EP1854966B1 - Cylinder head for an externally ignited combustion engine - Google Patents

Cylinder head for an externally ignited combustion engine Download PDF

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Publication number
EP1854966B1
EP1854966B1 EP07006933.1A EP07006933A EP1854966B1 EP 1854966 B1 EP1854966 B1 EP 1854966B1 EP 07006933 A EP07006933 A EP 07006933A EP 1854966 B1 EP1854966 B1 EP 1854966B1
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EP
European Patent Office
Prior art keywords
cylinder head
combustion engine
fuel injector
valves
valve train
Prior art date
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Application number
EP07006933.1A
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German (de)
French (fr)
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EP1854966A1 (en
Inventor
Johannes Meyer
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP1854966A1 publication Critical patent/EP1854966A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • 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
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/045—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0068—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "BMW-Valvetronic" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the invention relates to a cylinder head for a spark-ignition internal combustion engine with the features of the preamble of patent claim 1.
  • the cylinder head has two gas exchange inlet valves and two gas exchange outlet valves. Between the gas exchange valves, a fuel injector and an ignition device are arranged. The fuel injector is located on the inlet side between the gas exchange inlet valves, the ignition device is located on the outlet side between the gas exchange outlet valves. The fuel injector and the ignition device are each arranged in a specially provided for them bore in the cylinder head and each protrude into the combustion chamber of the internal combustion engine.
  • the inventive design of the valve angle between the gas exchange inlet valves and the Gas bayauslassventilen can be reduced by the inventive design of the valve angle between the gas exchange inlet valves and the Gas bayauslassventilen.
  • the gas exchange inlet and gas exchange outlet channels can be made "steeper", thereby minimizing the flow losses in the channels.
  • the performance, or the efficiency of the internal combustion engine can be improved.
  • the inventive design with the sleeve a compact, relatively narrow cylinder head is achieved because the fuel injector can be threaded into the sleeve in the cylinder head, since no cylinder head material is disposed between the fuel injector and the ignition in the amount of valve trains.
  • the central position of the fuel injector and the ignition device of the present invention designed cylinder head does not build wider than a conventional cylinder head.
  • the design makes it possible to arrange a variable-stroke valve drive, at least on the inlet side, wherein also in this case the width of the cylinder head is not greater than in the prior art.
  • the installation width of the internal combustion engine can be maintained in the entire vehicle.
  • the design allows a particularly compact component arrangement in the cylinder head.
  • the embodiment according to claim 2 again supports the particularly compact component arrangement in the cylinder head.
  • a common sleeve 6 is provided for the fuel injector 4 and the ignition device 5, which can be arranged in the cylinder head between the Gasciceinlass- and Gas crispauslassventilen 2, 3.
  • the inventive design with the sleeve 6 a compact, relatively narrow cylinder head is achieved because the fuel injector 4 can be threaded into the sleeve 6 in the cylinder head 1, as between the fuel injector 4 and the ignition device 5 in the height of an inlet side and a outlet-side valve train 7, 8 no cylinder head material is arranged.
  • the inventively designed cylinder head 1 does not build wider than a conventional cylinder head.
  • the fuel injector 4 With the sleeve 6, it is possible to arrange the fuel injector 4 relatively near the combustion chamber, whereby only a relatively thin fuel line 12 has to be guided largely parallel to the ignition device 5 in the sleeve 6.
  • the supply of the fuel line would be in the direction of the axis of the fuel injector, and thus would protrude right through the intake-side valve train 7.
  • the inlet-side valve drive 7, for the operation of the gas exchange outlet valves 3, the outlet-side valve train 8 is provided.
  • the exhaust-side valve train 8 is a conventional valve train, which will not be explained in detail in the context of this invention. Due to the compact arrangement of the fuel injector 4, fuel line 12 and ignition device 5 inside the sleeve 6 on the inlet side so much space is gained that the inlet side valve train 7 can be made larger than the outlet side valve train 8. Thus, it is possible on the inlet side a variable-stroke valve train with a a camshaft 9 to provide parallel adjustment shaft 10. Such a variable stroke valve train is for example in the DE 101 23 186 A1 described in detail.
  • the sleeve 6 on the inlet side additionally a constriction 11.
  • the largest space gain is obtained in that the fuel injector 4 is arranged substantially below the constriction 11.
  • this can be made as a simple plastic injection molded part or as a sheet metal part, wherein in the embodiment as a sheet metal part, preferably a steel sheet, an additional electromagnetic shielding is given.
  • the inventive design with the sleeve 6 a compact, relatively narrow cylinder head 1 is achieved.
  • the inventively designed cylinder head 1 does not build wider than a conventional cylinder head.
  • the installation width of the internal combustion engine can be maintained in the entire vehicle.

