EP3379063A1 - Liquid-cooled combustion engine - Google Patents

Abstract

The present invention relates to a liquid-cooled internal combustion engine comprising an engine block comprising a plurality of cylinder and cylinder closing cylinder heads, each cylinder is surrounded by a respective cooling jacket and in each cylinder head at least a separate cooling space is provided, which via at least one connecting channel with the cooling jacket of the associated Cylinder is connected, wherein the connecting channels of at least two cylinders via a pressure equalization chamber are interconnected.

Description

The invention relates to a liquid-cooled internal combustion engine comprising an engine block comprising a plurality of cylinders and the cylinder closing cylinder heads, wherein each cylinder is surrounded by a respective cooling jacket and in each cylinder head at least a separate cooling space is provided, the at least one transitional channel with the cooling jacket of the associated cylinder connected in the engine block.

For cooling an internal combustion engine while the engine is running, it is flowed through by a suitable coolant. The cylinder sleeves inserted into the casting of the engine block are flowed around by a coolant jacket surrounding the cylinder sleeves. The cylinder heads also include one or more cooling chambers to cool the valves, seals, etc. housed there. The coolant is usually pumped through an external cooling pump through the cooling jackets, cooling chambers and channels of each cylinder.

A possible cooling concept for an internal combustion engine is from the EP 2 132 423 B1 known. The flow pattern according to the prior art is schematic in the FIG. 1 played. Each of the four cylinders of the engine block 1 is closed by a single cylinder head 3. The cooling jackets of the cylinders are identified by the reference numeral 2. Starting from a common coolant distribution chamber 5, the coolant is first divided into partial streams through the individual cooling jackets 2 of the cylinder of the engine block 1. From each cooling jacket 2, the coolant flows via a separate riser 6 into a first and second partial cooling space 7a, 7b of the respective cylinder head 3. At the end, the coolant of the partial flows is collected in a common coolant collecting chamber 8.

Ideally, the partial flows of the coolant distributed to the individual cylinders should be identical, and pressure losses should be kept low. However, manufacturing tolerances in the casting process for producing the engine block 1 or the cylinder heads 3 and cylinder head 200 lead to minor and application-relevant deviations of the actual geometry of the cooling jackets, cooling chambers and cooling channels, which can lead to asymmetric partial flows with different coolant flow rates. Further, under an inclusion consideration of the supply of the refrigerant into the distribution chamber and the discharge of the refrigerant from the collection chamber, the flow paths to be assigned to the individual cylinders are not identical. Overall, the asymmetries require higher coolant recirculation performance to ensure adequate cooling of all combustion chamber environments.

Remedy has been created by modification of the cylinder head gaskets, which in the FIG. 1 marked with the reference numeral 4. These include openings for the transition channels 6, 9 of the coolant between the engine block 1 and cylinder head 3. By adjusting the sealing elements 4a, 4b in the areas of the channels 6, 9 individual flow resistances can be realized, whereby ultimately a flow rate equalization of the different coolant partial streams are achieved can. This measure is required even if the upper or lower cooling chambers 7a, 7b are directly in fluid communication with each other.

However, a disadvantage of the proposed procedure is that it first requires a complex analysis of the symmetry properties of the produced internal combustion engine. In addition, the need for cylinder-specific seals is not necessarily economical.

The search is therefore for a solution that ensures uniform coolant flows through the engine, without having to accept the aforementioned disadvantages.

This object is achieved by a liquid-cooled internal combustion engine according to the features of claim 1. Starting from the generic internal combustion engine is inventively proposed that the transition channels of at least two cylinders, i. that the separate cooling chambers per cylinder with the respective cooling jacket of the associated cylinder connecting transition channels are connected to each other via a common pressure equalization chamber. The pressure equalization chamber, the coolant sub-streams are merged before entering the cooling jackets, whereby deviations in the coolant flow rates of the partial flows can be balanced. This ensures that set for all partial flows identical or nearly identical coolant flow rates.

The construction according to the invention does not require any modification of the cylinder head gasket; instead, ideally identical sealing elements can be used for all cylinders of an internal combustion engine, which ultimately represents an enormous cost saving potential, all the more so since it is possible to dispense with the aforementioned complex measurement analysis.

