EP3615783B1 - Boîtier de culasse, procédé pour la fabrication d'un boîtier de culasse et noyau de coulée - Google Patents

Boîtier de culasse, procédé pour la fabrication d'un boîtier de culasse et noyau de coulée Download PDF

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Publication number
EP3615783B1
EP3615783B1 EP18717361.2A EP18717361A EP3615783B1 EP 3615783 B1 EP3615783 B1 EP 3615783B1 EP 18717361 A EP18717361 A EP 18717361A EP 3615783 B1 EP3615783 B1 EP 3615783B1
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EP
European Patent Office
Prior art keywords
manifold
channel
section
channels
cylinder head
Prior art date
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Application number
EP18717361.2A
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German (de)
English (en)
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EP3615783A1 (fr
Inventor
Paulo Urzua Torres
Michael Henn
Martin Bier
Madlen Rudloff
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Volkswagen AG
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Volkswagen AG
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Publication date
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Publication of EP3615783A1 publication Critical patent/EP3615783A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or 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
    • 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
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • 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
    • F02F1/242—Arrangement of spark plugs or injectors
    • 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
    • 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
    • F02F2200/08—Casting using a lost model, e.g. foam casting

Definitions

  • the invention relates to a cylinder head housing for an internal combustion engine, a method for producing such a cylinder head housing and a casting core for use in such a method.
  • the invention further relates to an internal combustion engine with such a cylinder head housing and a motor vehicle with such an internal combustion engine.
  • Internal combustion engines are usually cooled by means of a coolant which, conveyed by at least one coolant pump, circulates in a cooling system of the internal combustion engine.
  • the cooling system includes cooling channels that are formed by a cylinder (crank) housing and a cylinder head housing of an internal combustion engine of the internal combustion engine.
  • the circulating cooling liquid allows thermal energy to be dissipated from the internal combustion engine and also other components of the internal combustion engine to at least one ambient heat exchanger, in which the thermal energy is then given off to the ambient air.
  • the DE 10 2007 031 350 A1 discloses a multi-part cylinder head housing for a multi-cylinder internal combustion engine of an internal combustion engine, the cylinder head housing forming a receiving opening for a spark plug and a total of four receiving openings for two intake and exhaust valves for each of the cylinders of the internal combustion engine. Furthermore, the cylinder head housing forms cooling ducts, which are provided for a flow of coolant, the cooling ducts comprising two distributor ducts which are arranged on both sides of the row of receiving openings assigned to the individual cylinders and which extend in the longitudinal direction of the cylinder head housing. A cooling channel extends from each of these distribution channels, one of which is guided in a ring shape around the associated spark plug receiving opening. Such a cylinder head housing can be improved with regard to the cooling effect that can be achieved by means of a flow through the cooling channels.
  • a cylinder head housing with integrated cooling ducts is known, the cooling ducts forming a cooling jacket which largely completely surrounds the receiving openings for spark plugs and gas exchange valves which are associated with the individual cylinders of an internal combustion engine comprising the cylinder head housing.
  • a to comparable cylinder head housing is still from EP 1 972 772 A2 known.
  • Such a cylinder head housing can be distinguished by a comparatively good cooling effect by means of a coolant flowing through the cooling jacket, but is difficult to produce and/or has a structural strength that is significantly impaired by the comparatively large volume of the cooling jacket.
  • Cylinder head housing with cooling channels formed therein in different configurations are also in the DE 10 2009 019 327 A1 , the JP 2003-035197 A , the CN 105 822 451 A , the JP 2002-256966 A and the U.S. 8,939,116 B2 disclosed.
  • the object of the invention was to optimize a cylinder head housing for an internal combustion engine that integrates cooling ducts with regard to the most advantageous possible cooling effect with the most compact dimensions possible.
  • a preferably one-piece cylinder head housing for a (reciprocating piston) internal combustion engine, the internal combustion engine forming at least two cylinders arranged in a row.
  • the cylinder head housing comprises receiving openings for each of the cylinders, which are provided at least for receiving one exhaust valve, hereinafter abbreviated as exhaust valve receiving opening.
  • Receiving openings for one fuel injector or one spark plug each, which are assigned to the individual cylinders of the internal combustion engine, can preferably also be provided. In the following, these are abbreviated as injector receiving openings.
  • the cylinder head housing further includes openings extending from the exhaust valve receiving openings (Integrated into the cylinder head housing) exhaust gas ducts, which are combined in an exhaust gas outlet duct, and (integrated) cooling ducts, which are provided for a flow of coolant.
