EP3310509B1 - Moteur à combustion interne à pistons et procédé de fabrication d'un moteur à combustion interne à piston - Google Patents

Moteur à combustion interne à pistons et procédé de fabrication d'un moteur à combustion interne à piston Download PDF

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Publication number
EP3310509B1
EP3310509B1 EP16754390.9A EP16754390A EP3310509B1 EP 3310509 B1 EP3310509 B1 EP 3310509B1 EP 16754390 A EP16754390 A EP 16754390A EP 3310509 B1 EP3310509 B1 EP 3310509B1
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EP
European Patent Office
Prior art keywords
crankcase
assembly
cylinder head
composite
cylinders
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.)
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Application number
EP16754390.9A
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German (de)
English (en)
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EP3310509A2 (fr
Inventor
Christian REBMANN
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.)
Neue Halberg-Guss GmbH
NEUE HALBERG GUSS GmbH
Original Assignee
Neue Halberg-Guss GmbH
NEUE HALBERG GUSS GmbH
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Publication of EP3310509A2 publication Critical patent/EP3310509A2/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 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/102—Attachment of cylinders to crankcase
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22D—CASTING OF METALS; CASTING OF OTHER SUBSTANCES BY THE SAME PROCESSES OR DEVICES
    • B22D19/00—Casting in, on, or around objects which form part of the product
    • B22D19/0009—Cylinders, pistons
    • 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 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/108—Siamese-type cylinders, i.e. cylinders cast together
    • 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
    • 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
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • 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
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • 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
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0085—Materials for constructing engines or their parts
    • 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
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting

Definitions

  • the present invention relates to a reciprocating internal combustion engine and a method for manufacturing a reciprocating internal combustion engine.
  • crankcases have intricate internal spaces which, in the finishing process, require complicated cleaning to remove the sand and / or silt residue from the foundry process.
  • cylinder crankcases today have a variety of integrated molded internal functions, such as water jackets, passages and channels for water or oil, which must be cleaned after casting. To make matters worse, that for engine components, the requirements for component cleanliness and the residual dirt requirements have risen sharply in recent times.
  • centrifugal blast machines are used for cleaning, which essentially clean the outer contours of residues of the casting process.
  • Inner contours are usually cleaned with pressure blast equipment, whereby the hand process and type-specific special machines dominate because of the complex interiors.
  • Reciprocating internal combustion engines comprising a cylinder head, a crankcase and a composite, wherein the outer wall portions of the cylinder of the composite and the wall portions of the recess for receiving the composite of the crankcase form a coolant space, are for example from US 3,168,081 A and US 2006/037566 A1 known.
  • a reciprocating internal combustion engine comprising a cylinder head, a crankcase and a composite
  • the crankcase comprises a recess for receiving the composite
  • the composite comprises at least two cylinders and a plate-shaped cylinder head bearing surface connecting them, wherein the composite is formed in one piece
  • the plate-shaped cylinder head support surface has a recess for each cylinder and wherein the composite is insertable into a crankcase of a reciprocating internal combustion engine or can be placed on a crankcase of a reciprocating internal combustion engine and wherein the bond between the cylinder head and the crankcase and in the recess for receiving the composite is arranged and wherein the outer wall portions of the cylinder of the composite and the wall portions of the recess for receiving the composite of the crankcase form a coolant space, achieved in that at least a coolant guide is arranged between the cylinders of the assembly, wherein the coolant guide of the composite is realized by drilling through the intermediate region of two adjacent cylinders and / or by
  • a composite is arranged, wherein the composite is integrally formed and is inserted into a crankcase of a reciprocating internal combustion engine or placed with the plate-shaped cylinder head bearing surface on the crankcase and with the Cylinders is inserted into the recess of the crankcase for receiving the cylinders of the composite, and wherein the plate-shaped cylinder head support surface is for supporting the cylinder head and has a recess for each cylinder.
  • a coolant guide is arranged between the cylinders, wherein the coolant guide by drilling through the intermediate region of two adjacent, possibly connected cylinder and / or by a cooling channel core in the intermediate region of two adjacent, possibly connected, cylinder is realized.
  • the water jacket geometry will have a thickness of less than 5mm, preferably less than 3.5mm.
  • the at least two cylinders connecting plate-shaped cylinder head bearing surface is placed on the crankcase or inserted into the recess for receiving the composite.
  • mounted means that the cylinder head bearing surface covers or overlaps the recess of the crankcase.