It is particularly advantageous if the pressure compensation chamber is integrated in the engine block. In particular, this extends in the longitudinal direction of the engine block and is particularly preferably applied tangentially to the cooling jackets of the cylinder. The outgoing from the cooling chamber of the cylinder head transition channels open thus in the pressure equalization chamber which communicates directly with the individual cooling jackets of the cylinders of the engine block.

According to an advantageous embodiment of the invention, the flow path of each individual cylinder extends from the at least one cooling space of the cylinder head to the cooling jacket of the cylinder. Consequently, the cooling jacket of the cylinder is at the end of the flow path, from which the coolant finally reaches the pressure sink.

It is particularly preferred if at least two separate cooling chambers are provided in the cylinder head per cylinder. Ideally, an upper and a lower partial cooling space are provided, wherein the lower part of the cooling chamber is preferably in the region of the transition region between the cylinder head and engine block, i. in the area of the flame plate.

It is conceivable that both cooling chambers are connected to each other via at least one connecting channel. Better is the fluid connection by means of at least two connecting channels. Several connection channels can be distinguished by different diameters. Preferably, a channel with a larger diameter serves as the main connection between the individual partial cooling chambers. The remaining channel of lesser cross section substantially serves for venting during engine operation. The provision of a second connection channel also has the advantage that the formation of air spaces during initial filling of the internal combustion engine with coolant is avoided.

According to a further advantageous embodiment of the invention, the cylinder head of at least one cylinder is designed such that an extending through the cylinder head exhaust pipe is at least partially completely surrounded by the cooling chambers of the cylinder head. In particular, this section of the exhaust pipe from the upper and lower part of the cooling chamber as well as the connecting channel or connecting channels connecting the partial spaces or is completely surround. As a result, the heat source in the form of the exhaust pipe can be effectively shielded in this area of the cylinder head gasket.

The internal combustion engine is preferably equipped with a distribution chamber, which is connectable via a pressure connection with an external pressure source, for example a coolant pump. The distribution chamber communicates with at least one cooling space of each cylinder head via one or more channels, so that coolant can flow from the distribution chamber into each cylinder head or into at least one cooling space of each cylinder head. As a result, the coolant flow is split into individual partial flows, with the coolant of each partial flow first passing through the cylinder head and only then into the engine block, i. Cooling jacket of the cylinder flows. According to a preferred embodiment of the invention, the distribution chamber is integrated in the engine block.

Furthermore, at least one collecting chamber may be provided, in which the individual partial streams of the different cylinders end, i. the individual cooling jackets of each cylinder are connected to the collection chamber via one or more channels. This may, for example, have a low-pressure connection, via which the coolant can be supplied to the part of the cooling circuit which is located externally to the internal combustion engine. Also, the collection chamber may preferably be integrated in the engine block.

According to an advantageous embodiment of the invention, at least two transitional channels are provided per cylinder head, which run parallel to the cylinder head and the at least one cooling chamber for pressure compensation chamber. The characteristic of two parallel transition channels reduces the pressure losses. The overriding benefit of this approach is the avoidance of dead zones of coolant flow - an area where there is no movement of coolant - and the avoidance of recirculation of the coolant flow - an area where there is coolant movement but there is no coolant exchange along the main flow direction , The avoidance of such Dead zones and recirculation are important because almost no heat is removed at zones of their occurrence.

Furthermore, the provision of two parallel transition ducts results in constructive advantages with regard to the achievable material rigidity of the cylinder head. Because in the area between the two parallel transition channels, the solid material is retained and is not weakened by a continuous excavation.

According to a further advantageous embodiment of the invention, at least one bypass of at least one cooling space of the cylinder head is provided, which opens directly into the collecting chamber and bypasses the cooling jacket of the cylinder. The establishment of one or more bypass lines can reduce the risk of further stagnation zones of the coolant flow. Unwanted pressure losses can be further contained.

The main flow path of the coolant is divided from the distribution chamber on the partial flows for each cylinder, which are passed over the upper part of the cylinder head cooling chamber in the lower part of the cooling chamber, from where the partial flows of the coolant are brought together again by means of the pressure compensation chamber. The accumulating there coolant the partial flows is again divided into individual streams through the cooling jackets of the individual cylinders and merged at the end in the collection chamber. The realized cooling flow path is called a top-down variant.

