EP2228529B1 - Culasse pour moteur atmosphérique et utilisation d'une telle culasse - Google Patents

Culasse pour moteur atmosphérique et utilisation d'une telle culasse Download PDF

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Publication number
EP2228529B1
EP2228529B1 EP10153963.3A EP10153963A EP2228529B1 EP 2228529 B1 EP2228529 B1 EP 2228529B1 EP 10153963 A EP10153963 A EP 10153963A EP 2228529 B1 EP2228529 B1 EP 2228529B1
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EP
European Patent Office
Prior art keywords
cylinder
exhaust
cylinder head
cylinders
line
Prior art date
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Application number
EP10153963.3A
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German (de)
English (en)
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EP2228529A1 (fr
EP2228529B2 (fr
Inventor
Kai Kuhlbach
Guenther Bartsch
Jens Dunstheimer
Martin Lutz
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Classifications

    • 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
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/105—Other arrangements or adaptations of exhaust conduits of exhaust manifolds having the form of a chamber directly connected to the cylinder head, e.g. without having tubes connected between cylinder head and chamber
    • 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
    • F02F1/243—Cylinder heads and inlet or exhaust manifolds integrally cast together

Definitions

  • the invention relates to the use of such a cylinder head.
  • Suction engines have - as all internal combustion engines - a cylinder block and at least one cylinder head, which are connected to form the cylinder with each other.
  • the cylinder block has cylinder bores for receiving the pistons or the cylinder tubes.
  • the pistons are guided axially movably in the cylinder tubes and, together with the cylinder tubes and the cylinder head, form the combustion chambers of the internal combustion engine.
  • the cylinder head is usually used to hold the valve train.
  • an internal combustion engine requires control means and actuators to operate these controls.
  • the expulsion of the combustion gases via the outlet openings takes place the three cylinders and the filling of the combustion chambers ie the intake of the fresh mixture or the fresh air through the inlet openings.
  • four-stroke engines almost exclusively lift valves are used as control members that perform an oscillating lifting movement during operation of the internal combustion engine and thus release the inlet and outlet ports and close.
  • the required for the movement of the valves valve actuating mechanism including the valves themselves is referred to as a valve train.
  • valve train It is the task of the valve train to open the intake and exhaust ports of the combustion chambers in time or close, with a quick release of the largest possible flow cross sections is sought to keep the throttle losses in the incoming and outflowing gas flows low and the best possible filling of Combustion rooms with fresh mixture or an effective, ie To ensure complete removal of the exhaust gases.
  • each cylinder of the cylinder head according to the invention also has at least two exhaust ports for discharging the exhaust gases from the cylinder, to ensure an effective discharge of the exhaust gases.
  • a cylinder head of this and the type mentioned above discloses, for example, the EP 2 123 892 A1 which describes a cylinder head with three cylinders arranged in series, of which two cylinders form external cylinders and one cylinder is an internal cylinder.
  • the exhaust ports of two cylinders are usually open at the same time at any time.
  • the cylinders have an offset of 240 ° CA, so that the charge changes, in particular the expelling of the combustion gases, are effected in succession, ie. H. run separately from each other, sometimes with a - then small - overlap.
  • the inlet ducts leading to the inlet openings and the outlet ducts, ie exhaust ducts, which adjoin the outlet openings are at least partially integrated in the cylinder head according to the prior art.
  • the exhaust pipes of the cylinders are usually combined to form a common total exhaust gas line or groups of several total exhaust gas lines.
  • the combination of exhaust pipes to an overall exhaust line is generally and in the context of the present invention referred to as exhaust manifold.
  • the exhaust pipes of the three cylinders are combined within the cylinder head to form an integrated exhaust manifold to an overall exhaust line, wherein first connect the exhaust pipes of the at least two exhaust ports of each cylinder to a cylinder associated partial exhaust line before the partial exhaust gas lines merge the three cylinders to the entire exhaust line ,