  • Unsed in this context means that the cylinder head bearing surface can be positively inserted into the recess of the crankcase.
  • the recess of the crankcase may have at least one inwardly directed at least partially circumferential projection or seat, so that the outer region of the cylinder head bearing surface can rest on the projection or seat.
  • the recess of the crankcase for receiving the composite in its geometry is designed such that the composite at least partially, at least the cylinder, can be arranged in the crankcase.
  • the recess for receiving the composite corresponds in its internal geometry of the outer geometry of the at least two cylinders.
  • the cylinders can therefore be accurately inserted into the crankcase.
  • the recess for receiving the composite in its upper inner geometry corresponds to the outer geometry of the plate-shaped cylinder head bearing surface, wherein it can be provided that the plate-shaped cylinder head support surface is held by a circumferential projection in the recess.
  • crankcase By a separate production of the composite and the "open" crankcase, there are further advantages for the production of the crankcase. For example, a significantly simplified accessibility for component-internal supply measures is achieved, whereby the structure in the bearing block area can be positively influenced by the use of cooling elements with regard to the resulting mechanical properties. Furthermore, it is advantageous that the cleaning of the "open" crankcase is simplified, whereby the residual dirt requirements can be met much easier.
  • crankcase according to the invention can be produced in a cost-effective and easy-to-control alloys requirements.
  • tread coatings for example, the masking (cover) to avoid overspray and additional cleaning steps after spraying in the crankcase area can be omitted.
  • the one-piece design of the multi-cylinder composite advantageously ensures that the composite can be produced as a separate component.
  • Various methods can be used for the production.
  • the component is cast.
  • the production of the composite is achieved by a deep-drawing process or the forging of the composite using, for example, aluminum-copper wrought alloys.
  • the plate-shaped cylinder head bearing surface of the multi-cylinder composite that this is free formable in its geometry.
  • the thickness of the plate-shaped cylinder head bearing surface can be produced according to the resulting loads.
  • the plate-shaped cylinder head bearing surface has greater thicknesses in loaded areas and minimum thicknesses in unloaded areas.
  • the geometry of the plate-shaped cylinder head bearing surface can be freely designed, for example such that the plate-shaped cylinder head bearing surface is adapted to the geometry of the crankcase and the cylinder head.
  • the outer cylinder walls can be freely designed according to the requirements.
  • a force flow and / or requirement-optimized support structure such as rib reinforcements and the like or cooling ribs, can be realized on the outer cylinder walls.
  • the support structure (ribs) is arranged on the cylinder walls such that a flow optimization is achieved.
  • the support structure (ribs) is already produced in the production of the cylinder.
  • At least one coolant guide or web cooling is arranged between the cylinders.
  • the composite with its cylinder geometries and the plate-shaped cylinder head bearing surface is not produced together with the cylinder crankcase, but separately manufactured and can be used in this or placed on this (the plate-shaped cylinder head bearing surface rests on the crankcase, wherein the cylinders protrude into the crankcase), can the coolant supply very universal, individual and without restrictions regarding position, eg also directly below and parallel to the cylinder head bearing surface, are produced.
  • the cylinders there is at least one recess between at least two adjacent cylinders so that coolant can pass from one side of the composite through the recess onto the opposite side of the assembly. Accordingly, the cylinders are also cooled in the area between the cylinders. It can be provided that a coolant guide is arranged between all adjacent cylinders. Likewise it can be provided that the coolant guide only between some cylinders, e.g. in every second area between two adjacent cylinders.
  • the cylinder tube shape and cylinder tube wall can be freely designed according to the requirements.
  • the design of the cylinder tube shape is important to counteract the deformation by the screw.
  • the cylinder tube wall may be convex (arched outward), concave (inwardly curved), sinusoidal, step-shaped, or as a mixture of the foregoing be configured or provided with support structures, cooling fins or the like.
  • the formable cylinder tube shape and cylinder tube wall have the advantage that the cylinder wall thickness can be increased in the range of high ignition pressures.
  • a flow optimization can be achieved. For example, a higher flow rate is made possible by a customized design.
  • crankcase can be made as an "open" crankcase and the cylinder can before the insertion can be easily edited, which allows a great deal of freedom in the design of the cylinder outer wall.
  • crankcase internal feeds such as nonferrous alloys or iron base materials
  • the invention also allows the currently very much sought after, completely separate coolant management of the cylinder head and crankcase, since no openings for storage of the usual water jacket or Losteilschieber are required. So a closed head area is possible.