An alternative flow guidance is called bottom-up variant. In this embodiment, the main flow path of the coolant flows for each partial flow from the distribution chamber via the lower part of the cooling chamber in the upper part of the cooling chamber. From there, the coolant is passed via the at least one transitional channel to the pressure compensation chamber, which distributes the coolant with identical partial flows to the individual cooling jackets of the cylinder. According to the bottom-up variant the individual partial flows are combined in the collection chamber.

It is particularly advantageous if, for the two variants described above, i. the top-down or bottom-up variant, a component equality with respect to the engine block results. For the choice of one of the above cooling concepts therefore only the replacement of the cylinder head is necessary, the engine block can be used unchanged for both variants.

According to a further advantageous embodiment of the invention, the individual cylinder heads are combined to form a cylinder bank, which is advantageously manufactured as a single casting.

At least part of the separate cooling chambers of the cylinder heads can be connected to one another via a separate degassing line. In particular, the upper part of the cooling chambers are connected to one another via a degassing line. Furthermore, it is particularly advantageous if this degassing line is integrated directly into the cylinder heads or the resulting cylinder bank. Air bubbles are to be collected and removed by means of the degassing line. In addition, the degassing line also contributes to the balancing of the partial flows, but can not replace the function of the pressure compensation chamber essential to the invention.

In a further advantageous embodiment of the invention can be provided that the cooling jacket of at least one cylinder is divided into at least two cooling jacket sections. Of particular advantage is the division seen in the longitudinal direction in a lower or upper shell portion. It makes sense to connect the two cooling jacket sections in parallel with the pressure compensation chamber in order to reduce the undesired pressure losses. Also conceivable is a parallel connection of the cooling jacket sections with the downstream collecting chamber.

Also particularly advantageous is a direct fluid connection between cooling jackets of adjacent cylinders. The background for such a consideration is that during the expansion phase within a cylinder whose cylinder liner moves easily. With regard to the comparatively low coolant jacket thickness, this slight movement already exerts a significant change in the volume ratios there, which in turn leads to the occurrence of pressure pulsations within the local coolant partial flow and thus triggers a risk of cavitation. By means of said fluid binding, these pressure pulsations are distributed to the adjacent coolant sub-streams and thus reduce the amplitudes of the pressure pulsations occurring within a coolant sub-stream, whereby ultimately the risk of cavitations occurring can be reduced.

Figur 1:

eine schematische Darstellung des Kühlmittelströmungspfades durch einen Verbrennungsmotor nach dem Stand der Technik,

Figur 2:

eine schematische Darstellung der Kühlvolumina eines Motorblocks und einer Zylinderbank des erfindungsgemäßen Verbrennungsmotors;

Figur 3:

eine schematische Darstellung der Kühlmittelströmungspfade durch den erfindungsgemäßen Verbrennungsmotor gemäß dem Top-Down-Konzept;

Figur 4:

eine Draufsicht auf einen Teilbereich des erfindungsgemäßen Verbrennungsmotors;

Figur 5:

eine Schnittdarstellung entlang der Schnittachse D-D gemäß Figur 4 durch den erfindungsgemäßen Verbrennungsmotor nach dem Top-Down-Konzept;

Figur 6:

eine Schnittdarstellung entlang der Schnittachse E-E gemäß Figur 4 durch den erfindungsgemäßen Verbrennungsmotor nach dem Top-Down-Konzept;

Figur 7:

eine weitere Schnittdarstellung durch den erfindungsgemäßen Verbrennungsmotor nach dem Top-Down-Prinzip;

Figur 8:

eine schematische Darstellung des Strömungspfadverlaufs eines alternativen erfindungsgemäßen Verbrennungsmotors nach dem Bottom-Up-Konzept;

Figur 9:

eine Schnittdarstellung durch den Verbrennungsmotor nach dem Bottom-Up-Konzept entlang der Schnittachse D-D gemäß Figur 4;

Figur 10:

eine Schnittdarstellung entlang der Schnittachse E-E gemäß Figur 4 durch den Verbrennungsmotor nach dem Bottom-Up-Konzept und

Figur 11:

eine weitere Schnittdarstellung durch den Verbrennungsmotor gemäß dem Bottom-Up-Konzept.

