EP2532869B1 - Brennkraftmaschine mit mindestens vier in Reihe angeordneten Zylindern - Google Patents

Brennkraftmaschine mit mindestens vier in Reihe angeordneten Zylindern Download PDF

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Publication number
EP2532869B1
EP2532869B1 EP11169411.3A EP11169411A EP2532869B1 EP 2532869 B1 EP2532869 B1 EP 2532869B1 EP 11169411 A EP11169411 A EP 11169411A EP 2532869 B1 EP2532869 B1 EP 2532869B1
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EP
European Patent Office
Prior art keywords
exhaust
cylinder head
cylinder
cylinders
combustion engine
Prior art date
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Application number
EP11169411.3A
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German (de)
English (en)
French (fr)
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EP2532869A1 (de
Inventor
Kai Kuhlbach
Ludwig Stump
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Priority to EP11169411.3A priority Critical patent/EP2532869B1/de
Priority to EP12157315A priority patent/EP2532870A1/de
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/de
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Publication of EP2532869B1 publication Critical patent/EP2532869B1/de
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Classifications

    • 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
    • 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
    • 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 an internal combustion engine with at least one cylinder head with the features of the preamble of claim 1.
  • a manifold device for a four-cylinder in-line engine in which two exhaust pipes and thus the exhaust gases from the combustion chambers of two cylinders are brought together to form a partial exhaust pipe, with these two partial exhaust pipes then being combined.
  • a cylinder head for an internal combustion engine is known, with the exhaust pipes of a four-cylinder in-line engine being structurally integrated into the cylinder head.
  • Each cylinder is equipped with two exhaust pipes, with two exhaust pipes being combined to form a partial exhaust pipe and the partial exhaust pipes shown in this way being continued in three separate exhaust gas discharge pipes.
  • Two exhaust pipes of the two inner cylinders are brought together, the remaining exhaust pipes of the two inner cylinders being merged with the partial exhaust pipes of the two outer cylinders, so that a total of three exhaust gas discharge pipes are shown.
  • Internal combustion engines have a cylinder block and at least one cylinder head, which are connected to each other to form the cylinders.
  • the cylinder block has cylinder bores to accommodate the pistons or 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 almost exclusively operated using a four-cycle operating procedure. As part of the charge cycle, the combustion gases are pushed out via the outlet openings of at least four cylinders and the combustion chambers are filled with fresh mixture or charge air via the inlet openings.
  • an internal combustion engine requires control elements and actuating devices for actuating these control elements.
  • lift valves are almost exclusively used as control elements in four-stroke engines, which carry out an oscillating lifting movement during operation of the internal combustion engine and in this way release and close the inlet and outlet openings.
  • the valve actuation mechanism required to move the valves, including the valves themselves, is called the valve train.
  • the at least one cylinder head usually serves to accommodate this valve train.
  • valve train It is the job of the valve train to release or close the inlet and outlet openings of the cylinders in a timely manner, with the aim of quickly releasing the largest possible flow cross sections in order to reduce throttling losses in the inlet and outlet. to keep the outflowing gas flows low and to ensure that the combustion chambers are filled as well as possible with fresh mixture or an effective, ie complete, removal of the exhaust gases.
  • the exhaust pipes that connect to the exhaust openings are at least partially integrated in the cylinder head.
  • the exhaust pipes of the cylinders are usually combined to form a common exhaust pipe or in groups to form several exhaust pipes.
  • the combination of exhaust pipes to form an overall exhaust pipe is generally referred to as an exhaust manifold in the context of the present invention, whereby the section of the overall exhaust pipe, which lies upstream of a turbine that may be arranged in the overall exhaust pipe, can also be viewed as belonging to the exhaust manifold.
  • the inlet area or the inlet housing of a turbine can also be viewed as belonging to the exhaust manifold, namely when the turbine is arranged close to the engine and a clear separation between the inlet area and the entire exhaust pipe cannot be made.
  • the exhaust pipes of four cylinders are combined to form a single exhaust pipe to form an exhaust manifold.