  • the total travel distance of all exhaust pipes is thereby shortened.
  • the gradual merging of the exhaust pipes to an overall exhaust line also contributes to a more compact, d. H. less voluminous design of the cylinder head and thus in particular to a weight reduction and a more effective packaging in the engine compartment.
  • an external exhaust manifold i. H. a provided outside of the cylinder head manifold is provided.
  • the use of an external exhaust manifold results from the - in particular during the charge cycle - running in the Abgasabriossystem running dynamic wave processes and the objective to optimize the exhaust manifold with respect to the charge exchange, to ensure in this way a satisfactory torque characteristic of the suction motor.
  • the evacuation of the combustion gases from a cylinder of the internal combustion engine in the context of the charge exchange is based essentially on two different mechanisms.
  • the exhaust valve opens near bottom dead center, the combustion gases flow at high speed due to the high pressure levels prevailing in the cylinder towards the end of the combustion and the associated high pressure difference between the combustion chamber and the exhaust gas tract the outlet opening in the Abgasab 2015system.
  • This pressure-driven flow process is accompanied by a high pressure peak, which is also referred to as Vorlstramatiduct and propagates along the exhaust pipe at the speed of sound, whereby the pressure degrades more or less with increasing distance and depending on the wiring due to friction, ie reduced.
  • the dynamic wave processes or pressure fluctuations in the Abgasabriossystem are the reason that the staggered working cylinder of a multi-cylinder internal combustion engine when changing the charge influence each other, especially hinder or support.
  • the dynamic wave processes in the exhaust gas removal system can also be used to optimize the gas exchange. It is taken into account that pressure fluctuations propagate in gaseous media as waves, which run through the exhaust pipes and are reflected at open or closed line ends. The exhaust gas flow or the local exhaust gas pressure in the Abgasab2020system then results from the superposition of the leading and reflected wave.
  • An integrated manifold basically leads to a more compact design of the internal combustion engine and allows a tight packaging of the entire drive unit in the engine compartment.
  • the integration of the exhaust manifold may be beneficial to the placement and operation of an exhaust aftertreatment system provided downstream of the manifold.
  • the path of the hot exhaust gases to the various exhaust aftertreatment systems should be as short as possible so that the exhaust gases are given little time to cool down and the exhaust aftertreatment systems reach their operating temperature or light-off temperature as quickly as possible, in particular after a cold start of the internal combustion engine.
  • the cylinder head according to the invention has an integrated exhaust manifold and thus all the advantages that result from an integration of the manifold in the cylinder head, wherein in the present case merge the exhaust pipes of the three cylinders within the cylinder head to form an integrated exhaust manifold to an overall exhaust line.
  • exhaust pipes can be formed with different line lengths.
  • suitable line lengths are selected with regard to an optimized charge exchange in order to ensure a satisfactory torque characteristic, taking into account the dynamic wave processes taking place in the exhaust gas removal system.
  • two or more exhaust pipes - but not all exhaust pipes - the manifold of a cylinder head according to the invention have the same cable lengths.
  • the route length between the outlet opening and the total exhaust gas line is referred to as line length.
  • the present invention asymmetrically designed manifold causes the exhaust gas flows of some cylinders are less deflected than in a symmetrically designed exhaust manifold.
  • the exhaust pipes or partial exhaust gas lines of some cylinders have smaller curvatures until they enter the total exhaust gas line than the lines of a symmetrically designed exhaust gas manifold according to the prior art.
  • the wiring of the exhaust manifold of the present invention is a small flow resistance in discharging the exhaust gases from the cylinders, which improves the torque characteristic of the internal combustion engine.
  • a cylinder head according to the preamble of claim 1, d. H. provide the generic type, which offers the benefits of an integrated exhaust manifold, without the need to dispense with the favorable achievable with an external exhaust manifold torque characteristic.
  • Another object of the present invention is to show a use of such a cylinder head.
