WO2001077512A1 - Moteur a combustion interne a cylindres en v etroit - Google Patents

Moteur a combustion interne a cylindres en v etroit Download PDF

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Publication number
WO2001077512A1
WO2001077512A1 PCT/AT2001/000105 AT0100105W WO0177512A1 WO 2001077512 A1 WO2001077512 A1 WO 2001077512A1 AT 0100105 W AT0100105 W AT 0100105W WO 0177512 A1 WO0177512 A1 WO 0177512A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
internal combustion
combustion engine
cylinders
cylinder block
Prior art date
Application number
PCT/AT2001/000105
Other languages
German (de)
English (en)
Inventor
Tomas Visek
Original Assignee
Engineering Center Steyr Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Engineering Center Steyr Gmbh filed Critical Engineering Center Steyr Gmbh
Publication of WO2001077512A1 publication Critical patent/WO2001077512A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
    • 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
    • F02F7/0012—Crankcases of V-engines

Definitions

  • the invention relates to a multi-cylinder internal combustion engine, consisting of a single cylinder block with cylinder bores arranged in two inclined rows, a common crankshaft mounted in base bearings, and at least one overhead camshaft arranged in a cylinder head.
  • a disadvantage of engines with cylinders in a narrow V arrangement is the difficult gas flow in the cylinder head - especially if one side of the engine is the intake side and the other exhaust side.
  • the same combustion conditions in all cylinders are very difficult to achieve because the geometrical constellation of intake ports, valves, injection nozzles and, if necessary, swirl direction, is different in both cylinder rows.
  • the flow of cooling water is even more difficult.
  • the tight packing of the cylinders in two rows requires a higher energy density, so more heat can be removed from a certain block volume.
  • the passages from the cylinder block into the cylinder head are a bad bottleneck. Due to the tight packing of the cylinders, the cylinder head screws and their screw-in plaster, which extends far into the depth for better force transmission, are only a short distance from each other, so that only very small cross-sections are available for the passage of cooling water.
  • the cylinder head screws on the inside of the cylinder block are a particular problem. The forces introduced by them load the cylinder block on one side and flow into the cylinder liners, which leads to an impairment of the roundness of the cylinder bores.
  • the cylinder head screws drastically restrict the freedom in the already difficult design of the gas channels and the arrangement of the organs that start the combustion (injection nozzle or spark plug).
  • the aim of the invention is to design a generic motor in such a way that the disadvantages mentioned are avoided.
  • the goal set is achieved by the combination of the characterizing features of claim 1.
  • the one-piece design of the cylinder block and cylinder head has the particularly significant advantage that cylinder head screws are no longer necessary, so there is great design freedom for the gas exchange channels, the cooling channels and also the gas channels and the injection nozzle or spark plug. Large and streamlined flow paths are available for the passage of the cooling water.
  • the cooling water jacket can extend far down over the cylinder bottoms. All in all, the omission of the cylinder head screws means that the entire cylinder block can be made with smaller wall thicknesses and thus smaller and lighter. In extreme cases, it can even be made of light metal.
  • the cylinder bottoms can be designed to be axially normal, so that combustion chambers and pistons are symmetrical. This allows the combustion chambers to be optimally designed for high compression and minimal consumption and emissions. This is particularly true for diesel engines with direct injection.
  • the bolts are aligned parallel to the axes of the cylinder bores and screwed through the bearing blocks into the cylinder block, the bolts assigned to a bearing block being inclined in opposite directions and screwed into wall parts of the cylinder block lying outside the cylinder rows (claim 2).
  • the inclined bolts require a linear introduction of force into the cylinder block, the cylinder walls on the outside of the cylinder block and the bolts are only subjected to tension, the cylinder walls on the inside not at all.
  • the Roundness of the cylinders is not affected.
  • the threaded holes of the bolts assigned to a bearing bracket can also be arranged far apart, even in the outer walls, and yet the distance between their points of attack on the bearing bracket is considerably less, which means that the bending length is small.
  • the cylinder block is attached to an upper part of the crankcase which is made in one piece with the bearing chairs (claim 4).
  • the bearing chairs form a component with the crankcase upper part, which results in a particularly precise mounting of the crankshaft.