  • the exhaust pipes of the cylinders are brought together in stages in such a way that the at least one exhaust pipe of an external cylinder and the at least one exhaust pipe of the adjacent internal cylinder merge to form a partial exhaust pipe and the two partial exhaust pipes of the four cylinders formed in this way to form an overall exhaust pipe merge.
  • the designed exhaust manifold can be partially or completely integrated in the at least one cylinder head.
  • the exhaust gas removal system exits on the outside of the cylinder head.
  • the evacuation of the combustion gases from a cylinder of the internal combustion engine as part of the charge cycle is essentially based on two different mechanisms. If the exhaust valve opens near bottom dead center at the beginning of the gas cycle, the combustion gases flow due to the towards the end of the Combustion in the cylinder prevailing high pressure levels and the associated high pressure difference between the combustion chamber and the exhaust tract at high speed through the outlet opening into the exhaust gas discharge system.
  • This pressure-driven flow process is accompanied by a high pressure peak, which is also referred to as a pre-exhaust surge and propagates along the exhaust pipe at the speed of sound, with the pressure decreasing, i.e. reducing, to a greater or lesser extent as the distance increases and depending on the pipe routing due to friction.
  • the dynamic wave processes or pressure fluctuations in the exhaust gas removal system are the reason why the offset cylinders of a multi-cylinder internal combustion engine can influence one another during the charge change, and in particular can also hinder one another.
  • the result can be a deteriorated torque characteristic or a reduced power offering. If the exhaust pipes of the individual cylinders are separated from one another for a longer distance, the mutual influence of the cylinders during the gas cycle can be counteracted.
  • pressure fluctuations in gaseous media propagate as waves, which run through the exhaust pipes and are reflected at open or closed pipe ends.
  • the exhaust gas flow or the local exhaust gas pressure in the exhaust gas removal system then results from the superposition of the leading and reflected waves.
  • the pressure waves that emanate from a cylinder run not only through the at least one exhaust line of this cylinder, but also along the exhaust lines of the other cylinders, possibly up to the outlet opening provided at the end of the respective line .
  • Exhaust gas that has already been pushed out or discharged into an exhaust gas line during the gas exchange can thus enter the cylinder again as a result of the pressure wave emanating from another cylinder.
  • the greatest possible integration of the combination of the exhaust pipes 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 gas aftertreatment systems should be as short as possible so that the exhaust gases are given little time to cool down and the exhaust gas 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 aim is to have the turbine as close as possible to the outlet, i.e. H. the exhaust openings of the cylinders, in order to be able to optimally use the exhaust gas enthalpy of the hot exhaust gases, which is largely determined by the exhaust gas pressure and the exhaust gas temperature, and to ensure a quick response of the turbocharger.
  • the thermal inertia and the volume of the line system between the exhaust openings of the cylinders and the turbine should also be minimized, which is why the greatest possible integration of the exhaust manifold into the cylinder head is expedient.
  • Compensating for the shortening of the exhaust pipes caused by the greatest possible integration into the cylinder head by making the cylinder head wider - perpendicular to the longitudinal axis of the cylinder head - is only possible to a limited extent, as there are strict limits to this approach for reasons of crash behavior, in particular sufficient space in the engine compartment must be available for unhindered deformation.
  • the first task is solved by an internal combustion engine with at least one cylinder head with the features of claim 1.
  • the exhaust pipes of the four cylinders of the at least one cylinder head of the internal combustion engine are grouped, i.e. H. in pairs, brought together, with an external cylinder and the adjacent internal cylinder forming a pair of cylinders, the exhaust pipes of which merge to form a partial exhaust pipe.
  • these partial exhaust pipes are then merged downstream in the exhaust gas discharge system to form an overall exhaust pipe. This shortens the total distance of all exhaust pipes.
  • the gradual merging of the exhaust pipes into one overall exhaust pipe also contributes to a more compact, i.e. H. less voluminous design.
  • the exhaust gas flows of the two cylinder groups are kept separated from each other for longer than the exhaust gas flows within a group.
  • the design of the partial exhaust pipes and their long separation from one another have the effect that one group of cylinders does not hinder the other group of cylinders during the gas exchange, or at least to a lesser extent. This alleviates the problem of the cylinders influencing each other during the gas exchange.
  • variants can 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 .