Description

Die Erfindung betrifft einen Zylinderkopf für eine fremdgezündete Brennkraftmaschine mit den Merkmalen aus dem Oberbegriff des Patentanspruchs 1.The invention relates to a cylinder head for a spark-ignition internal combustion engine with the features of the preamble of patent claim 1.

Sie geht von der deutschen Übersetzung der europäischen Patentschrift DE 698 18 087 T2 aus. In dieser ist eine Brennkraftmaschine mit einer Fremdzündung und einer Kraftstoffeinspritzung direkt in den Brennraum beschrieben. Der Zylinderkopf verfügt über zwei Gaswechseleinlassventile sowie zwei Gaswechselauslassventile. Zwischen den Gaswechselventilen sind ein Kraftstoffinjektor sowie eine Zündeinrichtung angeordnet. Der Kraftstoffinjektor befindet sich einlassseitig zwischen den Gaswechseleinlassventilen, die Zündeinrichtung befindet sich auslassseitig zwischen den Gaswechselauslassventilen. Der Kraftstoffinjektor und die Zündeinrichtung sind jeweils in einer eigens für sie vorgesehenen Bohrung im Zylinderkopf angeordnet und ragen jeweils in den Brennraum der Brennkraftmaschine.It starts from the German translation of the European patent specification DE 698 18 087 T2 out. In this an internal combustion engine with a spark ignition and a fuel injection is described directly into the combustion chamber. The cylinder head has two gas exchange inlet valves and two gas exchange outlet valves. Between the gas exchange valves, a fuel injector and an ignition device are arranged. The fuel injector is located on the inlet side between the gas exchange inlet valves, the ignition device is located on the outlet side between the gas exchange outlet valves. The fuel injector and the ignition device are each arranged in a specially provided for them bore in the cylinder head and each protrude into the combustion chamber of the internal combustion engine.