  • the plate-shaped cylinder head bearing surface can also, depending on requirements, be opened locally to allow a connection between the coolant chamber and water space of the crankcase to the coolant chamber and water space of the head.
  • the plate-shaped cylinder head bearing surface is configured in its dimensions such that it is largely introduced positively into the open crankcase.
  • An embodiment of the invention provides that the outer wall of the cylinder have at least one horizontally at least partially encircling bead.
  • the bead is preferably formed as a sealing bead.
  • the sealing bead is preferably arranged on the cylinder such that a seal between a coolant space or water space (formed by the outer walls of the cylinders and the upper inner walls of the crankcase) and the lower crankcase is achieved.
  • the composite thus offers the described advantages the possibility of improving internal combustion engines for current and future higher ignition pressures and higher temperature loads in the top plate and cylinder land, and cylinder tube.
  • the composite according to the invention can be used to solve the challenges with regard to thermal shock resistance, thermal stress on the cylinder web ("gusset"), tribology, plate stiffness and stiffness, cylinder distortion, coatability of the raceways (in the case of Al-Leg.).
  • the plate-shaped cylinder head bearing surface of the composite to the recesses for each cylinder - is formed without passage.
  • this configuration it is achieved that the rigidity and structure of the cylinder head bearing surface is not weakened by passages. This also allows a simplified sealing between the cylinder head and the cylinder crankcase, since no / hardly any spills, stoppers, etc. are arranged when using a head gasket on the cylinder head bearing surface. Advantageously, this configuration further ensures that the internal combustion engine can be exposed to higher pressures. Likewise, the tendency for cracking of the cylinder head bearing surface, which is favored by passages as an initial location, can be reduced to prevented.
  • the composite is further advantageous provided that the composite of cast iron with lamellar graphite (GJL), cast iron with vermicular graphite (GJV), cast iron with nodular graphite (GJS) and / or steel and / or a combination of the aforementioned materials is made.
  • GJL lamellar graphite
  • GJV vermicular graphite
  • GJS cast iron with nodular graphite
  • the production of the internal combustion engine as a whole can be simplified, for example by casting. It is also achieved that a requirement-optimized control of the fine grain and the freedom from pores of the cylinder tube structure is made possible by the separate production without the crankcase being influenced. For example, a quenching layer can be realized close to the surface of the tread. Likewise or additionally, a continuously quenched cylinder wall can be realized. This separate treatment of the composite enables improved heat conduction and transfer into the cooling circuit as well as adjustability of the mechanical properties (tensile strength R m , yield strength R p0.2 and elongation at break A ).
  • the composite of non-ferrous materials especially aluminum alloys, such as aluminum-magnesium alloys (AlMgxx), aluminum-silicon alloys (AlSixx) with copper (Cu) and / or magnesium (Mg) and or aluminum wrought alloys, is produced.
  • aluminum alloys such as aluminum-magnesium alloys (AlMgxx), aluminum-silicon alloys (AlSixx) with copper (Cu) and / or magnesium (Mg) and or aluminum wrought alloys
  • non-ferrous materials By using non-ferrous materials to make the composite, it can be made without feeding. In particular, it is advantageous that a subsequent liner encapsulation and the subsequent joining of the liner omitted. It is particularly advantageous that only the composite of non-ferrous materials, in particular aluminum alloys, is produced, and not the complete cylinder crankcase (composite and "open" crankcase).
  • Non-ferrous materials especially those based on aluminum, make it possible to produce a coatable running surface by using cooling elements in the cylinder tube (steel molds, GJL, Ms, etc.) without affecting the crankcase.
  • a cooling groove is arranged on the cylinder head side facing the cylinder head bearing surface, which serves to reduce the temperatures in the web area. It is further provided that the cooling groove is supplied by the cylinder head with coolant.
  • a reciprocating internal combustion engine comprising a cylinder head, a crankcase and an integrally formed from a cylinder and a cylinder head bearing surface composite, wherein the plate-shaped cylinder head bearing surface has a recess for the one cylinder and wherein the crankcase a recess for receiving the one piece of a cylinder and a cylinder head bearing surface formed composite shown, in which a portion of the cylinder outer wall of the composite and the recess of the crankcase for receiving the composite form a coolant space or water space.
  • the composite described here consists of exactly one cylinder and one cylinder head bearing surface.