  • the ignition times measured in °CA, are the following: 0 - 180 - 360 - 540.
  • the cylinders of a cylinder group are fired 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 one after the other, starting on the side opposite the clutch.
  • An internal combustion engine can also have two cylinder heads, for example if the cylinders are distributed over two cylinder banks.
  • the combination of the exhaust pipes in the two cylinder heads can then also be used to improve the gas exchange and to improve the torque available.
  • the exhaust manifold As already described, it is advantageous to integrate the exhaust manifold as far as possible into the at least one cylinder head, i.e. H.
  • the exhaust pipes should be brought together as extensively as possible in the cylinder head, as this leads to a more compact design, allows dense packaging and results in cost and weight advantages.
  • the at least one exhaust pipe of an external cylinder and the at least one exhaust pipe of the adjacent internal cylinder each lead together within the at least one cylinder head to form a partial exhaust pipe.
  • the exhaust pipes of each of the two cylinder groups are brought together to form a partial exhaust pipe belonging to this cylinder group within the cylinder head.
  • Embodiments of the internal combustion engine are advantageous in which the inner wall section extends in the direction of the outside of the at least one cylinder head perpendicular to the longitudinal axis of the at least one cylinder head by a distance ⁇ s further than the outer wall sections, whereby: ⁇ s ⁇ 5 mm.
  • Embodiments of the internal combustion engine are advantageous in which the free end of the inner wall section, which projects into the exhaust gas discharge system, has a distance ⁇ d from the outside of the at least one cylinder head, which runs perpendicular to the longitudinal axis of the at least one cylinder head, whereby: ⁇ d ⁇ 30 mm , preferably ⁇ d ⁇ 20 mm.
  • the present embodiment is characterized by a very compact design that has all the advantages that an exhaust manifold that is completely integrated into the cylinder head brings with it.
  • Embodiments of the internal combustion engine are advantageous in which the free end of the inner wall section, which projects into the exhaust gas discharge system, is a distance ⁇ perpendicular to plane A from a plane A, which runs parallel to the outside of the at least one cylinder head and through the exhaust openings of the cylinders L has with ⁇ L ⁇ D , where D is the diameter of a cylinder. It is assumed that the outside is perpendicular to a mounting plane on which the at least one cylinder head can be connected to a cylinder block. Otherwise, plane A is not parallel to the outside, but rather perpendicular to this mounting plane.
  • Plane A is considered to pass through the exhaust ports of the cylinders if plane A intersects the center lines of the exhaust ports, i.e. H. includes the centers of the outlet openings.
  • the distance ⁇ L largely determines the distance over which the exhaust gas flows of the partial exhaust pipes are separated from one another. The larger the distance ⁇ L is chosen, the greater the length of the partial exhaust pipes and the less the cylinders can influence each other during the gas 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 pipe.
  • the exhaust pipes of the cylinders merge outside the at least one cylinder head to form an overall exhaust pipe.
  • the exhaust pipes of the cylinders are also brought together within the cylinder head to form partial exhaust pipes, with these partial exhaust pipes being merged outside the at least one cylinder head to form an overall exhaust pipe.
  • the exhaust manifold is then constructed in a modular manner and is composed of a manifold section integrated in the cylinder head and an external manifold or manifold section.
  • the dynamic wave processes occurring in the exhaust gas discharge system may require an external manifold or external manifold section in order to optimize the gas exchange and in this way ensure a satisfactory torque characteristic.
  • the inner wall section which projects into the exhaust gas discharge system, extends to the outside of the at least one cylinder head.
  • the exhaust gas flows of the partial exhaust pipes are separated from one another by the inner wall section until they leave the cylinder head, so that the exhaust gas discharge system exits the cylinder head in the form of two outlet openings.
  • the exhaust pipes of the cylinders or the partial exhaust pipes are brought together downstream of the cylinder head and thus only outside the cylinder head to form an overall exhaust pipe.
  • the inner wall section which projects into the exhaust gas discharge system, extends beyond the outside of the at least one cylinder head.
  • the exhaust gas flows of the partial exhaust pipes are separated from one another by the inner wall section even after leaving the cylinder head.
