EP2532869A1 - Moteur à combustion interne doté d'au moins quatre cylindres agencés en série et procédé de fonctionnement d'un tel moteur à combustion interne - Google Patents

Moteur à combustion interne doté d'au moins quatre cylindres agencés en série et procédé de fonctionnement d'un tel moteur à combustion interne Download PDF

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Publication number
EP2532869A1
EP2532869A1 EP11169411A EP11169411A EP2532869A1 EP 2532869 A1 EP2532869 A1 EP 2532869A1 EP 11169411 A EP11169411 A EP 11169411A EP 11169411 A EP11169411 A EP 11169411A EP 2532869 A1 EP2532869 A1 EP 2532869A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
cylinder head
combustion engine
internal combustion
exhaust gas
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.)
Granted
Application number
EP11169411A
Other languages
German (de)
English (en)
Other versions
EP2532869B1 (fr
Inventor
Kai Kuhlbach
Ludwig Stump
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.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP11169411.3A priority Critical patent/EP2532869B1/fr
Priority to EP12157315A priority patent/EP2532870A1/fr
Priority to US13/475,675 priority patent/US9080510B2/en
Priority to CN201210191076.8A priority patent/CN102817739B/zh
Priority to RU2012124240A priority patent/RU2606464C2/ru
Publication of EP2532869A1 publication Critical patent/EP2532869A1/fr
Application granted granted Critical
Publication of EP2532869B1 publication Critical patent/EP2532869B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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
    • 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
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • 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
    • 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
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1805—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases

Definitions

  • the invention relates to a method for operating an internal combustion engine of the aforementioned type, in which the cylinders are equipped to initiate a spark ignition with igniters.
  • Internal combustion engines have a cylinder block and at least one cylinder head, which are connected together to form the cylinder.
  • 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 at least one cylinder head, form the combustion chambers of the internal combustion engine.
  • Modern internal combustion engines are operated almost exclusively by a four-stroke work process. As part of the change of charge, the expulsion of the combustion gases via the outlet openings of the at least four cylinders and the filling of the combustion chambers with fresh mixtures or charge air via the inlet openings takes place.
  • an internal combustion engine requires control means and actuators to operate these controls.
  • to Control of the charge cycle are used in four-stroke engines almost exclusively globe valves as control members that perform an oscillating stroke during operation of the 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.
  • the at least one cylinder head is generally used to accommodate this valve train.
  • valve train It is the task of the valve train to open the intake and exhaust ports of the cylinder 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, d. H. To ensure complete removal of the exhaust gases.
  • the intake ports leading to the intake ports and the exhaust ports, d. H. the exhaust pipes, which adjoin the outlet openings are at least partially integrated in the cylinder head according to the prior art.
  • the exhaust gas lines 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 the exhaust manifold, wherein the portion of the entire exhaust line, which is located upstream of any arranged in the entire exhaust gas turbine, may also be considered as belonging to the exhaust manifold.
  • the inlet region or the inlet housing of a turbine can be regarded as belonging to the exhaust manifold, namely, when the turbine is arranged close to the engine and a clear separation between the inlet region and the entire exhaust line can not be made.
  • the exhaust gas lines of four cylinders are combined to form an exhaust manifold to a single overall exhaust line.
  • the exhaust pipes of the cylinder are gradually brought together in such a way that in each case the at least one exhaust pipe of an outer cylinder and the at least one exhaust pipe of the adjacent merge internal cylinder to a partial exhaust gas line and merge the two formed in this way partial exhaust gas lines of the four cylinders to form an overall exhaust gas line.
  • the trained exhaust manifold may be partially or completely integrated in the at least one cylinder head.
  • the Abgasabriossystem exits on an outer side of the cylinder head.
  • 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 combustion gases flow at high speed through the exhaust port into the exhaust system due to the high pressure level prevailing in the cylinder at 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 Vorlstramati and propagates along the exhaust pipe at the speed of sound, the pressure decreases with increasing distance and depending on the routing due to friction more or less, d. H. reduced.
  • the dynamic wave processes or pressure fluctuations in the Abgasab 2010system are the reason why the staggered working cylinder of a multi-cylinder internal combustion engine when changing the charge influence each other, in particular can hinder. A deteriorated torque characteristic or a reduced power supply may be the result. If the exhaust gas lines of the individual cylinders are guided separately from one another for a longer distance, the mutual influence of the cylinders during the charge exchange can be counteracted.
  • Exhaust gas that has already been ejected or discharged into an exhaust gas line during the charge exchange can therefore again enter the cylinder as a result of the pressure wave that emanates from another cylinder.
  • a variable valve control allows a variation of the valve overlap as a function of the speed.
  • the most extensive integration of the connection of the exhaust pipes can advantageously affect the arrangement and operation of an exhaust 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 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.
  • an object of the present invention to provide an internal combustion engine according to the preamble of claim 1, d. H. of the generic type to provide, which has a compact design and with which the problem of mutual influence of the cylinder when changing the charge can be eliminated or mitigated.
  • Another object of the present invention is to provide a method for operating an internal combustion engine of the generic type, in which the cylinders are equipped to initiate a spark ignition with igniters.
  • the exhaust pipes of the four cylinders of the at least one cylinder head of the internal combustion engine are in a first stage in groups, d. H. in pairs, brought together, wherein in each case an outboard cylinder and the adjacent inner cylinder form a pair of cylinders whose exhaust gas lines merge to form a partial exhaust gas line.
  • these partial exhaust gas lines are then combined downstream in the exhaust gas discharge system to form an overall exhaust gas 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 construction at.
  • the exhaust gas flows of the two cylinder groups according to the invention kept separated longer than the exhaust gas flows within a group.
  • the cylinders of a group continue to influence each other during the charge change.
  • the formation of the partial exhaust gas lines and their wegumblen simply long separation from each other but have the effect that one cylinder group, the other cylinder group when changing the charge or at least less hindered.
  • the problem of the mutual influence of the cylinder during the charge change defused by.
  • variants may be advantageous in which the internal combustion engine is operated with the ignition sequence 1 - 2 - 4 - 3, instead of igniting the cylinders according to the conventional ignition sequence 1 - 3 - 4 - 2 at a distance of 180 ° CA each , Starting from the first cylinder, the ignition times measured in ° CA are the following: 0-180-360-540. In contrast to the conventional pattern, the cylinders of one cylinder group are ignited immediately one behind the other, so that these cylinders have a thermodynamic offset of 180 ° CA.
  • the numbering of the cylinders of an internal combustion engine is regulated in DIN 73021. In in-line engines, the cylinders are counted in sequence, starting on the side opposite the clutch.
  • the internal combustion engine according to the invention is an internal combustion engine which has a compact design and with which the problem of mutual influence of the cylinder can be corrected during the charge cycle, which is why the internal combustion engine according to the invention solves the first sub-task on which the invention is based.
  • An internal combustion engine according to the invention may also have two cylinder heads, if, for example, the cylinders are distributed over two cylinder banks.
  • the merging of the exhaust pipes in the then two cylinder heads according to the invention can then also be used to improve the charge cycle and to improve the torque supply.