  • such a cylinder head housing is characterized in that the cooling ducts comprise a roof distribution duct extending along the row of cylinders, which is provided with a preferably ring-shaped (and in particular one The injector cooling channel surrounding the injector receiving opening in a ring-shaped manner is connected in a fluid-conducting manner, the injector cooling channels each having a plurality of cooling channels extending in different radial directions with respect to a longitudinal axis of the respective injector cooling channels (whereby this longitudinal axis preferably corresponds to the longitudinal axis of the respective injector receiving opening and/or or the associated cylinder of the internal combustion engine or runs at least parallel to this/these) extending roof network channels are fluidly connected, which are directly or indirectly connected to at least two extending along the row of cylinders roof S collection channels are fluidly connected, which are arranged on different sides with respect to the row defined by the injector cooling channels.
  • the cooling ducts comprise a roof distribution duct extending along the row of cylinders, which is provided with
  • the roof mesh ducts can preferably also extend along the longitudinal axis of the respective injector cooling duct.
  • the cooling ducts include a manifold distribution duct, which extends along the row of exhaust valve receiving openings of the at least two cylinders, the manifold distribution duct having a plurality of manifold network ducts running along (all) the exhaust gas ducts fluidly connected, which are directly or indirectly fluidly connected to a manifold plenum extending along the row of exhaust valve receiving ports of the at least two cylinders.
  • a cylinder head housing according to the invention is therefore characterized, among other things, by a relatively large number of relatively small-sized cooling ducts (in particular the roof and manifold network ducts), as a result of which the (wall) surface that comes into contact with a coolant intended to flow through the cooling ducts , can be significantly increased compared to conventional cylinder head housings. As a result, a correspondingly high heat transfer from the cylinder head housing to the coolant can be achieved. Furthermore, this makes it possible to circulate an overall reduced volume flow of the coolant through the cooling channels without the cooling capacity being reduced as a result.
  • a reduced volume flow of the coolant can thus lead to a reduced delivery rate for a working machine provided for pumping the coolant (pump with the preferred use of a coolant or compressor with a likewise conceivable use of a coolant gas as coolant), which has a positive effect on both the costs and that Weight of the working machine and thus of such a working machine comprehensive internal combustion engine can affect.
  • the relatively low coolant volume flow that can be achieved according to the invention can also have a positive effect on the weight and also the dimensions of a cylinder head housing according to the invention. This applies not only because of a correspondingly reduced weight of the coolant, which is particularly relevant when a coolant is used, but also because of the improved compared to a conventional cylinder head housing whose cooling jacket is not divided into a large number of relatively small-sized cooling channels according to the invention Structural strength/stiffness, which arises as a result of the overall smaller cooling channel volume and the stabilizing "partitions" that are formed between the individual cooling channels.
  • An internal combustion engine according to the invention is characterized in that it comprises a cylinder head housing according to the invention.
  • the cylinder head housing is part of a cylinder head of the internal combustion engine, with corresponding functional components (fuel injectors, spark plugs and exhaust valves, furthermore intake valves and possibly one or more camshafts and other functional components) then being accommodated at least in the receiving openings formed by the cylinder head housing.
  • corresponding functional components fuel injectors, spark plugs and exhaust valves, furthermore intake valves and possibly one or more camshafts and other functional components
  • Due to the configuration of an internal combustion engine according to the invention as a reciprocating piston internal combustion engine it also comprises at least one cylinder housing with the cylinders formed therein and a piston arranged movably in each of the cylinders.
  • a reverse flow direction is also possible.
  • the flow cross sections of the cooling channels are designed as small as possible.
  • the mean flow cross-section (i.e. averaged over their longitudinal courses) of (all) roof net ducts (each) is smaller than, in particular less than half as large as the mean flow cross-section of both the roof distribution duct and the injector cooling ducts as well as the roof collecting ducts.
  • the smallest flow cross section of (all) roof net ducts is (in each case) smaller than the smallest flow cross section of both the roof distribution duct, the injector cooling ducts and the roof collection ducts.
  • the mean flow cross section (i.e. averaged over their longitudinal courses) of the manifold network ducts is smaller than the mean flow cross section of both the manifold distribution duct and the manifold collection duct and/or the smallest flow cross section of the manifold mesh ducts is smaller than the smallest flow area of both the manifold runner duct and the manifold plenum.