Die Anordnung von Kraftstoffinjektor und Zündeinrichtung zwischen den Gaswechselventilen bedingt jedoch einen relativ großen Gaswechselventilwinkel. Dies bedeutet, dass der Winkel, der von den Gaswechseleinlassventilen und den Gaswechselauslassventilen zueinander gebildet ist, relativ groß ist. Durch diese geometrische Ausgestaltung wird der Strömungswiderstand sowohl von der Ansaugluft einlassseitig als auch vom Abgas auslassseitig negativ beeinflusst. Hierdurch kann eine gattungsgemäße Brennkraftmaschine nicht die optimale Leistung erzielen. Eine andere Anordnung wird in DE 196 38 024 A1 gezeigt. Aufgabe der vorliegenden Erfindung ist es, eine Maßnahme aufzuzeigen, mit der die Leistung einer gattungsgemäßen Brennkraftmaschine verbessert werden kann.
Diese Aufgabe wird durch die Merkmale im kennzeichnenden Teil des Patentanspruchs 1 gelöst.
In vorteilhafter Weise kann durch die erfindungsgemäße Ausgestaltung der Ventilwinkel zwischen den Gaswechseleinlassventilen und den Gaswechselauslassventilen verringert werden. Somit können die Gaswechseleinlass- und Gaswechselauslasskanäle "steiler" ausgelegt werden, wodurch die Strömungsverluste in den Kanälen minimiert werden. Somit können die Leistung, bzw. der Wirkungsgrad der Brennkraftmaschine verbessert werden. Durch die erfindungsgemäße Ausgestaltung mit der Hülse ist ein kompakter, relativ schmal bauender Zylinderkopf erzielt, da der Kraftstoffinjektor in die Hülse im Zylinderkopf eingefädelt werden kann, da zwischen dem Kraftstoffinjektor und der Zündeinrichtung in der Höhe der Ventiltriebe kein Zylinderkopfmaterial angeordnet ist. Trotz der zentralen Lage des Kraftstoffinjektors und der Zündeinrichtung baut der erfindungsgemäß ausgestaltete Zylinderkopf nicht breiter als ein konventioneller Zylinderkopf.However, the arrangement of fuel injector and ignition between the gas exchange valves requires a relatively large gas exchange valve angle. This means that the angle formed by the gas exchange intake valves and the gas exchange exhaust valves to each other is relatively large is. As a result of this geometric configuration, the flow resistance is negatively influenced both on the intake air on the intake side and on the exhaust gas on the exhaust side. As a result, a generic internal combustion engine can not achieve the optimum performance. Another arrangement will be in DE 196 38 024 A1 shown. Object of the present invention is to show a measure with which the performance of a generic internal combustion engine can be improved.
This object is solved by the features in the characterizing part of patent claim 1.
Advantageously, can be reduced by the inventive design of the valve angle between the gas exchange inlet valves and the Gaswechselauslassventilen. Thus, the gas exchange inlet and gas exchange outlet channels can be made "steeper", thereby minimizing the flow losses in the channels. Thus, the performance, or the efficiency of the internal combustion engine can be improved. The inventive design with the sleeve a compact, relatively narrow cylinder head is achieved because the fuel injector can be threaded into the sleeve in the cylinder head, since no cylinder head material is disposed between the fuel injector and the ignition in the amount of valve trains. Despite the central position of the fuel injector and the ignition device of the present invention designed cylinder head does not build wider than a conventional cylinder head.

Die Ausgestaltung ermöglicht es, zumindest einlassseitig einen hubvariablen Ventiltrieb anzuordnen, wobei auch in diesem Fall die Baubreite des Zylinderkopfes nicht größer ist als im Stand der Technik. Somit kann die Einbaubreite der Brennkraftmaschine im Gesamtfahrzeug beibehalten werden.The design makes it possible to arrange a variable-stroke valve drive, at least on the inlet side, wherein also in this case the width of the cylinder head is not greater than in the prior art. Thus, the installation width of the internal combustion engine can be maintained in the entire vehicle.

Die Ausgestaltung ermöglicht eine besonders kompakte Komponentenanordnung im Zylinderkopf.The design allows a particularly compact component arrangement in the cylinder head.

Die Ausgestaltung gemäß Patentanspruch 2 unterstützt nochmals die besonders kompakte Komponentenanordnung im Zylinderkopf.The embodiment according to claim 2 again supports the particularly compact component arrangement in the cylinder head.

Die Ausgestaltung gemäß Patentanspruch 3 ist wiederum eine besonders bevorzugte Ausführungsvariante.
Im Folgenden ist die Erfindung anhand eines bevorzugten Ausführungsbeispieles in einer einzigen Figur näher erläutert.