Further advantages and features of the invention will be explained in more detail below with reference to two exemplary embodiments illustrated in the figures. Show it:

FIG. 1:

a schematic representation of the coolant flow path through a combustion engine according to the prior art,

FIG. 2:

a schematic representation of the cooling volumes of an engine block and a cylinder bank of the internal combustion engine according to the invention;

FIG. 3:

a schematic representation of the coolant flow paths through the internal combustion engine according to the invention according to the top-down concept;

FIG. 4:

a plan view of a portion of the internal combustion engine according to the invention;

FIG. 5:

a sectional view along the cutting axis DD according to FIG. 4 by the internal combustion engine according to the invention according to the top-down concept;

FIG. 6:

a sectional view along the cutting axis EE according to FIG. 4 by the internal combustion engine according to the invention according to the top-down concept;

FIG. 7:

a further sectional view of the internal combustion engine according to the invention according to the top-down principle;

FIG. 8:

a schematic representation of the flow path course of an alternative inventive internal combustion engine according to the bottom-up concept;

FIG. 9:

a sectional view through the internal combustion engine according to the bottom-up concept along the cutting axis DD according to FIG. 4 ;

FIG. 10:

a sectional view along the cutting axis EE according to FIG. 4 by the internal combustion engine according to the bottom-up concept and

FIG. 11:

a further sectional view of the internal combustion engine according to the bottom-up concept.

Two exemplary embodiments of the internal combustion engine according to the invention are presented below, which enable a good balancing of the coolant partial flows through the coolant chambers, channels and shrouds assigned to the individual cylinders of the engine. through FIG. 2 Let us first illustrate the design of the coolant chambers, channels or shrouds using the example of a six cylinder in-line engine. Two concrete embodiments are then based on the FIGS. 3 to 7 or 8 to 11 shown.

FIG. 2 shows no structural components of the internal combustion engine according to the invention, but merely illustrates the present during engine operation coolant volumes within the engine block and the cylinder head bank. Channels, Cold rooms and cooling jackets are usually created by matching recesses in the casting of the engine block or the cylinder bank. The cooling jacket for each cylinder is, for example, created by a larger diameter of the cylindrical recess for receiving the cylinder sleeve, so that the resulting gap forms the corresponding volume. Shown are a total of six cylinder jackets 10 in series.

Each cooling jacket 10 is divided into an upper part jacket 11 and a lower part jacket 12, wherein the volume of the upper part cooling jacket 11 is significantly smaller than the volume of the lower cooling jacket 12 fails (see. FIG. 2a ). An elongate collection chamber 50 attaches laterally to the cooling jackets 10 a cylinder row of the engine block and is fluidly connected in parallel with two cooling jacket parts 11, 12 in parallel. On the cylinder side opposite the collection chamber 50 is a pressure compensation chamber 60, which also extends in the longitudinal direction of the engine block along the row of cylinders. Also, this pressure compensation chamber 60 is in fluid communication with the upper and lower part of the cooling jacket 11, 12th

For each cylinder is located above the cooling jackets 10 in the cylinder head, a lower part of the refrigerator 20. A detailed view shows Figure 2c , The four circular recesses 21 are caused by the valves used in the cylinder head, in particular two Lufteinlass- and two exhaust valves, conditionally, which are lapped by the cooling volume of the partial cooling chamber 20. The central recess 22 is justified by the sleeve inserted in the cylinder head of a fuel injector.

Overlying or in detail the Figure 2d to be seen is the upper part of the cooling chamber 30 of the cylinder bank.

Reference numeral 40 denotes the distribution chamber 40 (FIG. Fig. 2b ). This also extends in the vertical direction to the upper part of the cooling chamber 30, so that the coolant contained in the distribution chamber 40 can get into partial streams directly into the upper part of the cooling chambers 30 of the cylinder. It is therefore about a top-down cooling concept, the meaning of which will be described in more detail below with reference to the embodiments. In addition, fluid connections 70 between the upper part of the cooling chambers 30 can be seen. The resulting venting channel is designated by the reference numeral 70.