  • the (smallest) flow cross section of the cooling ducts and in particular that of the roof mesh ducts and/or the manifold mesh ducts is ⁇ 1 mm 2 .
  • This can particularly preferably be between 2 mm 2 and 100 mm 2 , in particular between 4 mm 2 and 25 mm 2 .
  • a cylinder head housing according to the invention can advantageously be produced by means of an additive manufacturing process or by casting using a lost (i.e. not reusable) core that forms at least the cooling ducts, because these manufacturing processes are advantageous enable the integration of cavities that are completely closed at least in sections and therefore not accessible from the outside and of relatively small dimensions in a cylinder head housing to be produced.
  • a soluble and in particular water-soluble base material for example a salt
  • the basic material can be flushed out essentially completely, at least from the cavities provided as cooling channels. This is particularly true when compared to a non-soluble base material such as sand, which is regularly used for casting metal structures and which can be rinsed out, but does not dissolve in the rinsing liquid.
  • a casting core according to the invention which is provided for use in a method according to the invention for producing a cylinder housing according to the invention, comprises casting core sections which are designed as a negative mold of the cooling channels of a cylinder housing according to the invention.
  • Such a casting core according to the invention can advantageously be produced by means of casting, for which purpose use of a sand mold can advantageously be provided. This applies in particular if the use of a soluble base material and in particular a salt as base material is provided for the design of the casting core.
  • Structural measures can be provided to stabilize a casting core according to the invention, which can be characterized by a relatively large number of casting core sections that are relatively small in cross section and at the same time long and therefore have a relatively sensitive structure.
  • a support structure e.g., made of metal wires, can be integrated into the casting core, with this support structure being able to remain in a cylinder head housing formed using such a casting core, i.e. being integrated into it.
  • a cylinder head housing according to the invention can be optimized by various measures with regard to achieving the most advantageous possible cooling effect, which is achieved in particular by the most advantageous possible arrangement or the most advantageous possible course of the cooling channels.
  • the roof mesh ducts coming out of the individual injector cooling ducts are divided into one or more around the longitudinal axis of the respective Injector cooling duct pass over at least partially circumferential roof ring ducts, which open into the roof collecting ducts.
  • the manifold network ducts can be at least partially fluidly connected to one or more manifold annular ducts that at least partially and preferably completely encircle one or more, preferably all, of the exhaust gas ducts, which in turn are fluidly connected to the manifold collection duct.
  • the manifold annular ducts can be arranged as close as possible to the transitions between the cylinders and the exhaust gas ducts and consequently in the vicinity of valve seats provided for the exhaust valves, as a result of which advantageous cooling for these valve seats and the exhaust valves interacting with them can be realized in particular.
  • the manifold distribution duct and the manifold collecting duct are arranged on different sides with respect to a row formed by the exhaust gas ducts. In this way, in particular, the most advantageous possible cooling can be realized for the section of a cylinder head housing according to the invention that integrates the exhaust gas ducts.
  • a longitudinal axial end of the roof distribution duct merges into a roof inflow or outflow duct and/or a longitudinal axial end of the roof collecting ducts merges into a roof outflow or inflow duct.
  • This can result in an advantageous position of the roof inflow channel/channels and/or the roof outflow channel/channels, the connection between the remaining (roof) cooling channels of the cylinder head housing and other cooling channels and/or coolant lines
  • Internal combustion engine according to the invention and / or an internal combustion engine according to the invention can be achieved.
  • a manifold inflow duct merges into the manifold distribution duct in a section of the manifold distribution duct adjacent to the exhaust gas outlet duct and/or a manifold in a section of the manifold collecting duct adjacent to the exhaust gas outlet duct -Outflow duct exits from the elbow-collecting duct.
  • a manifold inflow duct merges into the manifold distribution duct in a section of the manifold distribution duct adjacent to the exhaust gas outlet duct and/or a manifold in a section of the manifold collecting duct adjacent to the exhaust gas outlet duct -Outflow duct exits from the elbow-collecting duct.
  • a further improvement of a cylinder head housing according to the invention with regard to the cooling effect that can be achieved for this can be realized by means of an exhaust gas outlet cooling channel which (directly) connects the manifold distribution channel and the manifold collecting channel and preferably completely encircles the exhaust gas outlet channel.