  • the first sub-task on which the invention is based is achieved, namely to provide a cylinder head which offers the advantages of an integrated exhaust manifold, without having to forego the favorable torque characteristic that can be realized with an external exhaust manifold.
  • a cylinder head which has three cylinders and is equipped with a symmetrically designed integrated exhaust manifold, exhaust pipes have different lengths.
  • the line lengths are then not freely selectable to the extent as in a cylinder head according to the invention.
  • the line lengths of the outer cylinder in a symmetrical exhaust manifold are generally the same size, whereas the line lengths of these cylinders can differ significantly according to the invention.
  • the exhaust gas lines of three cylinders are brought together to form an integrated exhaust manifold within the cylinder head to form an overall exhaust gas line.
  • a naturally aspirated engine can also have two cylinder heads according to the invention, if, for example, the cylinders are distributed over two cylinder banks, as in a V-type engine.
  • Embodiments of the cylinder head in which the total exhaust gas line exits the cylinder head at a distance x from a first outer cylinder are advantageous with 0.60 L ⁇ x ⁇ 0.85 L, where L denotes the distance of the two outer cylinders along the longitudinal axis.
  • Embodiments of the cylinder head in which the total exhaust gas line exits the cylinder head at a distance x from the first outer cylinder are particularly advantageous with 0.65 L ⁇ x ⁇ 0.80 L, preferably 0.70 L ⁇ x ⁇ 0.80 L ,
  • first and second outer cylinder are numbered and referred to herein as the first and second outer cylinder.
  • first outer cylinder or a Reference plane, which is defined by the longitudinal axis of this first outer cylinder and which is perpendicular to the longitudinal axis of the cylinder head.
  • the distance x of the total exhaust gas line from the first outer cylinder then results as a distance between a plane which is laid through the central axis of the entire exhaust line and which is perpendicular to the longitudinal axis of the cylinder head, and the reference plane.
  • the distance y of the free end of the wall from the first outer cylinder results as a distance between a plane which bears against the free end of the wall and is perpendicular to the longitudinal axis of the cylinder head, and the reference plane, which has already been defined above.
  • a use for a cylinder head of the type described above is characterized in that the cylinder head is used to form a suction motor.
  • the cylinder head according to the invention can be used in particular for an in-line engine or a V-engine in which the cylinders are arranged distributed on two cylinder banks.
  • FIG. 1 schematically shows an embodiment of the cylinder head 1.
  • the cylinder head 1 has three cylinders 3, which are arranged along the longitudinal axis 2 of the cylinder head 1, ie in series, and thus via two outer cylinder 3a and an inner cylinder 3b.
  • the distance L of the two outer cylinders 3a corresponds to the distance between the two planes A and B, each of which extends through the longitudinal axis of an outer cylinder 3a and is perpendicular to the longitudinal axis 2 of the cylinder head 1.
  • the first Outer cylinder 3, 3 a extending plane A serves as a reference plane A, from which the distances x, y are measured.
  • Each cylinder 3 has two outlet openings, followed by the exhaust pipes 4 for discharging the exhaust gases.
  • the exhaust pipes 4 of the three cylinders 3 lead together to form an integrated exhaust manifold 7 within the cylinder head 1 to an overall exhaust line 6, the exhaust pipes 4 merge each cylinder 3 to a cylinder 3 associated partial exhaust line 5, before the partial exhaust 5 then the total exhaust line 6 form ,
  • the distance x of the total exhaust line 6 from the first outer cylinder 3a corresponds to the distance of the plane C, which extends through the central axis of the entire exhaust line 6 and perpendicular to the longitudinal axis 2 of the cylinder head 1, from the reference plane A.
  • the partial exhaust gas line 5 of the second outer cylinder 3a and the partial exhaust gas line 5 of the inner cylinder 3b first converge before these partial exhaust gas lines 5 merge with the partial exhaust gas line 5 of the first outer cylinder 3a to form the overall exhaust gas line 6.
  • the distance y of the free end 8a from the first outer cylinder 3a corresponds to the distance between the plane D, which bears against the free end 8a of the wall 8 and is perpendicular to the longitudinal axis 2 of the cylinder head 1, and the reference plane A.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (7)

