EP2228529B2 - 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
EP2228529B2
EP2228529B2 EP10153963.3A EP10153963A EP2228529B2 EP 2228529 B2 EP2228529 B2 EP 2228529B2 EP 10153963 A EP10153963 A EP 10153963A EP 2228529 B2 EP2228529 B2 EP 2228529B2
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EP
European Patent Office
Prior art keywords
cylinder
exhaust
cylinder head
cylinders
exhaust line
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP10153963.3A
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German (de)
English (en)
Other versions
EP2228529A1 (fr
EP2228529B1 (fr
Inventor
Kai Kuhlbach
Guenther Bartsch
Jens Dunstheimer
Martin Lutz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
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Application granted granted Critical
Publication of EP2228529B1 publication Critical patent/EP2228529B1/fr
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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
    • 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 a cylinder head according to the preamble of claim 1.
  • the invention relates to the use of such a cylinder head.
  • cylinder block Like all internal combustion engines, naturally aspirated engines have a cylinder block and at least one cylinder head, which are connected to form the cylinder.
  • the cylinder block has cylinder bores to accommodate the pistons or cylinder tubes.
  • the pistons are guided in the cylinder tubes so that they can move axially 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 accommodate the valve train.
  • an internal combustion engine requires control elements and actuating devices for actuating these control elements.
  • the combustion gases are expelled via the outlet openings of the three cylinders and the combustion chambers d are filled.
  • H. the intake of the fresh mixture or the fresh air via the intake openings.
  • lifting valves are almost exclusively used as control elements to control the gas exchange.
  • the valve actuation mechanism required to move the valves, including the valves themselves, is called the valve train.
  • valve train It is the task of the valve train to open or close the inlet and outlet openings of the combustion chambers in good time, with the aim of opening up the largest possible flow cross-sections as quickly as possible in order to keep the throttling losses in the inflowing and outflowing gas flows low and to ensure the best possible filling of the Combustion chambers with fresh mixture or an effective, i.e. complete removal of the exhaust gases.
  • Each cylinder of the cylinder head according to the invention therefore also has at least two outlet openings for discharging the exhaust gases from the cylinder in order to ensure that the exhaust gases are discharged effectively.
  • the exhaust ports of two cylinders are usually not open at the same time.
  • the cylinders are offset by 240°KW, so that the gas exchange, in particular the expulsion of the combustion gases, takes place one after the other, i. H. run separately from each other, occasionally with an - but then small - overlap.
  • exhaust gas lines which connect to the outlet openings are at least partially integrated in the cylinder head.
  • the exhaust lines of the cylinders are usually brought together to form a common overall exhaust line or in groups to form several overall exhaust lines.
  • the combination of exhaust lines to form an overall exhaust line is referred to in general and within the scope of the present invention as an exhaust manifold.
  • the exhaust gas lines of the three cylinders are combined within the cylinder head to form an integrated exhaust manifold to form an overall exhaust line, with the exhaust lines of the at least two outlet openings of each cylinder first merging into a partial exhaust line associated with the cylinder before the partial exhaust lines of the three cylinders merge into the overall exhaust line .
  • the exhaust gas lines are often brought together outside of the cylinder head to form an overall exhaust gas line, for which purpose an external exhaust gas manifold, ie a manifold located outside of the cylinder head, is provided.
  • an external exhaust gas manifold results from the dynamic wave processes taking place in the exhaust gas discharge system - especially during the gas exchange - and the objective of optimizing the exhaust manifold with regard to the gas exchange in order to ensure a satisfactory torque characteristic of the naturally aspirated engine.
  • the evacuation of the combustion gases from a cylinder of the internal combustion engine as part of the gas exchange is essentially based on two different mechanisms.
  • the exhaust valve opens near bottom dead center at the beginning of the gas exchange, the combustion gases flow at high speed through the exhaust opening into the exhaust gas removal system due to the high pressure level prevailing in the cylinder towards the end of combustion and the associated high pressure difference between the combustion chamber and the exhaust tract.
  • This pressure-driven flow process is accompanied by a high pressure peak, which is also referred to as the pre-exhaust shock and propagates along the exhaust pipe at the speed of sound, with the pressure decreasing more or less strongly as the distance increases and depending on the pipe routing due to friction, i. H. reduced.
  • the dynamic wave processes or pressure fluctuations in the exhaust gas discharge system are the reason why the offset working cylinders of a multi-cylinder internal combustion engine influence each other during gas exchange, and in particular can also impede or support one another.
  • the dynamic wave processes in the exhaust gas discharge system can also be used to optimize the gas exchange. It is taken into account that pressure fluctuations in gaseous media propagate as waves, which run through the exhaust gas lines and are reflected at open or closed line ends. The exhaust gas flow or the local exhaust gas pressure in the exhaust gas discharge system then results from the superimposition of the preceding and reflected waves.
  • An integrated manifold basically leads to a more compact design of the internal combustion engine and allows the entire drive unit to be packaged tightly in the engine compartment.