  • the roof distribution duct and/or the roof collection ducts and/or the manifold distribution duct and/or the manifold collection duct (each) is/are guided along the entire row of exhaust gas ducts/receiving openings, which in turn can have an advantageous effect in terms of achieving the best possible cooling effect for the cylinder head housing or for the cylinder head of an internal combustion engine according to the invention.
  • the invention also relates to a motor vehicle, in particular a wheel-based motor vehicle (preferably a car or truck), with an internal combustion engine according to the invention.
  • the internal combustion engine can be provided in particular for the (direct or indirect) provision of the drive power for the motor vehicle.
  • the 1 shows a motor vehicle according to the invention with an internal combustion engine 10, which is shown in FIGS 2 and 3 is shown in more detail.
  • the internal combustion engine 10 includes an internal combustion engine 12 which is supercharged by means of a compressor and which, during operation, can provide the drive power for driving the motor vehicle.
  • the compressor is part of an exhaust gas turbocharger (not visible).
  • the internal combustion engine 12 is in the present embodiment according to 3 designed as a four-cylinder (in-line) reciprocating engine and can be operated, for example, on the Otto or diesel principle.
  • cylinders 20 are formed in a cylinder crankcase 18, in which pistons 22 are arranged so as to be movable along the longitudinal axis.
  • a movement of the pistons 22 brought about by combustion processes is transmitted via connecting rods 24 to a crankshaft 26 rotatably mounted in the cylinder crankcase 18 .
  • This rotation of the crankshaft 26 can be driven wheels of a motor vehicle according to 1 be transmitted.
  • the internal combustion engine 12 or the internal combustion engine 10 comprising it can thus be used to generate the driving power for the motor vehicle.
  • a rotation of the crankshaft 26 is also transmitted by means of a timing drive 28, for example in the form of a toothed belt or chain drive, to a first camshaft 32 rotatably mounted in a cylinder head housing 30 of the internal combustion engine 12.
  • a rotational movement of the first camshaft 32 is transmitted to a second camshaft (not visible) by means of a gear mechanism 36 (with a gear ratio of one), for example.
  • the second camshaft can be an intake camshaft of the internal combustion engine 12, by means of which the intake valves (two per cylinder 20) are actuated are, controlled via the fresh gas in combustion chambers that are delimited by the cylinders 20, the pistons 22 and the cylinder head housing 30 can be introduced.
  • the first camshaft 32 can be an exhaust camshaft, by means of which exhaust valves 34 (two per cylinder 20) are actuated, via which exhaust gas, which was generated during combustion of fuel-fresh gas mixtures in the combustion chambers, is discharged in a controlled manner can be.
  • Fuel is supplied to fuel injectors 38 of the internal combustion engine 12 from a fuel tank (not shown) of the internal combustion engine 10 by means of a fuel pump.
  • the fuel injectors 38 By means of the fuel injectors 38, the fuel is metered into the combustion chambers under relatively high pressure and at predetermined times.
  • the fuel injectors 38 assigned to the individual combustion chambers can be arranged approximately centrally between the respectively associated gas exchange valves (inlet valves and outlet valves 34).
  • a spark plug to be arranged at this point.
  • the cylinder head housing 30 has accommodating openings (not shown in detail) for accommodating the fuel injectors 38 and/or the spark plugs and for accommodating the gas exchange valves.
  • Internal combustion engine 10 also includes a cooling system with at least two cooling circuits, the cooling system being responsible for cooling individual components of internal combustion engine 10, including internal combustion engine 12, an engine oil cooler (not shown) and an intercooler 14, and possibly also other components of the internal combustion engine 10 Motor vehicle, such as a transmission oil cooler (not shown) is used.
  • a cooling liquid which absorbs heat energy from the components to be cooled circulates in the cooling system. This thermal energy is cooled again in a main cooler 16 and, if necessary, temporarily in a heating heat exchanger (not shown) by heat transfer to ambient air, so that it can be recirculated to the components to be cooled.
  • heat is transferred from the cooling liquid to the ambient air exclusively with the aim of cooling the cooling liquid.
  • a heat transfer in the heating coil would, however, primarily with the aim of Tempering of ambient air, which is then to be supplied to an interior of the motor vehicle, take place.
  • both the cylinder crankcase 18 and the cylinder head housing 30 each form a cooling duct system 42 through which the coolant can be guided.
  • These two cooling channel systems 42 can according to the 3 be connected in series, so that the coolant pump 40 (cf. 2 )
  • the coolant conveyed by the internal combustion engine first flows through the cooling channel system 42 of the cylinder head housing 30 before it flows over into the cooling channel system 42 of the cylinder crankcase 18 .