  • the cylinder head bearing surface may be configured according to the multi-cylinder composite. It is also contemplated that the single-cylinder composite may be made of the same materials as the multi-cylinder composite.
  • the object is also achieved by a method for producing the reciprocating internal combustion engine.
  • connection of the crankcase, the composite and the cylinder head by common methods such as screws, gluing, clamping, sealing or the like is achieved. Due to the one-piece design of the composite, it is advantageously achieved that the cylinders are hardly or not distorted when joining, since the force flow during connection (for example, by tightening cylinder head bolts) is decoupled from the cylinder ears. Due to the configuration, a slimmer cylinder wall can be further realized, which leads to a weight and thus cost reduction.
  • Fig. 1 is a composite (1) of four cylinders (2a, 2b, 2c, 2d) and a plate-shaped cylinder head bearing surface (5) connecting these cylinders, wherein the composite (1) consists of at least two cylinders (2a, 2b, 2c, 2d) and the this connecting plate-shaped cylinder head bearing surface (5) is integrally formed, shown in perspective view.
  • the plate-shaped cylinder head bearing surface (5) for each cylinder (2a; 2b; 2c; 2d) has a recess (3a; 3b; 3c; 3d).
  • the composite (1) in a ("open") crankcase (7a, 7b) of a reciprocating internal combustion engine can be used or placed on this.
  • the plate-shaped cylinder head bearing surface (5) - with the exception of the recesses (3a; 3b; 3c; 3d) - has a passage-free design for each cylinder (2a; 2b; 2c; 2d).
  • Fig. 2 shows the composite (1) of four cylinders and a connecting them plate-shaped cylinder head support surface (5) in, in comparison to Fig. 1 inverted, perspective view. Since the composite (1) is manufactured separately, it is made possible by the use of cooling elements in the cylinder tube (steel molds, GJL, Ms, ...) a coatable tread (4a, 4b, 4c, 4d) can be produced, without affecting the crankcase. It is also achieved that a requirement-optimized control of the fine grain and the freedom from pores of the cylinder tube structure is made possible by the separate production without the crankcase being influenced. For example, a quenching layer can be realized close to the surface of the tread. Likewise or additionally, a continuously quenched cylinder wall can be realized.
  • the composite (1) of four cylinders (2a, 2b, 2c, 2d) and a plate-shaped cylinder head bearing surface connecting them is shown in vertical sectional views.
  • the coolant guide (6) can be realized by drilling through the intermediate region of two adjacent longitudinally connected cylinders (2a, 2b, 2c, 2d).
  • the coolant guide (6) can be realized by a cooling channel core in the intermediate region of two adjacent longitudinally connected cylinders (2a, 2b, 2c, 2d).
  • Fig. 3c it is shown that the coolant guide (6) can be realized by freestanding cylinders (2a; 2b; 2c; 2d).
  • a cooling groove (6a) is disposed in the plate-shaped cylinder head support surface.
  • the geometry, shape and position of the cooling groove (6a) are not limited to the illustrated gap-like embodiment, but may be arranged on the cylinder head bearing surface according to need.
  • Fig. 4 shows a reciprocating internal combustion engine according to the invention, comprising a cylinder head (8) and a crankcase (7a) according to the invention, wherein between the cylinder head (8) and the crankcase (7a) a composite (1) of four cylinders and a four-cylinder connecting plate-shaped cylinder head bearing surface is arranged, in exploded view.
  • Fig. 5 is a composite (1, VR6 inline variant) and a corresponding open crankcase (7c, VR6 inline crankcase) in an exploded view.
  • the composite (1) comprises six cylinders (2, 2b, 2c, 2d, 2e, 2f) and a plate-shaped cylinder head bearing surface (5) connecting these cylinders.
  • the composite (1) is configured to be inserted into the crankcase (7c) (the plate-shaped cylinder head support surface can be approximately positively fitted on a seat in the crankcase, the cylinders are guided in the crankcase).
  • the cylinders are offset from each other in the longitudinal direction and each have a setting (to the longitudinal axis) of about 15%.
  • the cylinders (2, 2b, 2c, 2d, 2e, 2f) can be freely guided in the crankcase (7c).
  • the inner contour of the recess of the crankcase (for receiving the composite) may be substantially smooth or, as shown here, have a contour.
  • cooling grooves (6a) are shown on the plate-shaped cylinder head support surface (5).