  • embodiments of the internal combustion engine are advantageous in which the at least one exhaust pipe of an outer cylinder and the at least one exhaust pipe of the adjacent inner cylinder merge within the at least one cylinder head to form a partial exhaust gas line.
  • the free end of the inner wall portion which projects into the Abgasabriossystem from the outside of the at least one cylinder head has a perpendicular to the longitudinal axis of the at least one cylinder head extending distance ⁇ d , where: ⁇ d ⁇ 30 mm , preferably ⁇ d ⁇ 20 mm.
  • the above embodiment is inherent in that the partial exhaust gas lines formed in the cylinder head are already merged within the cylinder head to form an overall exhaust gas line. In this respect, the entire, guided by the Abgasabriossystem exhaust gas leaves the cylinder head through a single outlet opening on the outlet side outside of the cylinder head.
  • the present embodiment is characterized by a very compact design that has all the advantages of having an exhaust manifold fully integrated with the cylinder head.
  • a perpendicular to the plane A extending distance ⁇ L has with ⁇ L ⁇ D , where D is the diameter of a cylinder. It is assumed that the outside is perpendicular to an assembly plane at which the at least one cylinder head can be connected to a cylinder block. Otherwise, the plane A is not parallel to the outside, but rather perpendicular to this mounting plane.
  • the plane A according to the invention is considered to be passing through the outlet openings of the cylinder, if the plane A intersects the center lines of the outlet openings, d. H. includes the centers of the outlet openings with.
  • the distance ⁇ L decisively determines the distance over which the exhaust gas streams of the partial exhaust gas lines are separated from each other. The greater the distance ⁇ L is selected, the larger the lengths of the exhaust pipes and the less strongly the cylinder can interfere with each other during the charge cycle.
  • embodiments of the internal combustion engine are advantageous in which the exhaust pipes of the cylinders merge to form an integrated exhaust manifold within the at least one cylinder head to form an overall exhaust gas line.
  • embodiments of the internal combustion engine may be advantageous in which the exhaust gas lines of the cylinders outside the at least one cylinder head merge to form an overall exhaust gas line.
  • the exhaust gas lines of the cylinders can also be combined within the cylinder head to partial exhaust gas lines and merge these partial exhaust gas lines outside the at least one cylinder head to form an overall exhaust gas line.
  • the exhaust manifold is then modular and is composed of a cylinder head integrated in the manifold section and an external manifold or manifold section.
  • the dynamic wave processes taking place in the exhaust-gas removal system may necessitate an external manifold or external manifold section in order to optimize the charge exchange and in this way to ensure a satisfactory torque characteristic.
  • the exhaust gas streams of the partial exhaust gas lines are separated until they leave the cylinder head by the inner wall section, so that the Abgasabriossystem exits in the form of two outlet openings of the cylinder head.
  • the exhaust pipes of the cylinder or the partial exhaust gas lines are combined downstream of the cylinder head and thus only outside of the cylinder head to form an overall exhaust gas line.
  • embodiments of the internal combustion engine may also be advantageous in which the inner wall section, which projects into the exhaust gas removal system, extends beyond the outside of the at least one cylinder head.
  • the exhaust gas streams of the partial exhaust gas lines are separated from each other even after leaving the cylinder head by the inner wall portion.
  • the Abgasabriossystem exits in the form of two outlet openings of the cylinder head.
  • the inner wall portion may be integrally formed with the at least one cylinder head, wherein the wall portion protrudes in the unassembled state of the internal combustion engine from the cylinder head and protrudes outward.
  • the inner wall portion may also be of modular construction, wherein a first section is formed by the at least one cylinder head and another, the first section continuing subsection is formed by an external manifold section.
  • the inlet housing of a turbine arranged in the overall exhaust gas line can likewise serve to form the inner wall section, i. H. be used, and form the other subsection.
  • the portion formed by the external manifold portion or the inlet housing may also project into the cylinder head.
  • Internal combustion engines of the type according to the invention are particularly suitable for charging by means of turbocharging, wherein the at least one turbine as possible should be located close to the engine.
  • internal combustion engines with at least one exhaust gas turbocharger are advantageous, the turbine of the at least one exhaust gas turbocharger being arranged in the overall exhaust gas line and having an inlet region for supplying the exhaust gases.
  • the entire exhaust gas of the four cylinders of the turbine is supplied.
  • an exhaust gas turbocharger for example compared to a mechanical supercharger, uses the exhaust gas energy of the hot exhaust gases.
  • the energy emitted by the exhaust gas flow to the turbine is used to drive a compressor which delivers and compresses the charge air supplied to it, thereby charging the cylinders.
  • a charge air cooling is provided, with which the compressed combustion air is cooled before entering the cylinder.
  • the charge is used primarily to increase the performance of the internal combustion engine. However, charging is also a suitable means of shifting the load spectrum to higher loads under the same vehicle boundary conditions, as a result of which specific fuel consumption can be reduced.
  • a torque drop is observed when falling below a certain engine speed.
  • the torque characteristic of a supercharged internal combustion engine is attempted to be improved by various measures. For example, by a small design of the turbine cross-section and simultaneous Abgasabblasung. Such a turbine is also referred to as a waste gate turbine. If the exhaust gas mass flow exceeds a critical value, a part of the exhaust gas flow is guided past the turbine or the turbine runner by means of a bypass line by opening a shut-off element as part of the so-called exhaust gas blow-off.
  • the torque characteristic of a supercharged internal combustion engine may be further improved by a plurality of turbochargers arranged in parallel or in series, ie by a plurality of turbines arranged in parallel or in series.
  • the turbine can also be equipped with a variable turbine geometry, which allows a further adaptation to the respective operating point of the internal combustion engine by adjusting the turbine geometry or the effective turbine cross-section.
  • adjustable guide vanes for influencing the flow direction are arranged in the inlet region of the turbine. Unlike the vanes of the rotating impeller, the vanes do not rotate with the shaft of the turbine.
  • the vanes are not only stationary, but also completely immovable in the entry area, i. H. rigidly fixed.