Fig. 1
zeigt einen Schnitt durch einen erfindungsgemäß ausgestalteten Zylinderkopf 1.
Fig. 1 zeigt einen Schnitt durch einen erfindungsgemäß ausgestalteten Zylinderkopf 1. Der Zylinderkopf 1 ist für eine Brennkraftmaschine mit Fremdzündung sowie einer Kraftstoffeinspritzung direkt in einen nicht dargestellten Zylinder der Brennkraftmaschine vorgesehen. Für jeden Zylinder sind zwei Gaswechseleinlass- 2 und zwei Gaswechselauslassventile 3 vorgesehen, wobei in Fig. 1 jeweils nur eines sichtbar ist. Einlassseitig zwischen den Gaswechseleinlassventilen 2 ist ein Kraftstoffinjektor 4 zur Kraftstoffeinspritzung in den Zylinder angeordnet. Zwischen den Gaswechselauslass- und den Gaswechseleinlassventilen 2, 3 ist ferner eine Zündeinrichtung 5 angeordnet. Der Kraftstoffinjektor 4 und die Zündeinrichtung 5 ragen jeweils mit ihren Spitzen in den Zylinder der Brennkraftmaschine. Ventilschäfte der Gaswechseleinlass- und der Gaswechselauslassventile 2, 3 bilden miteinander einen Ventilwinkel α. Erfindungsgemäß ist der vorliegende Ventilwinkel deutlich kleiner als der aus dem Stand der Technik bekannte Ventilwinkel.The embodiment according to claim 3 is again a particularly preferred embodiment.
In the following the invention with reference to a preferred embodiment in a single figure is explained in more detail.
Fig. 1
shows a section through an inventively designed cylinder head. 1
Fig. 1 shows a section through a inventively designed cylinder head 1. The cylinder head 1 is provided for an internal combustion engine with spark ignition and a fuel injection directly into a cylinder, not shown, of the internal combustion engine. For each cylinder two Gaswechseleinlass- 2 and two gas exchange outlet valves 3 are provided, wherein in Fig. 1 only one is visible at a time. On the inlet side between the gas exchange intake valves 2, a fuel injector 4 is arranged for fuel injection in the cylinder. Between the Gaswechselauslass- and gas exchange inlet valves 2, 3, an ignition device 5 is also arranged. The fuel injector 4 and the ignition device 5 each protrude with their tips in the cylinder of the internal combustion engine. Valve stems of Gaswechseleinlass- and Gaswechselauslassventile 2, 3 form together a valve angle α . According to the present valve angle is significantly smaller than the valve angle known from the prior art.

Dies ist möglich, da für den Kraftstoffinjektor 4 und die Zündeinrichtung 5 eine gemeinsame Hülse 6 vorgesehen ist, die zwischen den Gaswechseleinlass- und Gaswechselauslassventilen 2, 3 in den Zylinderkopf anordenbar ist. Durch die erfindungsgemäße Ausgestaltung mit der Hülse 6 ist ein kompakter, relativ schmal bauender Zylinderkopf erzielt, da der Kraftstoffinjektor 4 in die Hülse 6 im Zylinderkopf 1 eingefädelt werden kann, da zwischen dem Kraftstoffinjektor 4 und der Zündeinrichtung 5 in der Höhe von einem einlassseitigen und einem auslassseitigen Ventiltrieb 7, 8 kein Zylinderkopfmaterial angeordnet ist. Trotz der zentralen Lage des Kraftstoffinjektors 4 und der Zündeinrichtung 5 baut der erfindungsgemäß ausgestaltete Zylinderkopf 1 nicht breiter als ein konventioneller Zylinderkopf.This is possible because a common sleeve 6 is provided for the fuel injector 4 and the ignition device 5, which can be arranged in the cylinder head between the Gaswechseleinlass- and Gaswechselauslassventilen 2, 3. The inventive design with the sleeve 6 a compact, relatively narrow cylinder head is achieved because the fuel injector 4 can be threaded into the sleeve 6 in the cylinder head 1, as between the fuel injector 4 and the ignition device 5 in the height of an inlet side and a outlet-side valve train 7, 8 no cylinder head material is arranged. Despite the central position of the fuel injector 4 and the ignition device 5, the inventively designed cylinder head 1 does not build wider than a conventional cylinder head.

Mit der Hülse 6 ist es möglich, den Kraftstoffinjektor 4 relativ brennraumnah anzuordnen, wodurch nur noch eine relativ dünne Kraftstoffleitung 12 weitgehend parallel zur Zündeinrichtung 5 in der Hülse 6 geführt werden muss. Im Stand der Technik wäre die Zuführung der Kraftstoffleitung in Richtung der Achse des Kraftstoffinjektors, und würde somit mitten durch den einlassseitigen Ventiltrieb 7 ragen.With the sleeve 6, it is possible to arrange the fuel injector 4 relatively near the combustion chamber, whereby only a relatively thin fuel line 12 has to be guided largely parallel to the ignition device 5 in the sleeve 6. In the prior art, the supply of the fuel line would be in the direction of the axis of the fuel injector, and thus would protrude right through the intake-side valve train 7.