  1. Culasse (1) pour un moteur atmosphérique,
    - qui présente trois cylindres (3) en ligne le long de l'axe longitudinal (2) de la culasse (1), dont deux cylindres (3) forment les cylindres extérieurs (3a) et un cylindre (3) est un cylindre intérieur (3b), chaque cylindre (3) présentant au moins deux ouvertures de sortie pour évacuer les gaz d'échappement hors du cylindre (3) par le biais d'un système d'évacuation des gaz d'échappement, une conduite de gaz d'échappement (4) se raccordant pour cela à chaque ouverture de sortie, et
    - les conduites de gaz d'échappement (4) des au moins trois cylindres (3) se réunissant pour former une conduite de gaz d'échappement commune (6) à l'intérieur de la culasse (1) en formant un collecteur de gaz d'échappement intégré (7), le collecteur de gaz d'échappement intégré (7) étant réalisé sous forme asymétrique de telle sorte que la conduite de gaz d'échappement commune (6) sorte hors de la culasse (1) de manière décentrée par rapport au collecteur (7), et les conduites de gaz d'échappement (4) des au moins deux ouvertures de sortie de chaque cylindre (1) étant d'abord réunies en une conduite de gaz d'échappement partielle (5) appartenant au cylindre (3) avant que les conduites de gaz d'échappement partielles (5) des trois cylindres (3) soient réunies pour former une conduite de gaz d'échappement commune (6),
    caractérisée en ce que
    - la conduite de gaz d'échappement partielle (5) du deuxième cylindre extérieur (3a) et la conduite de gaz d'échappement partielle (5) du cylindre intérieur (3b) se réunissent initialement avant que celles-ci ne soient réunies avec la conduite de gaz d'échappement partielle (5) du premier cylindre extérieur (3a) pour former ensemble la conduite de gaz d'échappement commune (6).
  2. Culasse (1) selon la revendication 1, caractérisée en ce que la conduite de gaz d'échappement commune (6) sort hors de la culasse (1) à une distance x d'un premier cylindre extérieur (3a) avec 0,60 L < x < 0,85 L, L étant la distance des deux cylindres extérieurs (3a) le long de l'axe longitudinal (2).
  3. Culasse (1) selon la revendication 2, caractérisée en ce que la conduite de gaz d'échappement commune (6) sort hors de la culasse (1) à une distance x d'un premier cylindre extérieur (3a) avec 0,65 L < x < 0,80 L.
  4. Culasse (1) selon les revendications 1 à 3, caractérisée en ce que l'extrémité libre (8a) d'une paroi (8), qui sépare l'une de l'autre la conduite de gaz d'échappement partielle (5) du premier cylindre extérieur (3a) et la conduite de gaz d'échappement partielle (5) du cylindre intérieur (3b) jusqu'à la conduite de gaz d'échappement commune (6), présente une distance y au premier cylindre extérieur (3a), avec 0,9 x < y < 1,1 x.
  5. Utilisation d'une culasse (1) selon l'une quelconque des revendications précédentes, caractérisée en ce que la culasse (1) sert à réaliser un moteur atmosphérique.
  6. Utilisation selon la revendication 5, caractérisée en ce que le moteur atmosphérique est un moteur en ligne.
  7. Utilisation selon la revendication 5, caractérisée en ce que le moteur atmosphérique est un moteur en V.
EP10153963.3A 2009-03-13 2010-02-18 Culasse pour moteur atmosphérique et utilisation d'une telle culasse Active EP2228529B2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009001542A DE102009001542A1 (de) 2009-03-13 2009-03-13 Zylinderkopf für einen Saugmotor und Verwendung eines derartigen Zylinderkopfes