On the individual compounds of the coolant volumes and the corresponding flow paths will be discussed below with reference to the specific cooling concepts. The so-called top-down concept of the internal combustion engine according to the invention is in FIG. 3 exemplified for a 4-cylinder engine. The illustration shows a row of cylinders of the engine block 100 whose cylinder heads are combined to form a cylinder head bank 200. For the sake of simplicity, the reference numerals are given only for the first cylinder, but the further cylinders are constructed identically to the first cylinder.

Starting from the distribution chamber 40, in which the coolant is pumped via an external pressure port 41, the coolant is divided into individual partial streams, each of which leads via a channel 31 directly into the upper part of the cooling chamber 30. The partial cooling chambers 30 of the cylinder heads are connected to one another via the venting channel 70, as a result of which air bubbles contained in the coolant collect and can be conveyed to the outside. The ends of the vent line are closed at the ends by means of caps or provided with a suitable vent valve.

The majority of the coolant contained in the upper part of the cooling chamber 30 of each cylinder flows through a main flow path 28 in the lower part of the cooling chamber 20. A comparatively small volume fraction flows through the additional fluid connection 27 to the lower space 20. Via the second fluid connection 27 an additional venting is achieved in engine operation, In addition, this can reduce the risk of unwanted accumulation of air in the cooling system, in particular during startup of the engine, ie when filling the engine with coolant.

The lower part of the cooling chamber 20 is connected via two parallel transition channels 25, 26 with the pressure compensation chamber 60 in connection. As a result, all partial flows of the individual cylinders in the pressure compensation chamber 60 are brought together again. Due to the presence and the design of this pressure compensation chamber 60, a good balance of the cooling system is achieved, production-related asymmetries of the channels 28, 31 and the partial cooling chambers 20, 30 are compensated and for the partial flows of the cylinder results in approximately identical coolant flow rates. It is thus achieved a substantially identical cooling performance for all cylinders, whereby the energy required for the circulation of the coolant decreases. A modification of the cylinder head gaskets is therefore superfluous. Also, in the proposed flow pattern, some balance of the asymmetries can already be achieved through the vent channel 70.

Downstream of the pressure compensation chamber 60, the coolant is distributed back to individual partial flows for the individual cylinders and passes through the parallel connecting lines 61, 62 to the upper and lower part of shell 11, 12 of the cooling jacket 10 of the individual cylinders in the engine block 100. After flowing around the cylinder sleeve passes the coolant back into the collection chamber 50, which emits the coolant via the pressure port 51 to the located outside of the engine part of the coolant circuit. The upper and lower partial cooling jackets 11, 12 will advantageously be fed in parallel from the pressure compensation chamber 60, since a serial connection would lead to significantly increased pressure losses because the entire coolant required for cooling the large-area lower partial cooling jacket comprises the upper partial cooling jacket, which has a substantially smaller flow cross-section , would have to flow through. And the comparatively small flow cross section of the upper part of the cooling jacket has a longitudinal extension of half the diameter of the cylinder sleeve.

The lower cooling jackets 12 of adjacent cylinders are fluidly connected to one another via the channel 13 in order to distribute the pressure pulsations caused during the expansion phase to adjacent coolant partial flows, in order to counteract the occurrence of cavitation damage.

In addition, the lower part of the cooling chamber 20 of each cylinder via a bypass channel 29 is connected directly to the collection chamber 50, whereby a smaller volume fraction of the partial flow passes directly on the cooling jacket 10 over into the collection chamber 50. This measure also helps avoid the danger of dead zones and recirculation of the coolant flow, primarily to achieve a reliable and effective cooling and secondarily to achieve a reduction in pressure losses.

The following sectional views of the Figures 5 . 6 and 7 through the engine block 100 and the cylinder bank 200 show the specific expression of the individual cold rooms, coats or cooling channels. The sectional views of the Figures 5 and 6 cut the engine block at the height of a cylinder in different planes, in the FIG. 4 as the cutting planes DD and EE are drawn.