Zum Betrieb der Gaswechseleinlassventile 2 ist der einlassseitige Ventiltrieb 7, für den Betrieb der Gaswechselauslassventile 3 ist der auslassseitige Ventiltrieb 8 vorgesehen. Der auslassseitige Ventiltrieb 8 ist ein konventioneller Ventiltrieb, der im Rahmen dieser Erfindung nicht näher erläutert wird. Aufgrund der kompakten Anordnung von Kraftstoffinjektor 4, Kraftstoffleitung 12 und Zündeinrichtung 5 im Inneren der Hülse 6 ist einlassseitig soviel Bauraum gewonnen, dass der einlassseitige Ventiltrieb 7 größer ausgestaltet werden kann als der auslassseitige Ventiltrieb 8. Somit ist es möglich einlassseitig einen hubvariablen Ventiltrieb mit einer zu einer Nockenwelle 9 parallel angeordneten Verstellwelle 10 vorzusehen. Ein solcher hubvariabler Ventiltrieb ist beispielsweise in der DE 101 23 186 A1 ausführlich beschrieben.For the operation of the gas exchange inlet valves 2, the inlet-side valve drive 7, for the operation of the gas exchange outlet valves 3, the outlet-side valve train 8 is provided. The exhaust-side valve train 8 is a conventional valve train, which will not be explained in detail in the context of this invention. Due to the compact arrangement of the fuel injector 4, fuel line 12 and ignition device 5 inside the sleeve 6 on the inlet side so much space is gained that the inlet side valve train 7 can be made larger than the outlet side valve train 8. Thus, it is possible on the inlet side a variable-stroke valve train with a a camshaft 9 to provide parallel adjustment shaft 10. Such a variable stroke valve train is for example in the DE 101 23 186 A1 described in detail.

Um nochmals mehr Bauraum für den einlassseitigen Ventiltrieb 7 zu erzielen, weist die Hülse 6 einlassseitig zusätzlich eine Einschnürung 11 auf. Der größte Bauraumgewinn ist dadurch gewonnen, dass der Kraftstoffinjektor 4 weitgehend unterhalb der Einschnürung 11 angeordnet ist.In order to achieve even more space for the inlet-side valve train 7, the sleeve 6 on the inlet side additionally a constriction 11. The largest space gain is obtained in that the fuel injector 4 is arranged substantially below the constriction 11.

Um eine einfache und kostengünstige Herstellung der Hülse 6 zu gewährleisten, kann diese als einfaches Kunststoffspritzgussteil oder als Blechformteil hergestellt sein, wobei bei der Ausführung als Blechformteil, vorzugsweise einem Stahlblech, eine zusätzliche elektromagnetische Abschirmung gegeben ist.In order to ensure a simple and cost-effective production of the sleeve 6, this can be made as a simple plastic injection molded part or as a sheet metal part, wherein in the embodiment as a sheet metal part, preferably a steel sheet, an additional electromagnetic shielding is given.

Durch die erfindungsgemäße Ausgestaltung mit der Hülse 6 ist ein kompakter, relativ schmal bauender Zylinderkopf 1 erzielt. Trotz der zentralen Lage des Kraftstoffinjektors 4 und der Zündeinrichtung 5 baut der erfindungsgemäß ausgestaltete Zylinderkopf 1 nicht breiter als ein konventioneller Zylinderkopf. Darüber hinaus ist es möglich, zumindest einlassseitig einen hubvariablen Ventiltrieb anzuordnen, wobei auch in diesem Fall die Baubreite des Zylinderkopfes 1 nicht größer ist als im Stand der Technik. Somit kann die Einbaubreite der Brennkraftmaschine im Gesamtfahrzeug beibehalten werden.The inventive design with the sleeve 6 a compact, relatively narrow cylinder head 1 is achieved. Despite the central position of the fuel injector 4 and the ignition device 5, the inventively designed cylinder head 1 does not build wider than a conventional cylinder head. Moreover, it is possible, at least on the inlet side to arrange a variable-stroke valve drive, in which case the width of the cylinder head 1 is not greater than in the prior art. Thus, the installation width of the internal combustion engine can be maintained in the entire vehicle.