Publications (3)

Publication Number Publication Date
EP2228529A1 EP2228529A1 (fr) 2010-09-15
EP2228529B1 true EP2228529B1 (fr) 2016-07-27
EP2228529B2 EP2228529B2 (fr) 2022-07-06

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EP10153963.3A Active EP2228529B2 (fr) 2009-03-13 2010-02-18 Culasse pour moteur atmosphérique et utilisation d'une telle culasse

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US (1) US8256213B2 (fr)
EP (1) EP2228529B2 (fr)
CN (1) CN101839186B (fr)
DE (1) DE102009001542A1 (fr)

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DE102010012873A1 (de) * 2010-03-26 2012-08-23 Bayerische Motoren Werke Aktiengesellschaft Zylinderkopf mit Abgaskrümmer sowie Abgasabströmanordnung
EP2388463B1 (fr) * 2010-05-17 2012-05-16 Fiat Powertrain Technologies S.p.A. Culasse pour moteur à combustion interne, avec collecteur d'échappement intégré
US8371260B2 (en) * 2010-05-17 2013-02-12 GM Global Technology Operations LLC Cylinder head drain and vent
DE102011018281A1 (de) * 2011-04-20 2012-10-25 Volkswagen Aktiengesellschaft Zylinderkopf einer Brennkraftmaschine und Verfahren zur Herstellung eines Zylinderkopfs
DE102012020381B4 (de) 2012-10-18 2019-10-10 Volkswagen Aktiengesellschaft Zylinderkopf mit integriertem Abgaskrümmer
US9447754B1 (en) 2015-07-02 2016-09-20 Bright Acceleration Technologies LLC Method and apparatus for internal combustion engine system with improved turbocharging
US10364739B2 (en) 2016-09-01 2019-07-30 Bright Acceleration Technologies LLC Synergistic induction and turbocharging in internal combustion engine systems
US9638095B1 (en) 2016-09-01 2017-05-02 Bright Acceleration Technologies LLC Synergistic induction and turbocharging in internal combustion engine systems
US10107215B2 (en) 2016-09-01 2018-10-23 Bright Acceleration Technologies LLC Synergistic induction and turbocharging in internal combustion engine systems
US10697357B2 (en) 2016-09-01 2020-06-30 Bright Acceleration Technologies LLC Cross-port air flow to reduce pumping losses
CN115217603A (zh) * 2022-03-14 2022-10-21 长城汽车股份有限公司 集成排气歧管、发动机及车辆

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JPH0734198Y2 (ja) 1988-11-14 1995-08-02 トヨタ自動車株式会社 シリンダヘッドの排気装置
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EP0731258A1 (fr) 1995-03-03 1996-09-11 Erhardt Bischoff GmbH &amp; Co KG Collecteur d'échappement
EP1722090A2 (fr) 1998-12-01 2006-11-15 Honda Giken Kogyo Kabushiki Kaisha Culasse pour moteur à plusieurs cylindres
US6763795B2 (en) 2000-11-07 2004-07-20 Yamaha Marine Kabushiki Kaisha Outboard motor arrangement
DE10218103A1 (de) 2002-04-23 2003-11-20 Boysen Friedrich Gmbh Co Kg Abgaskrümmer für einen Verbrennungsmotor und Verfahren zur Herstellung eines solchen Abgaskrümmers
DE102004050923A1 (de) 2003-10-27 2005-06-02 General Motors Corp., Detroit Zylinderkopf mit intergriertem Auslasskrümmer
EP1538314A1 (fr) 2003-12-01 2005-06-08 Nissan Motor Company, Limited Collecteur d'échappement pour moteur à combustion interne
JP2007162591A (ja) 2005-12-14 2007-06-28 Nissan Motor Co Ltd 内燃機関のシリンダヘッド
WO2007148000A1 (fr) 2006-06-23 2007-12-27 Renault S.A.S Dispositif d'echappement comportant une culasse munie d'un collecteur d'echappement integre decouple thermique
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EP2003320A1 (fr) 2007-06-13 2008-12-17 Ford Global Technologies, LLC Culasse de moteur à combustion interne

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DE102009001542A1 (de) 2010-10-07
EP2228529A1 (fr) 2010-09-15
EP2228529B2 (fr) 2022-07-06
US20100229819A1 (en) 2010-09-16

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