  • the exhaust gas removal system emerges from the cylinder head in the form of two outlet openings.
  • the inner wall section is formed in one piece with the at least one cylinder head, with the wall section protruding from the cylinder head in the unassembled state of the internal combustion engine and protruding outwards.
  • the inner wall section can also be constructed modularly, but this is not covered by the scope of protection of the main claim, with a first section being formed by the at least one cylinder head and a further section continuing the first section being formed by an external manifold section.
  • the inlet housing of a turbine arranged in the overall exhaust pipe can also serve to form the inner wall section, i.e. H. be used and form the further section. In the latter two embodiments, the section formed by the external manifold section or the inlet housing can also protrude into the cylinder head.
  • Internal combustion engines of the type described are particularly suitable for charging by means of exhaust gas turbocharging, whereby the at least one turbine should be arranged as close as possible to the engine.
  • internal combustion engines with at least one exhaust gas turbocharger are advantageous, with the turbine of the at least one exhaust gas turbocharger being arranged in the overall exhaust line and having an inlet area for supplying the exhaust gases. This means that all of the exhaust gas from the four cylinders is fed to the turbine.
  • an exhaust gas turbocharger for example compared to a mechanical supercharger, uses the exhaust energy of the hot exhaust gases.
  • the energy delivered to the turbine by the exhaust gas flow is used to drive a compressor, which conveys and compresses the charge air supplied to it, thereby charging the cylinders. If necessary, charge air cooling is provided to cool the compressed combustion air before it enters the cylinders.
  • the primary purpose of charging is to increase the performance of the internal combustion engine.
  • supercharging is also a suitable means of shifting the load spectrum towards higher loads under the same vehicle conditions, which can reduce specific fuel consumption.
  • a drop in torque is often observed when the engine speed falls below a certain level.
  • Attempts are made to improve the torque characteristics of a turbocharged internal combustion engine using various measures. For example, by making the turbine cross-section small and simultaneously blowing off exhaust gases. Such a turbine is also known as a waste gate turbine. If the exhaust gas mass flow exceeds a critical size, part of the exhaust gas flow is guided past the turbine or the turbine impeller by means of a bypass line by opening a shut-off element as part of the so-called exhaust gas blow-off.
  • the torque characteristics of a turbocharged internal combustion engine can also be determined by several turbochargers arranged in parallel or in series, i.e. H. can be improved by several turbines arranged in parallel or in series.
  • the turbine can also be equipped with a variable turbine geometry, which allows 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 are arranged in the inlet area of the turbine to influence the direction of flow. In contrast to the blades of the rotating impeller, the guide blades do not rotate with the shaft of the turbine.
  • the guide vanes are not only stationary, but also completely immovable in the inlet area, i.e. H. rigidly fixed.
  • the guide blades are arranged stationary, but are not completely immovable, but can be rotated about their axis, so that the flow against 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.
  • Turbocharged internal combustion engines are subject to higher thermal loads than naturally aspirated engines, which is why higher demands are placed on cooling.
  • Liquid cooling requires the internal combustion engine to be equipped, i.e. H. the cylinder head or cylinder block, with an integrated coolant jacket, i.e. H. the arrangement of coolant channels leading the coolant through the cylinder head or cylinder block.
  • the heat is transferred inside the component to the coolant, usually water mixed with additives.
  • the coolant is pumped using a pump arranged in the cooling circuit so that it circulates in the coolant jacket. In this way, the heat given off to the coolant is removed from the interior of the head or block and removed from the coolant again in a heat exchanger.
  • embodiments are advantageous which are characterized in that the inner wall section, which projects into the exhaust gas discharge system, is advantageous extends into the inlet area of the turbine.
  • the inner wall section can in principle and also in connection with the above-mentioned embodiment be formed in one piece with the at least one cylinder head.
  • inventions can also be advantageous, but are not covered by the scope of protection of the main claim, in which the inner wall section is constructed modularly, with the at least one cylinder head forming a partial section and the inlet area of the turbine forming a further partial section.
  • the inner wall section is constructed modularly, with the at least one cylinder head forming a partial section and the inlet area of the turbine forming a further partial section.
  • the internal wall section has a modular structure, with the at least one cylinder head forming a partial section and an external manifold section forming a further partial section.