FIG. 5 shows a section along the axis DD. In the cylindrical recess of the engine block 100, the cylinder sleeve 101 is inserted. The gap lying between the recess wall and the sleeve forms the cooling jacket, which completely surrounds the cylinder sleeve 101. The recess in the casting of the engine block 100 has different diameters in the longitudinal direction, whereby the upper and lower part cooling jacket 11, 12 is formed. It can be seen here that the lower partial cooling jacket 12 is significantly longer in the cylinder longitudinal direction and the volume of the partial cooling jacket 12 clearly exceeds the volume of the upper partial cooling jacket 11. It can also be seen that the lower part of the cooling jacket 12 has a significantly larger cross-sectional area than the upper part cooling jacket 11. Further, it can be seen that the pressure compensation chamber 60 is also formed within the engine block 100 and tangential to the recesses for the cylinder sleeves 101 in the longitudinal axis of the engine block 100 inspired.

The mounted on the engine block 100 cylinder head 200 has the upper and lower part of the cooling chamber 20, 30. Also, an inserted injector 201 can be seen here. The arrows indicate the main flow direction of the Coolant flow of a single cylinder. Accordingly, the coolant is passed from the distribution chamber 40 to the upper part of the cooling chamber 20 and flows from there via the main channel 28 to the lower part of the cooling chamber 30. Good to see the second connecting line 27 between the upper and lower part of the cooling chamber 20, 30, which has a much smaller diameter having.

About the transition channels 25, 26, of which only one can be seen in the sectional plane, the coolant enters the pressure compensation chamber 60 and from there to the individual Kühlteilmänteln 11, 12 flows. The circle on the longitudinal axis of the cylinder sleeve 101 symbolizes the existing fluid connection 13 of the lower part jacket 12 to adjacent cooling jackets 10. Not visible in the sectional plane DD is the existing connection of the cooling jackets 11, 12 to the collection chamber 50. However, this is visible in FIG. 6 , Also, here is the necessary connection between the pressure compensation chamber 60 and the cooling jackets 11, 12 to see.

Another sectional view of the illustrated cooling concept is the FIG. 7 refer to. In this plane, a transversely extending through the cylinder head bank exhaust passage of a cylinder is to be seen in cross section, wherein the exhaust passage is at least partially completely surrounded by the coolant flow of a cylinder. To the cooling jacket of the exhaust passage 202, the upper and lower part of the cooling chamber 20, 30 and the corresponding channel connections contribute. The seal 203 closes the upper part of the cooling chamber 20 upwards. Of the FIG. 7 is also the bypass connection 29 can be seen from the lower part of the cooling chamber 20 to the collection chamber 50. Likewise, the venting channel 70 integrated directly into the cylinder head bank can be seen.

An alternative cooling concept for the internal combustion engine according to the invention is the representations of FIGS. 8 to 11 refer to. For simplicity, the reference numerals in the illustration of FIG. 8 with a total of four cylinders specified only for the first cylinder, but the other cylinders are identical to the first cylinder constructed. Of course, this alternative cooling concept is also On engines with a different number of cylinders transferable, also clear, regardless of whether it is a series or V-type engine. Unlike in the embodiment of FIGS. 2 to 7 the coolant from the distribution chamber 50 does not enter the upper part of the cooling chamber 30 of the cylinder head rail 200, but instead first in the lower part of the cooling chamber 20, from where it continues to reach the upper part of the cooling chamber 30 via the connecting channels 27, 28. This is connected via a single transition channel 25 with the pressure compensation chamber 60 in connection, starting from this, as in the first embodiment, partial flows are provided to the individual cylinder jackets.

Also in this embodiment, the lower part of the cooling chamber 20 has a bypass connection 29 with the collection chamber 50, so that by this the way over the upper part of the cooling chamber 30 and the cooling jacket 10 can be bypassed. This bypass also has a section with a comparatively small cross-section. However, this narrow cross-section is present only over a very short length, whereas the flow paths at the cross-section constricted Kühlteilmänteln have a much greater longitudinal expansion and represent a correspondingly high flow resistance. The Figures 9 . 10 show corresponding sectional views along the axes of intersection DD and EE. Compared to the first embodiment and the Figures 5 and 6 It can be seen that the design of the engine block 100 is identical, but slight differences in the cylinder head 200 are necessary. Therefore, a uniform engine block 100 can be used for the application of the different cooling concepts or flow patterns; only individual cylinder heads are necessary.