  • the guide vanes are indeed arranged stationary, but not completely immobile, but rotatable about its axis, so that the flow of the blades can be influenced.
  • Embodiments of the internal combustion engine in which the at least one cylinder head is equipped with an integrated coolant jacket are advantageous.
  • supercharged internal combustion engines are thermally stressed higher than naturally aspirated engines, which is why higher demands are placed on the cooling.
  • the liquid cooling requires the equipment of the internal combustion engine, d. H. the cylinder head or the cylinder block, with an integrated coolant jacket, d. H. the arrangement of the coolant through the cylinder head or cylinder block leading coolant channels.
  • the heat is already released inside the component to the coolant, usually mixed with additives added water.
  • the coolant is conveyed by means of a pump arranged in the cooling circuit, so that it circulates in the coolant jacket. The heat given off to the coolant is removed in this way from the interior of the head or block and removed from the coolant in a heat exchanger again.
  • embodiments are advantageous characterized in that the inner wall portion, which projects into the Abgasab2020system extends into the inlet region of the turbine into it.
  • the inner wall section can in principle and also be formed integrally with the at least one cylinder head in connection with the aforementioned embodiment.
  • the inner wall portion is modular, wherein the at least one cylinder head forms a portion and the inlet region of the turbine forms a further portion.
  • Embodiments may also be advantageous in which the inner wall section is constructed modularly, wherein the at least one cylinder head forms a partial section and an external elbow section forms a further partial section.
  • each cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder.
  • the second sub-task on which the invention is based namely a method for operating an internal combustion engine according to a previously described manner, the cylinders of which are equipped with igniters for initiating spark ignition, is achieved by a method in which the cylinders are arranged in the order 1 - 2 - 4 - 3 are ignited, wherein the cylinders, starting with an outer cylinder in sequence along the longitudinal axis of the at least one cylinder head are counted and numbered.
  • FIG. 1 shows schematically and in section a first embodiment of the cylinder head 1 together with a portion of the inlet housing 11 of a turbine 12th
  • the cylinder head 1 has four cylinders 3, along the longitudinal axis 2 of the cylinder head 1, d. H. arranged in series.
  • the cylinder head 1 thus has two outer cylinders 3a and two inner cylinders 3b.
  • Each cylinder 3 has two outlet openings 4, to which the exhaust pipes 5 of the Abgasabriossystems connect for discharging the exhaust gases.
  • the exhaust pipes 5 of the cylinder 3 lead gradually to an overall exhaust gas line 7, wherein in each case the two exhaust pipes 5 of an outer cylinder 3a and the two exhaust pipes 5 of the adjacent inner cylinder 3b merge into a cylinder pair associated with this partial exhaust line 6, before the two partial exhaust 6 of the four Cylinder 3, 3a, 3b merge to form an overall exhaust line 7.
  • the two exhaust pipes 5 of an outer cylinder 3a and the two exhaust pipes 5 of the adjacent inner cylinder 3b are partially separated by an outer wall portion 9a, which projects into the Abgasabriossystem, separated and the two partial exhaust gas lines 6 and the exhaust pipes 5 of the two inner cylinder 3b in sections by an inner wall portion 9b, which also projects into the Abgasabriossystem.
  • Both the inner wall portion 9b and the outer wall portions 9a are formed integrally with the cylinder head 1.
  • the outer wall sections 9a extend less far in the direction of the outer side 8 of the cylinder head 1 than the inner wall section 9b.
  • the inner wall section 9b extends in the direction of the outer side 8 of the cylinder head 1 - perpendicular to the longitudinal axis 2 of the cylinder head 1 - by a distance ⁇ s further than the outer wall sections 9a.
  • the inner wall section 9b dominates the outer wall sections 9a by the distance ⁇ s.
  • the inner wall section 9b extends with the free end 9c to the outer side 8 of the cylinder head 1, so that the exhaust gas streams of the partial exhaust gas lines 6 are separated from one another by the inner wall section 9b until leaving the cylinder head 1 and the exhaust gas removal system in the form of two outlet openings emerges from the cylinder head 1.
  • the exhaust pipes 5 of the cylinder 3 and the partial exhaust gas lines 6 of the cylinder pairs are brought together only outside of the cylinder head 1 to form an overall exhaust gas line 7.
  • the exhaust manifold 10 is only partially integrated in the cylinder head 1.
  • the inside of the cylinder head 1 lying in the manifold portion 10 b is a lying outside of the cylinder head 1 elbow portion 10 a, d. H. an external manifold section 10a, supplemented.
  • the turbine 12 of an exhaust gas turbocharger is arranged, which is equipped for supplying the exhaust gases of the cylinder 3 with an inlet region 11.
  • the entire exhaust line 7 and the exhaust manifold 10 is flowing into the inlet housing 11 of the turbine 12, which is due to the close-coupled arrangement of the turbine 12.
  • FIG. 2 shows schematically and in section a second embodiment of the cylinder head 1 together with a portion of the inlet housing 11 of a turbine 12. It should only the differences from those in FIG. 1 Otherwise, reference will be made to FIG. 1 , The same reference numerals have been used for the same components.
  • the inner wall portion 9b extends at the in FIG. 2 illustrated embodiment beyond the outside 8 of the cylinder head 1 and into the inlet region 11 of the turbine 12 into it.
  • the inner wall section 9b is modular in construction, with the cylinder head 1 forming a first section 9b 'and the inlet section 11 of the turbine 12 forming a further section 9b "which continues the first section 9b'.
  • the Abgasabriossystem exits from the cylinder head 1 in the form of two outlet openings.
  • the exhaust gas streams of the partial exhaust gas lines 6 are also separated from one another by the inner wall section 9b, 9b "after leaving the cylinder head 1.
  • the entire exhaust gas line 7 is formed by the inlet housing 11 of the turbine 12.
  • the end of the first section 9b ' which projects into the Abgasabriossystem, has a distance from the outer side 8 of the cylinder head 1, which is why the formed by the inlet housing 11 section 9b "protrudes into the cylinder head 1 to continue the first section 9b' to continue can.
  • FIG. 3 shows schematically and in section a third embodiment of the cylinder head 1. It should only the differences from the in FIG. 1 Otherwise, reference will be made to FIG. 1 , The same reference numerals have been used for the same components.
  • the inner wall portion 9b extends at the in FIG. 3 Rather, the free end 9 c of the inner wall portion 9 b has a distance ⁇ d from the outer side 8 of the cylinder head 1 on.
  • the free end 9 c of the inner wall portion 9 b has a plane A extending parallel to the outer side 8 of the cylinder head 1 and through the outlet openings of the cylinder, a perpendicular to the plane A extending distance ⁇ L on.