  • Embodiments of the internal combustion engine in which each cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder are advantageous.
  • the aim is to quickly release the largest possible flow cross sections during the gas exchange in order to keep the throttling losses in the outflowing exhaust gas flows low and to ensure effective removal of the exhaust gases. It is therefore advantageous to equip the cylinders with two or more exhaust openings.
  • a method for operating an internal combustion engine according to a previously described type is shown, the cylinders of which are equipped with ignition devices to initiate spark ignition, the cylinders being ignited in the order 1 - 2 - 4 - 3, the cylinders starting with an external cylinder are counted and numbered in sequence along the longitudinal axis of the at least one cylinder head.
  • Figure 1 shows schematically and in section a first embodiment of the cylinder head 1 together with a section of the inlet housing 11 of a turbine 12.
  • the cylinder head 1 has four cylinders 3, which run along the longitudinal axis 2 of the cylinder head 1, i.e. H. are arranged in series.
  • the cylinder head 1 thus has two external cylinders 3a and two internal cylinders 3b.
  • Each cylinder 3 has two outlet openings 4, to which exhaust pipes 5 of the exhaust gas discharge system are connected for discharging the exhaust gases.
  • the exhaust pipes 5 of the cylinders 3 gradually merge to form a total exhaust pipe 7, with the two exhaust pipes 5 of an external cylinder 3a and the two exhaust pipes 5 of the adjacent internal cylinder 3b merging to form a partial exhaust pipe 6 belonging to this pair of cylinders, before the two partial exhaust pipes 6 of the four Bring cylinders 3, 3a, 3b together to form an overall exhaust pipe 7.
  • the two exhaust pipes 5 of an external cylinder 3a and the two exhaust pipes 5 of the adjacent internal cylinder 3b are separated from each other in sections by an external wall section 9a, which protrudes into the exhaust gas discharge system, and the two partial exhaust pipes 6 and the exhaust pipes 5 of the two internal cylinders 3b in sections through an internal wall section 9b, which also projects into the exhaust gas discharge system.
  • Both the inner wall section 9b and the outer wall sections 9a are formed in one piece with the cylinder head 1.
  • the outer wall sections 9a extend less far towards the outside 8 of the cylinder head 1 than the inner wall section 9b.
  • the inner wall section 9b extends in the direction of the outside 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 projects beyond the outer wall sections 9a by the distance ⁇ s .
  • the inner wall section 9b extends with the free end 9c to the outside 8 of the cylinder head 1, so that the exhaust gas flows of the partial exhaust pipes 6 until they leave the cylinder head 1 through the inner wall section 9b are separated from each other and the exhaust gas discharge system emerges from the cylinder head 1 in the form of two outlet openings.
  • the exhaust pipes 5 of the cylinders 3 or the partial exhaust pipes 6 of the cylinder pairs are only brought together outside the cylinder head 1 to form a total exhaust pipe 7.
  • the exhaust manifold 10 is only partially integrated in the cylinder head 1.
  • the manifold section 10b located inside the cylinder head 1 is replaced by a manifold section 10a located outside the cylinder head 1, i.e. H. an external manifold section 10a, supplemented.
  • the turbine 12 of an exhaust gas turbocharger is arranged in the overall exhaust line 7 and is equipped with an inlet region 11 for supplying the exhaust gases to the cylinders 3.
  • the entire exhaust line 7 or the exhaust manifold 10 merges smoothly into the inlet housing 11 of the turbine 12, which is due to the arrangement of the turbine 12 close to the engine.
  • Figure 2 shows schematically and in section an embodiment of the cylinder head 1 together with a section of the inlet housing 11 of a turbine 12. Only the differences from that in Figure 1 illustrated embodiment are discussed, which is why reference is also made to Figure 1 . The same reference numbers were used for the same components.
  • the inner wall section 9b extends at the in Figure 2 illustrated embodiment beyond the outside 8 of the cylinder head 1 and into the inlet area 11 of the turbine 12.
  • the inner wall section 9b has a modular structure, which is not covered by the scope of protection of the main claim, with the cylinder head 1 forming a first section 9b' and the inlet region 11 of the turbine 12 forming a further section 9b", which continues the first section 9b' .