  • the cooling grooves (6a) are at least partially arranged radially circumferentially around the recesses for the cylinder, wherein the shape, the size, the number, the depth and the position are freely designable.
  • Fig. 6 shows an inventive reciprocating internal combustion engine in exploded view.
  • the reciprocating internal combustion engine comprises a cylinder head (8) and a crankcase (7a), wherein between the cylinder head (8) and the crankcase (7a) a composite (1) of four cylinders and a plate-shaped cylinder head support surface connecting these four cylinders is arranged.
  • the composite (1) is mounted on the crankcase (7a) (the plate-shaped cylinder head bearing surface rests on the crankcase, the cylinders are guided in the crankcase).
  • On the plate-shaped cylinder head support surface three cooling grooves (6a) are shown.
  • the cooling grooves (6a) are arranged between the recesses for the cylinder.
  • Fig. 7 shows an inventive reciprocating internal combustion engine in exploded view.
  • the reciprocating internal combustion engine comprises a cylinder head (8) and a crankcase (7a), wherein between the cylinder head (8) and the crankcase (7a) a composite (1) of four cylinders and a plate-shaped cylinder head support surface connecting these four cylinders is arranged.
  • the composite (1) is positively inserted into the crankcase (the plate-shaped cylinder head bearing surface rests on a shoulder in the crankcase, so that the cylinder head bearing surface and the top of the crankcase in the assembled state are flat; are guided in the crankcase).
  • Fig. 8 is a composite (1) of four cylinders and a cylinder-connecting these cylinder plate-shaped surface, wherein the composite (1) is integrally formed, shown in a perspective view.
  • the outer walls of the cylinder have a horizontally encircling bead (14).
  • the bead (14) is preferably designed as a sealing bead and serves in the operating state (zusammenmonierter state of the reciprocating internal combustion engine) as a seal between the coolant space or water space (formed by the outer walls of the cylinder and the upper inner walls of the crankcase) and the lower crankcase.
  • the shape, the position and the size of the bead (14) can be freely designed. Also is in Fig.
  • support structures (6b) are shown on the outer cylinder walls (four shown) support structures (6b), here rib reinforcements, which may also be cooling fins, are realized. As a result, inter alia, a flow optimization is achieved.
  • the support structures (ribs) can be arranged on the outer walls of the cylinders in any desired manner (as shown, for example, longitudinally, transversely or obliquely).
  • Fig. 9a to 9f the composite (1) is arranged as an attached composite in a crankcase (7a) and shown in different views and sectional planes.
  • the patch on the crankcase composite is shown in plan view, the sectional planes for the Fig. 9b to Fig. 9f are drawn.
  • Fig. 9b shows the section plane AA
  • Fig. 9c shows the section plane BB
  • Fig. 9d shows the section plane CC
  • Fig. 9e shows the section plane DD
  • Fig. 9f shows the section plane EE.
  • the sectional plane AA is shown, wherein the composite (1) mounted and via fastening means (13), here Switzerlanderschrauben, with the crankcase (7a) is connected.
  • the tie bolts are threaded through the plate-shaped cylinder head support surface of the composite (1) into the crankcase.
  • the coolant space or water space (11) is formed by the outer walls of the cylinders and the upper inner walls of the crankcase.
  • the outer wall of the cylinder shown here has a horizontal circumferential bead (14).
  • the bead is designed as a sealing bead (s. Fig. 10e ).
  • the sealing bead is arranged on the cylinder in such a way that a seal is achieved between the coolant space or water space (11) and the lower crankcase.
  • the composite (1) is provided in the present example for better illustration with three different coolant guides (6), although each of the variants can be implemented individually in a composite, wherein Fig. 9b a slot coolant guide, in Fig. 9c , two horizontally drilled coolant guides and in Fig. 9d a coolant guide are shown by freestanding cylinders. In Fig. 9f these coolant guides are shown as section EE from left to right.
  • the coolant guides (6) are connected to the coolant space or water space (11), so that the coolant can be circulated around the cylinders.
  • the composite (1) is arranged as an inserted composite in a crankcase (7a) and shown in different views and sectional planes.
  • Fig. 10a the composite used on the crankcase is shown in plan view, wherein the sectional planes for the FIGS. 10b to 10f are drawn.
  • Fig. 10b shows the section plane AA
  • Fig. 10c shows the section plane BB
  • Fig. 10d shows the section plane CC
  • Fig. 10e shows the section plane DD
  • Fig. 10f shows the section plane EE.