  • the cylinder head housing 30 forms two fresh-gas ducts 44 for each of the combustion chambers or cylinders 20 of the cylinder crankcase 18, the openings of which into the combustion chambers can be closed or opened as required by means of an inlet valve in each case, the two fresh-gas ducts 44 assigned to each combustion chamber still being integral in an initial section, ie as a single channel.
  • These integrally formed initial sections directly adjoin an intake manifold, which represents a section of a fresh-gas line of the internal combustion engine.
  • the cylinder head housing 30 also forms two exhaust gas ducts 46 for each of the combustion chambers, it being possible for the transitions of the exhaust gas ducts 46 into the combustion chambers to be closed or opened as required by means of an outlet valve 34 in each case.
  • the exhaust gas ducts 46 routed separately in a first section merge into a collecting section 48 running approximately in the longitudinal direction of the cylinder head housing 30 , from which an exhaust gas outlet duct 50 branches off approximately centrally with respect to the longitudinal direction of the cylinder head housing 30 .
  • the cooling duct system 42 of the cylinder head housing 30 includes a roof distributor duct 52, which is offset somewhat from the center, above the combustion chambers and is arranged to run in the longitudinal direction of the cylinder head housing 30.
  • a roof distributor duct 52 which is offset somewhat from the center, above the combustion chambers and is arranged to run in the longitudinal direction of the cylinder head housing 30.
  • One (longitudinally axial) end of the roof distribution duct 52 merges into a roof inflow duct 54 via the roof distribution duct 52 the coolant can be supplied.
  • the other (longitudinally axial) end of the roof distribution channel 52 is closed or it ends as a "dead end" within the cylinder head housing 30.
  • a plurality of roof net ducts 58 extend in different radial directions with respect to the longitudinal axes of the injector receiving openings and also along these longitudinal axes (in the direction of increasing proximity to the combustion chambers), which in terms of their flow cross sections are of comparatively small dimensions and which in each case, ie for all of the roof network ducts 58 emanating from one of the injector cooling ducts 56, merge into a roof annular duct 60 running around the entire circumference around the respective injector receiving opening.
  • the four roof annular ducts 60 in turn merge into three roof header ducts 62, two of which are arranged on one side and the third on the other side with respect to the row defined by the injector receiving openings and which also extend along the longitudinal direction of the cylinder head housing 30 and thus extend approximately parallel to the roof plenum 52.
  • the coolant contained therein can be discharged via one of the (longitudinally axial) ends of the roof collecting channels 62, which in each case merges into a roof outflow channel 74.
  • the two roof collecting ducts 62 arranged on the same side with respect to the row defined by the injector receiving openings merge into a common roof outflow duct 74 .
  • Those longitudinal axial ends of the roof collecting ducts 62 that do not merge into a roof outflow duct 74 in turn end in the cylinder head housing 30.
  • the cooling duct system 42 of the cylinder head housing 30 also includes a manifold distribution duct 64 with a relatively large surface area, which extends along the row of exhaust valve receiving openings and therefore primarily in the longitudinal direction of the cylinder head housing 30, with a manifold annular duct 80 each separate exhaust gas duct 46, with the manifold annular ducts 80 being arranged as close as possible to the ends of the exhaust gas ducts 46 that are located proximally with respect to the cylinder 20 and thereby running around the entire circumference of the respective exhaust gas ducts 46 (cf. also 7 ).
  • the manifold annular ducts 80 of the two exhaust gas ducts 46 each assigned to one cylinder 20 merge into one another in the region of a respective circumferential section.
  • a manifold inflow duct 70 opens into the manifold distribution duct 64 approximately in the middle and thus in a section adjoining the exhaust gas outlet duct 50 .
  • Coolant can be supplied to the manifold distribution duct 64 via the manifold inflow duct 70 .
  • This cooling liquid then distributes in the manifold runner passage 64 and then overflows into the plurality of manifold mesh passages 66 .
  • Coolant that has flowed through the manifold network ducts 66 collects in the manifold collection duct 68 and can flow from it via a manifold outflow duct 72, which also exits approximately centrally and thus in a section adjoining the exhaust gas outlet duct 50 from the manifold collection duct 68 be taken away.