  • the exhaust gas removal system exits the cylinder head 1 in the form of two outlet openings.
  • the exhaust gas flows from the partial exhaust pipes 6 continue to flow through the internal cylinder head 1 even after it leaves Wall section 9b, 9b" separated from each other.
  • the overall exhaust pipe 7 is formed in the present case by the inlet housing 11 of the turbine 12.
  • the end of the first section 9b', which projects into the exhaust gas discharge system, is at a distance from the outside 8 of the cylinder head 1, which is why the section 9b" formed by the inlet housing 11 protrudes into the cylinder head 1 in order to continue the first section 9b' can.
  • Figure 3 shows schematically and in section an embodiment of the cylinder head 1 that is not included in the scope of protection of the main claim. Only the differences from that in Figure 1 illustrated embodiment are discussed, which is why reference is also made to Figure 1 . The same reference numbers were used for the same components.
  • the inner wall section 9b extends at the in Figure 3 illustrated embodiment does not extend to the outside 8 of the cylinder head 1. Rather, the free end 9c of the inner wall section 9b has a distance ⁇ d from the outside 8 of the cylinder head 1.
  • the exhaust pipes 5 of the cylinders 3 come together within the cylinder head 1 to form an integrated exhaust manifold 10 to form an overall exhaust pipe 7.
  • the exhaust gas removal system exits the cylinder head 1 in the form of a single opening.
  • the free end 9c of the inner wall section 9b has a distance ⁇ L that runs perpendicular to the plane A from a plane A, which runs parallel to the outside 8 of the cylinder head 1 and through the exhaust openings of the cylinders.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Silencers (AREA)
  • Supercharger (AREA)
EP11169411.3A 2011-06-10 2011-06-10 Brennkraftmaschine mit mindestens vier in Reihe angeordneten Zylindern Active EP2532869B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP11169411.3A EP2532869B1 (de) 2011-06-10 2011-06-10 Brennkraftmaschine mit mindestens vier in Reihe angeordneten Zylindern
EP12157315A EP2532870A1 (de) 2011-06-10 2012-02-28 Verfahren zum Betreiben einer Brennkraftmaschine mit mindestens vier in Reihe angeordneten Zylindern
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

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EP2660452A1 (de) 2012-05-03 2013-11-06 Ford Global Technologies, LLC Flüssigkeitsgekühlte Mehrzylinder-Brennkraftmaschine und Verfahren zum Betreiben einer derartigen Brennkraftmaschine
DE102014207563A1 (de) * 2014-04-22 2015-10-22 Ford Global Technologies, Llc Verfahren zum Betreiben einer Brennkraftmaschine mit mindestens sechs in Reihe angeordneten Zylindern
DE102014208719A1 (de) * 2014-05-09 2015-11-12 Ford Global Technologies, Llc Brennkraftmaschine mit Zylinderabschaltung und Abgasrückführung und Verfahren zur Zylinderabschaltung bei einer derartigen Brennkraftmaschine
JP6139463B2 (ja) * 2014-05-20 2017-05-31 トヨタ自動車株式会社 内燃機関
JP7062967B2 (ja) * 2018-01-23 2022-05-09 マツダ株式会社 多気筒エンジン
US11143093B2 (en) * 2020-01-06 2021-10-12 Power Solutions International, Inc. Fluid-cooled manifolds and engine systems
CN115030842B (zh) * 2022-08-10 2022-11-29 潍柴动力股份有限公司 一种egr路线用的排气管
CN115324702B (zh) * 2022-10-14 2023-03-21 潍柴动力股份有限公司 一种配置导流模块的排气歧管及其参数确定方法

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JPS5230402Y2 (ru) * 1975-04-22 1977-07-12
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EP2532869A1 (de) 2012-12-12
RU2012124240A (ru) 2013-12-20
CN102817739A (zh) 2012-12-12
US20120312002A1 (en) 2012-12-13
EP2532870A1 (de) 2012-12-12
US9080510B2 (en) 2015-07-14
RU2606464C2 (ru) 2017-01-10
CN102817739B (zh) 2016-09-28

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