  • the fastening means 13
  • the fastening means here Buchankerschrauben
  • the coolant space or water space (11) is formed by the outer walls of the cylinders and the upper inner walls of the crankcase.
  • the outer wall of the cylinder shown here has a horizontal circumferential bead (14).
  • the bead is designed as a sealing bead (s. Fig. 10e ).
  • the sealing bead is arranged on the cylinder in such a way that a seal is achieved between the coolant space or water space (11) and the lower crankcase.
  • the composite (1) is provided in the present example for better illustration with three different coolant guides (6), although each of the variants can be implemented individually in a composite, wherein Fig. 10b a slot coolant guide, in Fig.
  • Fig. 10c two horizontally drilled coolant guides and in Fig. 10d a coolant guide are shown by freestanding cylinders.
  • Fig. 10f these coolant guides are shown as section EE from left to right.
  • the coolant guides (6) are connected to the coolant space or water space (11), so that the coolant can be circulated around the cylinders.

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

Claims (6)

  1. Moteur à combustion interne à piston alternatif comprenant une culasse de cylindre (8), un carter de vilebrequin (7a ; 7b) et un élément (1),
    le carter de vilebrequin (7a ; 7b) comprenant un évidement (10) destiné à recevoir l'élément (1),
    l'élément (1) comprenant au moins deux cylindres (2a, 2b ; 2a, 2b, 2c ; 2a, 2b, 2c, 2d ; 2a, 2b, 2c, 2d, 2e, 2f) et, reliant ceux-ci, une surface de support de culasse de cylindre (5) en forme de plaque, l'élément (1) étant formé d'une seule pièce, la surface de support de culasse de cylindre (5) en forme de plaque ayant un évidement (3a ; 3b ; 3c ; 3d ; 3e ; 3f) pour chaque cylindre (2a ; 2b ; 2c ; 2d ; 2e ; 2f), et l'élément (1) pouvant être intégré dans un carter de vilebrequin (7a ; 7b ; 7c) d'un moteur à combustion interne à piston alternatif ou pouvant être placé sur un carter de vilebrequin (7a ; 7b ; 7c) d'un moteur à combustion interne à piston alternatif, et l'élément (1) étant disposé entre la culasse de cylindre (8) et le carter de vilebrequin (7a ; 7b ; 7c) ainsi que dans l'évidement (10) destiné à recevoir l'élément (1), et les zones de paroi extérieures des cylindres (2a, 2b, 2c, 2d ; 2a, 2b, 2c, 2d, 2e, 2f) de l'élément (1) et les zones de paroi de l'évidement (10) du carter (7a ; 7b ; 7c) destiné à recevoir l'élément (1) forment un espace pour un agent réfrigérant (11), caractérisé en ce qu'au moins une conduite d'agent réfrigérant (6) est disposée entre les cylindres (2a, 2b ; 2b, 2c ; 2c, 2d ; 2e, 2f ; 2a, 2b, 2c ; 2c, 2d, 2e) de l'élément (1), la conduite d'agent réfrigérant (6) de l'élément (1) étant réalisée par perçage à travers la zone entre deux cylindres adjacents (2a, 2b ; 2b, 2c ; 2c, 2d ; 2d, 2e ; 2e, 2f) et/ou par un noyau de canal de refroidissement dans la zone entre deux cylindres (2a, 2b ; 2b, 2c ; 2c, 2d ; 2d, 2e ; 2e, 2f), et la surface de support de culasse de cylindre (5) en forme de plaque de l'élément (1) est conçue sans passages - à l'exception des évidements (3a ; 3b ; 3c ; 3d) pour chaque cylindre (2a ; 2b ; 2c ; 2d).
  2. Moteur à combustion interne à piston alternatif selon la revendication 1, caractérisé en ce que l'élément (1) est fabriqué en fonte à graphite lamellaire (GJL), en fonte à graphite vermiculaire (GJV), en fonte à graphite sphéroïdal (GJS) et/ou en acier, et/ou en une combinaison des matériaux précités.
  3. Moteur à combustion interne à piston alternatif selon la revendication 1, caractérisé en ce que l'élément (1) est fabriqué en des matériaux non ferreux, en particulier en des alliages d'aluminium, tels que des alliages aluminium-magnésium (AlMgxx), des alliages aluminium-silicium (AlSixx) avec du cuivre (Cu) et/ou du magnésium (Mg), et/ou des alliages corroyés d'aluminium.