Claims (15)

Liquid-cooled internal combustion engine comprising an engine block comprising a plurality of cylinders and the cylinder closing cylinder heads, wherein each cylinder is surrounded by a cooling jacket and at least one separate cooling space is provided in each cylinder head, which is connected via at least one transition channel to the cooling jacket of the associated cylinder,
characterized,
that the transition ducts of at least two cylinders are interconnected by a pressure equalization chamber. Internal combustion engine according to claim 1, characterized in that the pressure compensation chamber is integrated in the engine block, which extends in particular in the longitudinal direction of the engine block and applies tangentially to the cooling jackets of the cylinder. Internal combustion engine according to one of the preceding claims, characterized in that the flow path of the coolant for each cylinder extends from the at least one cooling space of the cylinder head to the cooling jacket of the cylinder. Internal combustion engine according to one of the preceding claims, characterized in that at least two cooling chambers are provided per cylinder head, ideally an upper and a lower partial cooling space, which are interconnected via at least one connecting channel, ideally via at least two connecting channels, ideally with different diameters. Internal combustion engine according to claim 4, characterized in that at least one extending through the cylinder head exhaust pipe is at least partially completely surrounded by the cooling chambers of the cylinder head, in particular the upper and lower part of the cooling chamber and connecting the subspaces connecting channels. Internal combustion engine according to one of the preceding claims, characterized in that there is provided via a pressure connection with an external pressure source connectable distribution chamber which is connected to at least one cooling chamber of each cylinder head via at least one channel, so that coolant flow from the distribution chamber into the at least one cooling space can, wherein the distribution chamber is preferably integrated in the engine block. Internal combustion engine according to one of the preceding claims, characterized in that at least one collecting chamber is provided, which is connected to the cooling jacket of each cylinder via one or more channels, so that the coolant from each cooling jacket of the engine block can flow into the collecting chamber, wherein the collecting chamber preferably integrated into the engine block. Internal combustion engine according to one of the preceding claims, characterized in that at least two transitional channels are provided per cylinder head, which run parallel to the cylinder head or the at least one cooling chamber to the pressure compensation chamber. Internal combustion engine according to one of the preceding claims, characterized in that at least one bypass of at least one cooling space of the cylinder head, in particular the lower part of the cooling chamber, emanating and preferably opens into the collection chamber to provide a bypass flow path bypassing the cooling jacket. Internal combustion engine according to one of the preceding claims, characterized in that the main flow path of the coolant for each cylinder extends from the distribution chamber via the upper part of the cooling chamber in the lower part of the cooling chamber, from there via the at least one transitional channel to the pressure compensation chamber, and from there via the cooling jacket in the collection chamber runs. Internal combustion engine according to one of the preceding claims, characterized in that the main flow path of the coolant for each cylinder from the distribution chamber via the lower part of the cooling chamber in the upper part of the cooling chamber, from there via the at least one transitional channel leads to the pressure compensation chamber and from there via the cooling jacket in the Collection chamber runs. Internal combustion engine according to one of the preceding claims, characterized in that the cylinder heads form a cylinder bank, which is manufactured as a cast part, wherein at least a part of the separate cooling chambers is connected to one another via a degassing line integrated into the cylinder heads or the cylinder bank. Internal combustion engine according to one of the preceding claims, characterized in that the sealing elements of the cylinder head gaskets, which are passed through the partial flows of the coolant path between the cylinder head and engine block are made identical for all cylinders. Internal combustion engine according to one of the preceding claims, characterized in that the cooling jacket is divided into at least two partial cooling jackets, in particular a lower and upper part cooling jacket, wherein the partial cooling jackets are connected in parallel with the pressure compensation chamber and / or the collecting chamber. Internal combustion engine according to claim 14, characterized in that there is a connection between the cooling jackets of adjacent cylinders, in particular between the lower part cooling jackets of adjacent cylinders.

Images