turbine wheel can be driven by the exhaust gas.

The turbocharger 18 further comprises a compressor having a compressor housing in which a compressor wheel is rotatably received. The compressor wheel is connected to the turbine wheel via a shaft, for example, so that the compressor wheel can be driven by the turbine wheel. As a result, the air to be supplied to the combustion chamber can be compressed by means of the compressor wheel, wherein - since the compressor of the turbine and the turbine of the exhaust gas is driven - energy contained in the exhaust gas can be used to compress the air.

The internal combustion engine further includes a separate from the cylinder head 10 , separate from the cylinder head cover 16 and separately from the exhaust gas turbocharger 18 , in particular the turbine housing, formed exhaust manifold 20 , which can be flowed through by the exhaust gas.

In order to keep the number of parts, the weight and the cost of the internal combustion engine particularly low and a particularly simple and thus time and cost-effective installation of the exhaust gas turbocharger 18 and thus to realize the internal combustion engine as a whole, which is separate from the exhaust manifold 20 trained exhaust gas turbocharger 18 , in particular the turbine housing, mediated by the exhaust manifold 20 on the cylinder head 10 held. From the Fig. It can be seen that the cylinder head cover 16 on the cylinder head 10 fixed or fixed. Here is the cylinder head cover 16 for example, with the cylinder head 10 screwed. It is between the cylinder head cover 16 and the cylinder head 10 , in particular the Auslassflanschfläche 12 , a seal 22 arranged, by means of which, for example, the above-described receiving area to the environment 24 of the cylinder head 10 is sealed off. Here is the cylinder head cover 16 under the mediation of the seal 22 on the cylinder head 10 , in particular at the Auslassflanschfläche 12 supported. Furthermore, another seal 26 provided, with the seals 22 and 26 may be formed by a common seal or integrally with each other.

Here is the seal 26 between the exhaust manifold 20 and the cylinder head 10 , in particular the Auslassflanschfläche 12 , supported, so that the exhaust manifold 20 under the mediation of the seal 26 on the cylinder head 10 , in particular at the Auslassflanschfläche 12 , is supported. For example, the exhaust passage previously described and the first exhaust passage performing means of the seal 26 to the environment 24 sealed off.

Overall, it can be seen that by the holder of the exhaust gas turbocharger 18 over the exhaust manifold 20 on the cylinder head 10 the exhaust manifold 20 is integrated as an additional component in the internal combustion engine. Here is the exhaust gas turbocharger 18 for example, directly horizontally on the exhaust manifold 20 screwed and thereby to the exhaust manifold 20 held, with the exhaust manifold 20 Compared to the conventional internal combustion engine no longer directly to the cylinder head 10 is connected.

The exhaust manifold 20 has at least one of the exhaust gas can flow through the third exhaust passage, wherein the second exhaust passage of the exhaust gas turbocharger 18 over the third exhaust passage of the exhaust manifold 20 fluidic with the first exhaust passage, that is with the exhaust passage of the cylinder head 10 , connected is. Thus, the exhaust gas flowing through the exhaust port can flow out of the exhaust port and into the third exhaust port and thus the third exhaust port or the exhaust manifold 20 flow through. The third exhaust duct and thus the exhaust manifold 20 Exhaust gas flowing through can flow out of the third exhaust gas channel and into the second exhaust gas channel and then be guided to the turbine wheel, for example, by means of the second exhaust gas duct. In particular, it is conceivable that the cylinder head 10 Having a plurality of outlet channels, so that, for example, the exhaust manifold 20 several, with the several exhaust ports of the cylinder head 10 having fluidically connected exhaust gas channels. Thus, for example, the exhaust ports of the cylinder head 10 in the exhaust manifold 20 continued, so that the turbocharger 18 especially small dimensions can be. As a result, the space requirement of the exhaust gas turbocharger 18 be kept particularly low. As a result, for example, a weight reduction by a cast lightweight construction of the exhaust manifold 20 be realized, which thus, for example, as a cast component, ie by casting, is made. Compared to conventional internal combustion engines can thereby on the turbocharger 18 Costly material can be saved, so that the costs are kept very low.

Furthermore, it is conceivable that in the exhaust manifold 20 and / or in the cylinder head cover 16 at least one of a cooling medium, in particular a cooling liquid, flow-through cooling channel is integrated. For this purpose, the cylinder head 10 For example, at least one of the cooling medium can flow through the first cooling channel. By way of example, the cooling channel is part of a cooling jacket through which the cooling medium can flow, which is for example also referred to as a water jacket, since the cooling medium is designed, for example, as cooling liquid and the cooling liquid is also referred to as cooling water.