  4. Moteur à combustion interne à piston alternatif selon la revendication 1, caractérisé en ce que la surface de support de culasse de cylindre (5) en forme de plaque reliant les au moins deux cylindres (2a, 2b ; 2a, 2b, 2c ; 2a, 2b, 2c, 2d ; 2a, 2b, 2c, 2d, 2e, 2f) est placée sur le carter de vilebrequin (7a, 7b ; 7c) ou est introduite dans l'évidement (10) destiné à recevoir l'élément (1).
  5. Procédé de fabrication du moteur à combustion interne à piston alternatif selon l'une quelconque des revendications 1 à 4/6 comprenant les étapes suivantes consistant à :
    - fabriquer séparément le carter de vilebrequin (7a ; 7b ; 7c), l'élément (1) et la culasse de cylindre (8),
    - insérer l'élément (1) dans le carter de vilebrequin (7a ; 7b ; 7c),
    - disposer la culasse de cylindre (8) sur la surface de support de culasse de cylindre (5) en forme de plaque de l'élément (1),
    - relier le carter de vilebrequin (7a ; 7b ; 7c), l'élément (1) et la culasse de cylindre (8).
  6. Procédé de fabrication du moteur à combustion interne à piston alternatif selon l'une quelconque des revendications 1 à 4/6 , comprenant les étapes suivantes consistant à :
    - fabriquer séparément le carter de vilebrequin (7a ; 7b ; 7c), l'élément (1) et la culasse de cylindre (8),
    - disposer la culasse de cylindre (8) sur la surface de support de culasse de cylindre (5) en forme de plaque de l'élément (1),
    - insérer l'élément (1) dans le carter de vilebrequin (7a ; 7b ; 7c),
    - relier le carter de vilebrequin (7a ; 7b ; 7c), l'élément (1) et la culasse de cylindre (8).
EP16754390.9A 2015-06-19 2016-06-20 Moteur à combustion interne à pistons et procédé de fabrication d'un moteur à combustion interne à piston Active EP3310509B1 (fr)

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DE102015109867 2015-06-19
PCT/DE2016/100279 WO2016202330A2 (fr) 2015-06-19 2016-06-20 Composite, carter de vilebrequin, moteur à combustion interne à pistons et procédé de fabrication d'un moteur à combustion interne à piston

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GB2567208A (en) * 2017-10-06 2019-04-10 Caterpillar Motoren Gmbh & Co Cylinder liner assembly for engine
CN110857671B (zh) * 2018-08-22 2022-03-08 帝伯爱尔株式会社 气缸套、机体的制造方法以及气缸套的制造方法
JP6978990B2 (ja) * 2018-08-22 2021-12-08 Ｔｐｒ株式会社 シリンダライナ、ブロックの製造方法及びシリンダライナの製造方法
DE102019110566A1 (de) * 2019-04-24 2020-10-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kurbelgehäuse sowie Verfahren zu dessen Herstellung
CN116696584B (zh) * 2023-08-07 2023-10-13 康硕(德阳)智能制造有限公司 一种发动机缸盖及其铸造方法

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DE2756120A1 (de) * 1977-12-16 1979-06-21 Daimler Benz Ag Zylinderblock fuer eine insbesondere luftverdichtende brennkraftmaschine
JP3355635B2 (ja) * 1991-11-21 2002-12-09 トヨタ自動車株式会社 内燃機関のシリンダブロック
FR2758591B1 (fr) * 1997-01-20 1999-02-19 Peugeot Bloc-cylindres pour moteur a combustion interne
JP4367288B2 (ja) * 2004-08-17 2009-11-18 トヨタ自動車株式会社 エンジンのシリンダブロック
DE102010055724A1 (de) * 2010-12-22 2012-06-28 Neue Halberg-Guss Gmbh Gussteil, insbesondere Zylinderkurbelgehäuse oder Zylinderkopf mit Kühleinrichtungen für die Abfuhr der Verbrennungswärme
AT513153B1 (de) * 2012-09-25 2014-02-15 Avl List Gmbh Brennkraftmaschine mit einem für mehrere Zylinder gemeinsam ausgebildeten Zylinderkopf

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WO2016202330A2 (fr) 2016-12-22
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US20180179985A1 (en) 2018-06-28
WO2016202330A3 (fr) 2017-02-09

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