  • the cooling duct system 42 of the cylinder head housing 30 also includes an annular exhaust gas outlet cooling duct 78, which in the area of the manifold inflow duct 70 and the manifold outflow duct 72 connects the manifold distribution duct 64 and the manifold collecting duct 68 to one another and in the process runs in a ring around the exhaust gas outlet duct 50.
  • the design of the roof cooling ducts (52, 54, 56, 58, 60, 62 and 74) on the one hand and the manifold cooling ducts (64, 66, 68, 70, 72, 78 and 80) on the other hand, each with an inflow duct (54; 70) and in each case at least one outflow channel (74; 72) allows these parallel in a cooling circuit of a cooling system of an internal combustion engine according to, for example 2 to be integrated so that cooling liquid that flows through this cooling circuit as part of a circulation cycle either through the roof cooling ducts (52, 54, 56, 58, 60, 62 and 74) or the manifold cooling ducts (64, 66, 68, 70 , 72, 78 and 80).
  • roof cooling channels 52, 54, 56, 58, 60, 62 and 74
  • manifold cooling channels 64, 66, 68, 70, 72, 78 and 80
  • the roof cooling channels 52, 54, 56, 58, 60, 62 and 74
  • manifold cooling channels 64, 66, 68, 70, 72, 78 and 80
  • the 6 and 7 show two casting cores 76, which are part of a method for manufacturing a cylinder head housing 30 according to the 4 and 5 can be produced by casting from, for example, a light metal alloy.
  • Two separate casting cores 76 are shown, which, however, can also be connected to one another or formed in one piece.
  • the casting cores can also be connected or formed in one piece with other casting cores that are used to form the remaining openings and cavities (in particular injector receiving openings, outlet valve receiving openings, etc.).

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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)

Claims (13)

  1. Boîtier de culasse (30) pour un moteur à combustion interne (12), qui forme au moins deux cylindres (20) agencés en rangée, comprenant des ouvertures de réception pour une soupape de sortie respective (34), qui sont associées aux cylindres individuels (20) du moteur à combustion interne (12), comprenant des canaux de gaz d'échappement (46) s'étendant à partir de ces ouvertures de réception de soupape de sortie, qui sont réunis en un canal de sortie de gaz d'échappement (50), et comprenant des canaux de refroidissement (52-74, 78, 80), caractérisé en ce que les canaux de refroidissement (52-74, 78, 80)
    - comprennent un canal de distribution de toit (52) s'étendant le long de la rangée de cylindres (20), qui est relié à un canal de refroidissement d'injecteur respectif (56) prévu pour être agencé au-dessus de chacun des au moins deux cylindres (20), les canaux de refroidissement d'injecteur (56) étant chacun reliés à une pluralité de canaux de réseau de toit (58) s'étendant dans différentes directions radiales par rapport à un axe longitudinal du canal de refroidissement d'injecteur respectif (56), qui sont reliés directement ou indirectement à au moins deux canaux de collecte de toit (62) s'étendant le long de la rangée de cylindres (20), qui sont agencés sur différents côtés par rapport à la rangée définie par les canaux de refroidissement d'injecteur (56) et/ou
    - comprennent un canal de distribution de collecteur (64), qui s'étend le long de la rangée des ouvertures de réception de soupape de sortie des au moins deux cylindres (20), le canal de distribution de collecteur (64) étant relié directement ou indirectement à une pluralité de canaux de réseau de collecteur (66) s'étendant le long des canaux de gaz d'échappement (46), qui sont reliés directement ou indirectement à un canal de collecte de collecteur (68), qui s'étend le long de la rangée des ouvertures de réception de soupape de sortie des au moins deux cylindres (20).
  2. Boîtier de culasse (30) selon la revendication 1, caractérisé par des ouvertures de réception pour un injecteur de carburant respectif (38) ou une bougie d'allumage respective, qui sont associées aux cylindres individuels (20) du moteur à combustion interne (12), les canaux de refroidissement d'injecteur (56) entourant sous forme annulaire ces ouvertures de réception d'injecteur.