  • the cylinder block is placed on this and by means of the bolts, to which even shorter bolts can step between the bearing chairs. This creates a particularly light, simple construction that is suitable for automated assembly
  • the injection nozzles or spark plugs inclined in the same direction in both cylinder banks together with the cross-flow arrangement of the gas channels result in identical combustion conditions in all cylinders.
  • the arrangement of the gas channels in the sense of the same geometric constellation means, together with the one-piece design, better cooling and larger cross-sections. If it is a direct injection diesel engine, all injectors are inclined towards the intake side. As a result, the injection nozzles can be arranged in the vicinity of the swirl-related constriction of the inlet channel, where more space and the weakening of the cylinder base are the least.
  • the end section of the longer suction line and the end section of the shorter suction line (26) have the same shape. (Claim 6).
  • the freedom of design given by the one-piece construction makes it easier to accommodate the relatively large pump nozzle units. Due to their inclination in the same direction, this means a larger number of identical parts for the valve train and the injection of the two cylinder banks.
  • FIG. 1 the subject of the invention in cross section
  • FIG. 2 a schematic section according to II-II in Fig. 1, enlarged.
  • the engine block 1 shown in section in FIG. 1 in the manner customary for V-engines is a single casting and consists of a first 1 'and a second 1 "cylinder row with cylinder axes 2', 2" and a head part 3 integral therewith is therefore a motor in the so-called “monoblock” design, in the present exemplary embodiment a four- or six-cylinder engine with an angle of up to 20 ° between the cylinder rows 1 'and 1 ".
  • the engine block 1 consists of cylinder walls 4, each with a cylinder base 5 normal to the cylinder axis 2 and the block walls 6 forming the outer contour of the engine block 1.
  • Gas guide ducts 7, in each case an intake duct and an outlet duct, are formed over the cylinder base 5.
  • a cooling water chamber 8 is thus formed, which surrounds the gas guide channels 7 and the cylinder walls 4 without constrictions far down.
  • the engine block 1 has a mating surface 9 to which the base bearings 10 connect.
  • These each consist of a bearing bracket 11 and a bearing cap 12.
  • the base bearings the number and arrangement of which depend on the circumstances, are designed here in one piece with the crankcase upper part 19.
  • Bearing cover 12 and bearing bracket 11 are penetrated on both sides by bolts 13 (13 ', 13 ") which are screwed into blind bores 14 in the block walls 6.
  • the bolts 13', 13" are inclined to one another by the same angle as the cylinder axes 2 ', 2 ".
  • the tensile force introduced by them into the cylinder block 1 thus acts precisely in the direction of the block walls parallel to the axis. Due to the inclined arrangement, the ends of the bolts 13 ', 13" screwed into the blind bores 14 are so wide apart from each other so that they can be screwed into the block walls. No bending moments are generated.
  • two camshafts 20 ', 20 are arranged here, which act on rocker arms 21 on pump nozzle units 31 and on rocker arms 24 on gas exchange valves 23.
  • the axes 22', 22" of the pump nozzle units to the cylinder axes 2 ', 2 by the same angle in the same direction.
  • the spark plugs are arranged in the manner described. In both cases, identical geometric constellations and thus identical combustion conditions are created in the cylinders of the two rows of cylinders.
  • the gas exchange channels of an embodiment as a diesel engine with direct injection are shown in greatly simplified form for cylinders belonging to two different rows, with 30 the longitudinal axis of the engine and 31 'or, depending on the row of cylinders, 31 "an injection nozzle
  • the intake ducts 25, 26 of different lengths extend from the intake manifold 27 (see FIG. 1), with constrictions 29 towards the end, approximately horizontally over the cylinder bottoms 5 ', 5 "and form swirl chambers there 34, from which the combustion air flows into the respective cylinder through the valves 23 ', 23 ", which are only indicated with their center point.
  • a rectified swirl flow is generated in the cylinders of both cylinder rows, indicated by directional arrows 35', 35".
  • This arrangement and the constriction 29 allow the injection nozzles 31 ', 31 "to be moved relatively close to the center of the cylinder bottoms 5 and to be erected steeply; both are favorable for the course of the combustion.
  • the inlet duct 25 is substantially longer than the inlet duct 26 to the row of cylinders facing away from the intake manifold.
  • the two channels are curved in such a way that they open into the intake manifold at equal intervals.
  • Their final tracts 40, 41 are geometrically the same, so that the same flow conditions prevail in the section which is decisive for the inflow into the combustion chamber.
  • the exhaust ducts 36, 37 leading to the exhaust manifold 28 on the other engine side are also of different lengths and can be straight, since they naturally do not require swirl chambers.