It is conceivable that the cylinder head cover 16 at least one fluidically with the first cooling channel of the cylinder head 10 having connected second cooling channel, which can be traversed by the cooling medium. In particular, several cooling channels in the cylinder head cover 16 integrated. Through this, in the cylinder head cover 16 Integrated cooling can be the cylinder head cover 16 be cooled. The cooling channel of the cylinder head cover is fed 16 through the cooling jacket of the cylinder head 10 so that the temperatures on the hot side of the internal combustion engine performing outlet side can be kept particularly low.

Alternatively or additionally, it is conceivable that the exhaust manifold 20 a fluidic with the first cooling channel of the cylinder head 10 Having connected third cooling channel, which is flowed through by the cooling medium, so that, for example, the exhaust manifold 20 can be cooled by the cooling medium. Furthermore, it is conceivable that the exhaust gas turbocharger 18 a fourth cooling channel, which, for example, fluidly with the third cooling channel of the exhaust manifold 20 can be connected. The third cooling channel of the exhaust manifold 20 is from the first cooling channel or from the cooling jacket of the cylinder head 10 fed with the cooling medium, since the cooling medium, for example, from the first cooling channel of the cylinder head 10 off and in the third cooling channel of the exhaust manifold 20 Further, it is possible that the third cooling passage of the exhaust manifold 20 flowing through cooling medium from the third cooling channel and into the fourth cooling passage of the exhaust gas turbocharger 18 flows in, so that the fourth cooling channel of the exhaust gas turbocharger 18 over the third cooling channel of the exhaust manifold 20 with the cooling medium from the first cooling channel of the cylinder head 10 is fed. As a result, for example, the exhaust gas turbocharger 18 be cooled. Due to this integrated cooling, the component temperatures can be kept very low, resulting in a particularly long life.

Furthermore, it is by the illustrated with reference to the FIG holder of the exhaust gas turbocharger 18 over the exhaust manifold 20 on the cylinder head 10 possible that in comparison to conventional internal combustion engines no more oil on the cylinder head cover 16 down directly onto the turbocharger 18 can flow, as this now continues from the internal combustion engine or from the cylinder head 10 sits away. As a result, for example, in comparison to conventional internal combustion engines, a spring plate can be saved on a heat shield, which previously must represent a seal to protect against ignition.

LIST OF REFERENCE NUMBERS

10

cylinder head

12

exhaust flange

14

inlet flange

16

Cylinder head cover

18

turbocharger

20

exhaust manifold

22

poetry

24

Surroundings

26

poetry

α

angle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102012022942 A1 [0002]
• DE 102011116310 A1 [0004]

Claims (4)

Internal combustion engine for a motor vehicle, with at least one cylinder head ( 10 ), with at least one separate from the cylinder head ( 10 ) and connected to this exhaust manifold ( 20 ) for guiding exhaust gas from the cylinder head ( 10 ), and with at least one exhaust gas turbocharger ( 18 ), characterized in that the separately from the exhaust manifold ( 20 ) trained exhaust gas turbocharger ( 18 ) under the intermediation of the exhaust manifold ( 20 ) on the cylinder head ( 10 ) is held. Internal combustion engine according to claim 1, characterized in that the exhaust gas turbocharger ( 18 ) with the exhaust manifold ( 20 ) and thereby on the exhaust manifold ( 20 ) is held. Internal combustion engine according to claim 1 or 2, characterized in that the cylinder head ( 10 ) at least one of a cooling medium, in particular of a cooling liquid, through-flowable first cooling channel, the exhaust gas turbocharger ( 18 ) at least one of the cooling medium can flow through the second cooling channel and the exhaust manifold ( 20 ) has at least one of the cooling medium through which the third cooling channel, through which the second cooling channel is fluidically connected to the first cooling channel. Internal combustion engine according to one of the preceding claims, characterized in that a separate from the cylinder head ( 10 ) and separately from the exhaust manifold ( 20 ) and separately from the exhaust gas turbocharger ( 18 ) and on the cylinder head ( 10 ) held cylinder head cover ( 16 ) is provided, by means of which at least one receiving area of the cylinder head ( 10 ) is at least partially closed.

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