  3. Boîtier de culasse (30) selon la revendication 1 ou 2, caractérisé en ce que
    - la section transversale d'écoulement moyenne des canaux de réseau de toit (58) est inférieure à la section transversale d'écoulement moyenne à la fois du canal de distribution de toit (52), des canaux de refroidissement d'injecteur (56) et des canaux de collecte de toit (62) et/ou la section transversale d'écoulement la plus petite des canaux de réseau de toit (58) est inférieure à la section transversale d'écoulement la plus petite à la fois du canal de distribution de toit (52), des canaux de refroidissement d'injecteur (56) et des canaux de collecte de toit (62) et/ou
    - la section transversale d'écoulement moyenne des canaux de réseau de collecteur (66) est inférieure à la section transversale d'écoulement moyenne à la fois du canal de distribution de collecteur (64) et du canal de collecte de collecteur (68), et/ou la section transversale d'écoulement la plus petite des canaux de réseau de collecteur (66) est inférieure à la section transversale d'écoulement la plus petite à la fois du canal de distribution de collecteur (64) et du canal de collecte de collecteur (68).
  4. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce que les canaux de réseau de toit (58) partant des canaux de refroidissement d'injecteur individuels (56) se raccordent à un ou plusieurs canaux annulaires de toit (60) entourant au moins partiellement l'axe longitudinal du canal de refroidissement d'injecteur respectif (56), qui débouchent dans les canaux de collecte de toit (62).
  5. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce que les canaux de réseau de collecteur (66) sont au moins partiellement reliés à un ou plusieurs canaux annulaires de collecteur (80) entourant au moins partiellement un ou plusieurs des canaux de gaz d'échappement (46), qui sont reliés au canal de distribution de collecteur (64).
  6. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce que le canal de distribution de collecteur (64) et le canal de collecte de collecteur (68) sont agencés sur des côtés différents par rapport à une rangée formée par les canaux de gaz d'échappement (46).
  7. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une extrémité axiale longitudinale du canal de distribution de toit (52) se raccorde à un canal d'alimentation ou d'évacuation de toit (54) et/ou une extrémité axiale longitudinale respective des canaux de collecte de toit (62) se raccorde à un canal d'évacuation ou d'alimentation de toit (74).
  8. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce que, dans une section du canal de distribution de collecteur (64) adjacente au canal de sortie de gaz d'échappement (50), un canal d'alimentation de collecteur (70) se raccorde au canal de distribution de collecteur (64) et/ou un canal d'évacuation de collecteur (72) part du canal de collecte de collecteur (68).
  9. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé par un canal de refroidissement de sortie de gaz d'échappement (78) reliant le canal de distribution de collecteur (64) et le canal de collecte de collecteur (68) et entourant le canal de sortie de gaz d'échappement (50).
  10. Boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé en ce que le canal de distribution de toit (52) et/ou les canaux de collecte de toit (62) et/ou le canal de distribution de collecteur (64) et/ou le canal de collecte de collecteur (68) est ou sont guidés le long de la rangée entière des canaux de gaz d'échappement (46).
  11. Procédé de fabrication d'un boîtier de culasse (30) selon l'une quelconque des revendications précédentes, caractérisé par la formation au moyen d'un procédé de fabrication génératif ou par coulée en utilisant un noyau de coulée perdu (76), formant au moins les canaux de refroidissement.
  12. Procédé selon la revendication 11, caractérisé par l'utilisation d'un matériau de base soluble pour le noyau de coulée (76).
  13. Noyau de coulée (76) pour l'utilisation dans un procédé selon la revendication 11 ou 12, caractérisé par des sections de noyau de coulée (52a-74a, 78a), qui sont configurées en tant que moule négatif des canaux de refroidissement (52-74, 78) d'un boîtier de culasse (30) selon l'une quelconque des revendications 1 à 8.
EP18717361.2A 2017-04-28 2018-04-12 Boîtier de culasse, procédé pour la fabrication d'un boîtier de culasse et noyau de coulée Active EP3615783B1 (fr)

Applications Claiming Priority (2)

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DE102017109185.8A DE102017109185A1 (de) 2017-04-28 2017-04-28 Zylinderkopfgehäuse sowie Verfahren zur Herstellung eines Zylinderkopfgehäuses und Gießkern
PCT/EP2018/059387 WO2018197228A1 (fr) 2017-04-28 2018-04-12 Boîtier de culasse, procédé pour la fabrication d'un boîtier de culasse et noyau de coulée

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US12085037B2 (en) 2020-09-28 2024-09-10 Innio Jenbacher Gmbh & Co Og Cylinder head for an internal combustion engine

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DE102017109185A1 (de) 2018-10-31
CN110582630B (zh) 2022-02-25
US11078865B2 (en) 2021-08-03
CN110582630A (zh) 2019-12-17
EP3615783A1 (fr) 2020-03-04
US20200056563A1 (en) 2020-02-20

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