  • the integration of the exhaust manifold can have an advantageous effect on the arrangement and operation of an exhaust gas aftertreatment system which is 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 have little time to cool down and the exhaust aftertreatment systems reach their operating temperature or light-off temperature as quickly as possible, especially 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 integrating the manifold into the cylinder head, the exhaust pipes of the three cylinders presently merging within the cylinder head to form an integrated exhaust manifold to form a complete exhaust pipe.
  • the off-centre arrangement of the entire exhaust pipe, i. H. the asymmetrically designed manifold according to the invention means that the exhaust gas flows of some cylinders are deflected less than with a symmetrically designed exhaust manifold.
  • the exhaust gas lines or partial exhaust gas lines of some cylinders have smaller bends up to the entry into the overall exhaust gas line than the lines of a symmetrically designed exhaust manifold according to the prior art.
  • the routing of the exhaust manifold according to the invention represents a low flow resistance when discharging the exhaust gases from the cylinders, which improves the torque characteristics of the internal combustion engine.
  • a further sub-task of the present invention is to show a use of such a cylinder head.
  • a cylinder head that has three cylinders and is equipped with a symmetrically designed integrated exhaust manifold can also have exhaust gas lines of different lengths.
  • the line lengths cannot then be freely selected to the same extent as with a cylinder head according to the invention.
  • the line lengths of the cylinders located on the outside are generally the same in the case of a symmetrically designed exhaust manifold, whereas the line lengths of these cylinders can differ significantly according to the invention.
  • the exhaust gas lines from three cylinders are brought together to form an overall exhaust gas line, forming an integrated exhaust manifold within the cylinder head.
  • a naturally aspirated engine can also have two cylinder heads according to the invention if, for example, the cylinders are distributed over two banks of cylinders, as in a V-engine.
  • first and second outboard cylinders are numbered and referred to herein as first and second outboard cylinders, respectively.
  • the reference for specifying the distance x is the first outer cylinder or a reference plane which is laid through 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 entire exhaust line from the first cylinder on the outside then results as the distance between a plane that 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.
  • Embodiments of the cylinder head are advantageous in which the free end of a wall which separates the partial exhaust line of the first outer cylinder and the partial exhaust line of the inner cylinder up to the entire exhaust line has a distance y from the first outer cylinder with 0.7 x ⁇ y ⁇ 1.3x, preferably with 0.9x ⁇ y ⁇ 1.1x.
  • the distance y of the free end of the wall from the first outer cylinder results from the distance between a plane that rests on 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 naturally aspirated engine.
  • 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 distributed over two cylinder banks.
  • figure 1 12 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 has two outer cylinders 3a and one inner cylinder 3b.
  • the distance L between the two outer cylinders 3a corresponds to the distance between the two planes A and B, each of which runs through the longitudinal axis of an outer cylinder 3a and is perpendicular to the longitudinal axis 2 of the cylinder head 1.
  • the plane A running through the first outer cylinder 3, 3a serves as a reference plane A, from which the distances x, y are measured.
  • Each cylinder 3 has two outlet openings, to which the exhaust gas lines 4 for discharging the exhaust gases are connected.
  • the exhaust lines 4 of the three cylinders 3 combine to form an integrated exhaust manifold 7 within the cylinder head 1 to form an overall exhaust line 6, with the exhaust lines 4 of each cylinder 3 merging to form a partial exhaust line 5 associated with the cylinder 3, before the partial exhaust lines 5 then form the overall exhaust line 6 .
  • the distance x of the entire exhaust line 6 from the first outer cylinder 3a corresponds to the distance of the plane C, which runs through the central axis of the entire exhaust line 6 and is perpendicular to the longitudinal axis 2 of the cylinder head 1, from the reference plane A.
  • the partial exhaust line 5 of the second outer cylinder 3a and the partial exhaust line 5 of the inner cylinder 3b first merge before these partial exhaust lines 5 merge with the partial exhaust line 5 of the first outer cylinder 3a to form the overall exhaust 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 (6)

  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 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),
    - 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 réunissant 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).
    - 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).
  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 0,65 L < x < 0,80 L.
  3. Culasse (1) selon la revendication 1 ou 2, 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.
  4. 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.
  5. Utilisation selon la revendication 4, caractérisée en ce que le moteur atmosphérique est un moteur en ligne.
  6. Utilisation selon la revendication 4, 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 EP2228529B1 (fr) 2016-07-27
EP2228529B2 true EP2228529B2 (fr) 2022-07-06

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ID=42321000

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

Country Status (4)

Country Link
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
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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
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
US10107215B2 (en) 2016-09-01 2018-10-23 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
US10364739B2 (en) 2016-09-01 2019-07-30 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
CN115217603B (zh) * 2022-03-14 2024-08-23 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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Also Published As

Publication number Publication date
EP2228529A1 (fr) 2010-09-15
CN101839186B (zh) 2014-06-18
DE102009001542A1 (de) 2010-10-07
CN101839186A (zh) 2010-09-22
US8256213B2 (en) 2012-09-04
EP2228529B1 (fr) 2016-07-27
US20100229819A1 (en) 2010-09-16

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