Landscapes

  • 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)

Abstract

L'invention concerne un moteur à combustion interne à plusieurs cylindres, dont les parois de cylindre (4) sont disposées en deux rangées inclinées l'une par rapport à l'autre, dans un seul bloc-cylindres (1, 1', 1'), et qui présente une culasse (3) formant une seule pièce avec le bloc-cylindres (1, 1', 1') et comportant au moins un arbre à cames (20). Les fonds de cylindres (5) sont perpendiculaires aux axes de cylindre (2', 2') et les paliers principaux (10) sont fixés au moyen de boulons (13', 13') inclinés les uns par rapport aux autres. Tous les conduits d'admission (25, 26) sont dirigés d'un côté et tous les conduits d'échappement (36, 37) sont dirigés de l'autre côté. Les conduits d'admission (25, 26) et les conduits d'échappement (36, 37) sont placés selon la même configuration géométrique dans tous les cylindres. On obtient ainsi le meilleur refroidissement et des conditions de combustion identiques dans tous les cylindres.
PCT/AT2001/000105 2000-04-11 2001-04-11 Moteur a combustion interne a cylindres en v etroit WO2001077512A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP00890113A EP1146219A1 (fr) 2000-04-11 2000-04-11 Moteur à combustion interne avec des cylindres disposés en V
EP00890113.4 2000-04-11

Publications (1)

Publication Number Publication Date
WO2001077512A1 true WO2001077512A1 (fr) 2001-10-18

Family

ID=8175924

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AT2001/000105 WO2001077512A1 (fr) 2000-04-11 2001-04-11 Moteur a combustion interne a cylindres en v etroit

Country Status (2)

Country Link
EP (1) EP1146219A1 (fr)
WO (1) WO2001077512A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004042765B4 (de) * 2004-09-05 2007-07-19 Clemens Neese Kraftrad mit einer platz- und gewichtsparenden Motoranordnung
DE102010021639B4 (de) 2010-05-26 2013-06-27 Horex Gmbh Mehrzylindrige Verbrennungskraftmaschine
DE102010021613B4 (de) 2010-05-26 2012-06-21 Horex Gmbh Kraftrad mit kompakter Verbrennungskraftmaschine
PL2577018T3 (pl) 2010-05-26 2017-03-31 Kj Ip Verwaltungs Gmbh Motocykl z kompaktowym silnikiem spalinowym
DE202010007271U1 (de) 2010-05-26 2010-08-26 Compact-Bike Entwicklungs Gmbh Kraftrad mit kompakter Verbrennungskraftmaschine
AT513598B1 (de) * 2013-04-23 2014-06-15 Steyr Motors Gmbh Verbrennungskraftmaschine mit V-förmig angeordneten Zylinderbänken und Verfahren zu deren Montage

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1916292A (en) * 1925-12-11 1933-07-04 Packard Motor Car Co Internal combustion engine
DE2922726A1 (de) 1979-06-05 1980-12-11 Volkswagenwerk Ag Hubkolben-brennkraftmaschine in v-bauweise
DE2943757A1 (de) * 1979-10-30 1981-05-14 Volkswagenwerk Ag, 3180 Wolfsburg Brennkraftmaschine mit in zwei reihen angeordneten zylinder
EP0651155A1 (fr) * 1993-10-27 1995-05-03 MAGNETI MARELLI S.p.A. Système d'injection de combustible pour un moteur endothermique multicylindre
WO1998028532A1 (fr) * 1996-12-20 1998-07-02 Steyr-Daimler-Puch Aktiengesellschaft Palier de vilebrequin d'un moteur en v

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT389740B (de) 1985-03-20 1990-01-25 Steyr Daimler Puch Ag Wassergekuehlte hubkolben-brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1916292A (en) * 1925-12-11 1933-07-04 Packard Motor Car Co Internal combustion engine
DE2922726A1 (de) 1979-06-05 1980-12-11 Volkswagenwerk Ag Hubkolben-brennkraftmaschine in v-bauweise
DE2943757A1 (de) * 1979-10-30 1981-05-14 Volkswagenwerk Ag, 3180 Wolfsburg Brennkraftmaschine mit in zwei reihen angeordneten zylinder
EP0651155A1 (fr) * 1993-10-27 1995-05-03 MAGNETI MARELLI S.p.A. Système d'injection de combustible pour un moteur endothermique multicylindre
WO1998028532A1 (fr) * 1996-12-20 1998-07-02 Steyr-Daimler-Puch Aktiengesellschaft Palier de vilebrequin d'un moteur en v

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
""SECHSZYLINDERMOTOREN MIT KLEINEM V-WINKEL", 1 January 1990, MTZ, pages: 415
"AUTOMOBILTECHNISCHES HANDBUCH", 1 January 1953, BUSSIEN, pages: 48 - 94

Also Published As

Publication number Publication date
EP1146219A1 (fr) 2001-10-17

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