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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)
  • Supercharger (AREA)
EP11169411.3A 2011-06-10 2011-06-10 Moteur à combustion interne doté de quatre cylindres agencés en série Active EP2532869B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP11169411.3A EP2532869B1 (fr) 2011-06-10 2011-06-10 Moteur à combustion interne doté de quatre cylindres agencés en série
EP12157315A EP2532870A1 (fr) 2011-06-10 2012-02-28 Procédé de fonctionnement d'un moteur à combustion interne doté d'au moins quatre cylindres agencés en ligne
US13/475,675 US9080510B2 (en) 2011-06-10 2012-05-18 Internal combustion engine having an interference reducing exhaust manifold
CN201210191076.8A CN102817739B (zh) 2011-06-10 2012-06-11 具有干扰减少排气歧管的内燃发动机
RU2012124240A RU2606464C2 (ru) 2011-06-10 2012-06-13 Двигатель внутреннего сгорания с четырьмя расположенными в ряд цилиндрами и способ его эксплуатации

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11169411.3A EP2532869B1 (fr) 2011-06-10 2011-06-10 Moteur à combustion interne doté de quatre cylindres agencés en série

Publications (2)

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EP2532869A1 true EP2532869A1 (fr) 2012-12-12
EP2532869B1 EP2532869B1 (fr) 2023-09-13

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EP11169411.3A Active EP2532869B1 (fr) 2011-06-10 2011-06-10 Moteur à combustion interne doté de quatre cylindres agencés en série
EP12157315A Withdrawn EP2532870A1 (fr) 2011-06-10 2012-02-28 Procédé de fonctionnement d'un moteur à combustion interne doté d'au moins quatre cylindres agencés en ligne

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EP12157315A Withdrawn EP2532870A1 (fr) 2011-06-10 2012-02-28 Procédé de fonctionnement d'un moteur à combustion interne doté d'au moins quatre cylindres agencés en ligne

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US (1) US9080510B2 (fr)
EP (2) EP2532869B1 (fr)
CN (1) CN102817739B (fr)
RU (1) RU2606464C2 (fr)

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DE102012200014A1 (de) * 2012-01-02 2013-07-04 Ford Global Technologies, Llc Mehrzylinder-Brennkraftmaschine undVerfahren zum Betreiben einer derartigen Mehrzylinder-Brennkraftmaschine
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US9080510B2 (en) 2015-07-14
EP2532870A1 (fr) 2012-12-12
US20120312002A1 (en) 2012-12-13
CN102817739B (zh) 2016-09-28
CN102817739A (zh) 2012-12-12
EP2532869B1 (fr) 2023-09-13
RU2012124240A (ru) 2013-12-20

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