Bezugszeichenliste:LIST OF REFERENCE NUMBERS

1.1.
Zylinderkopfcylinder head
2.Second
GaswechseleinlassventilGas exchange inlet valve
3.Third
GaswechselauslassventilGaswechselauslassventil
4.4th
Kraftstoffinjektorfuel injector
5.5th
Zündeinrichtungignition device
6.6th
Hülseshell
7.7th
einlassseitiger Ventiltriebinlet-side valve train
8.8th.
auslassseitiger Ventiltriebexhaust valve drive
9.9th
Nockenwellecamshaft
10.10th
Verstellwelleadjusting
11.11th
Einschnürungconstriction
12.12th
KraftstoffleitungFuel line

Claims (3)

  1. A cylinder head (1) for a spark-ignition internal combustion engine with fuel injection directly into a cylinder of the internal combustion engine, wherein two intake valves (2, 2') and two gas-exchange exhaust valves (3, 3') are provided in the cylinder head (1) for the cylinder, and a fuel injector (4) is arranged on the intake side between the gas-exchange intake valves (2, 2') and an ignition means (5) is arranged on the exhaust side between the gas-exchange exhaust valves (3, 3'),
    characterised in that an intake-side valve train (7) has a larger installation space in the direction of an exhaust-side valve train (8) than the exhaust-side valve train (8), with an adjusting shaft (10) arranged parallel to a camshaft (9) being arranged in the larger installation space and the intake-side valve train (7) being a variable-lift valve train, the fuel injector (4) and the ignition means (5) being arranged in a common sleeve (6) which can be arranged in the cylinder head (1) between the gas-exchange valves (2, 2', 3, 3') and the sleeve (6) having a constriction (11) on the intake side in the region of the adjusting shaft (10).
  2. A cylinder head according to Claim 1,
    characterised in that the fuel injector (4) is arranged largely below the constriction (11).
  3. A cylinder head according to one of Claims 1 or 2,
    characterised in that the sleeve (6) is made of a plastics material or a metal.
EP07006933.1A 2006-05-13 2007-04-03 Cylinder head for an externally ignited combustion engine Active EP1854966B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006022489A DE102006022489A1 (en) 2006-05-13 2006-05-13 Cylinder head for a spark-ignited internal combustion engine

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EP1854966A1 EP1854966A1 (en) 2007-11-14
EP1854966B1 true EP1854966B1 (en) 2018-01-24

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DE102007062347B4 (en) 2007-12-22 2024-02-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Cooling arrangement for a cylinder head of an internal combustion engine
KR100969074B1 (en) 2008-04-14 2010-07-09 현대자동차주식회사 Continuous variable valve lift device
DE102011082227A1 (en) 2011-09-07 2013-03-07 Bayerische Motoren Werke Aktiengesellschaft Setting for a variable stroke valve train in a cylinder head of an internal combustion engine

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GB2311327B (en) * 1996-03-19 1999-05-05 Fluids Res Ltd Ignition apparatus
DE19638024A1 (en) * 1996-09-18 1998-03-19 Bosch Gmbh Robert Internal combustion engine
DE10261163A1 (en) * 2002-12-20 2004-07-08 Volkswagen Ag Variable valve gear for internal combustion engine has intermediate component supported on support element which is displaceable in housing by means of adjusting shaft
DE102004020623A1 (en) * 2004-04-27 2005-12-01 Ina-Schaeffler Kg Variable mechanical valve train control with adjustment device

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