EP2385229B1 - Moteur à combustion interne doté d'un refroidissement de liquide - Google Patents

Moteur à combustion interne doté d'un refroidissement de liquide Download PDF

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Publication number
EP2385229B1
EP2385229B1 EP10161879.1A EP10161879A EP2385229B1 EP 2385229 B1 EP2385229 B1 EP 2385229B1 EP 10161879 A EP10161879 A EP 10161879A EP 2385229 B1 EP2385229 B1 EP 2385229B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
coolant jacket
combustion engine
cylinder head
oil
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP10161879.1A
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German (de)
English (en)
Other versions
EP2385229A1 (fr
Inventor
Kai Kuhlbach
Jan Mehring
Bernd Steiner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP10161879.1A priority Critical patent/EP2385229B1/fr
Priority to CN201110082410.1A priority patent/CN102235224B/zh
Priority to US13/099,702 priority patent/US8601987B2/en
Priority to US13/253,817 priority patent/US8621865B2/en
Publication of EP2385229A1 publication Critical patent/EP2385229A1/fr
Application granted granted Critical
Publication of EP2385229B1 publication Critical patent/EP2385229B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F01P2003/008—Liquid cooling the liquid being water and oil
    • 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
    • F01P2003/024—Cooling cylinder heads

Definitions

  • An internal combustion engine of the type mentioned is used as a drive for motor vehicles.
  • the term internal combustion engine includes diesel engines and gasoline engines, but also hybrid internal combustion engines, d. H. Internal combustion engines operated by a hybrid combustion process.
  • Internal combustion engines have a cylinder head and a cylinder block which are used to form the individual cylinders, d. H. Combustion chambers are connected to each other at their mounting end faces.
  • the cylinder head is usually used to hold the valve train. It is the task of the valve drive to release the inlet and outlet openings of the combustion chamber in time or to close.
  • an internal combustion engine requires controls and actuators to operate the controls.
  • the expulsion of the combustion gases via the outlet openings and the filling of the combustion chamber, ie the intake of the fresh mixture or the fresh air, via the inlet openings takes place.
  • globe valves are used as control members that perform an oscillating lifting movement during operation of the internal combustion engine and thus release and close the inlet and outlet ports.
  • the required for the movement of the valves valve actuating mechanism including the valves themselves is referred to as a valve train.
  • a valve actuator often includes a camshaft on which a plurality of cams are disposed. Basically, a distinction is made between an underlying camshaft and an overhead camshaft. In this case, reference is made to the parting plane, d. H. Mounting surface, between cylinder head and cylinder block. If the camshaft is above the mounting surface, it is an overhead camshaft, otherwise a camshaft below. Overhead camshafts are preferably stored in the cylinder head.
  • a so-called camshaft receiving is provided with at least two bearings
  • the bearings are usually made in two parts and each include a bearing saddle and connectable to the bearing saddle bearing cap.
  • the camshaft is in the region of the shaft journals, which are arranged spaced apart along the camshaft axis to each other and are usually formed as thickened shaft shoulders stored. It can be formed as separate components or integrally with the camshaft receiving bearing cap and bearing saddles. Between the camshaft and the bearings bearing shells can be arranged as intermediate elements.
  • each bearing saddle When assembled, each bearing saddle is connected to the corresponding bearing cap.
  • Each one bearing saddle and a bearing cap form - possibly in cooperation with bearing shells as intermediate elements - a bore for receiving a pin.
  • the holes are usually with engine oil, d. H. Lubricating oil supplied, so that ideally forms between the inner surface of each hole and the associated pin with rotating camshaft - similar to a plain bearing - a viable lubricating film.
  • a bearing may also be formed in one piece, for example in a built camshaft.
  • a pump for the delivery of engine oil, wherein the pump via the supply line, the Nockenwellenaufiiahme, from the channels to the at least two camps, supplied with engine oil.
  • the supply line leads to the state of the art of the pump through the cylinder block for camshaft receiving and thereby passes the so-called Hauptöl mode.
  • a main supply channel is often provided in the cylinder block, which is aligned along the longitudinal axis of the crankshaft.
  • the main supply channel can be arranged above or below the crankshaft in the crankcase or integrated into the crankshaft. From the main oil gallery channels lead to the bearings of the crankshaft.
  • the proposed pump itself is supplied according to the prior art via suction, which leads from an oil pan to the pump, coming from the oil pan engine oil and must have a sufficiently large flow, d. H. ensure a sufficiently high delivery volume, and for a sufficiently high oil pressure in the supply system, d. H. Oil circulation, especially in the main oil gallery, provide.
  • camshaft and the crankshaft or the associated bearings, d. H. Images are referred to in the context of the present invention as a consumer, since they need to fulfill and maintain their function engine oil or consume, d. H. must be supplied with engine oil.
  • Further consumers may be, for example, the bearings of a connecting rod or an optional balancing shaft. Also consumer in the above sense is also a peak oil cooling, which the piston crown for the purpose of cooling by means of nozzles from below, d. H. crankcase side, wetted with engine oil and thus oil needs, d. H. must be supplied with oil.
  • a hydraulically operable camshaft phaser or other valve train components for example, for hydraulic valve clearance, also have a need for engine oil and require an oil supply.
  • the friction in the consumers to be supplied with oil depends significantly on the viscosity and thus of the temperature of the oil provided and contributes to the fuel consumption of the internal combustion engine.
  • rapid heating of the engine oil and rapid heating of the internal combustion engine are expedient.
  • the comparatively rapid heating of the engine oil during the warm-up phase of the internal combustion engine ensures a correspondingly rapid decrease in viscosity and thus a reduction in the friction or friction power, in particular in the oil-supplied bearings.
  • Both an external heater and an insulated container lead to an additional space requirement in the engine compartment and are detrimental to a dense packaging of the drive unit.
  • Cylinder head to assist the warming of the engine oil after a cold start, d. H. accelerate.
  • the design of the internal combustion engine is determined by the cooling and not by the fastest possible heating of the engine oil.
  • the heat released during combustion by the exothermic, chemical conversion of the fuel is partly dissipated via the walls delimiting the combustion chamber to the cylinder head and the cylinder block and partly via the exhaust gas flow to the adjacent components and the environment.
  • a portion of the introduced into the cylinder head heat flow must be withdrawn from the cylinder head again.
  • the amount of heat dissipated from the surface of the internal combustion engine to the environment by radiation and heat conduction is not sufficient for efficient cooling, which is why cooling of the cylinder head is usually brought about deliberately by means of forced convection.
  • the cooling in the form of air cooling or liquid cooling.
  • the internal combustion engine is provided with a fan, wherein the heat dissipation takes place by means of a guided over the surface of the cylinder head air flow.
  • the liquid cooling requires the equipment of the internal combustion engine or the cylinder head and / or the cylinder block with a coolant jacket, ie the arrangement of the coolant through the cylinder head leading coolant channels, which causes a complex structure of the structure.
  • the mechanically and thermally highly stressed cylinder head is weakened by the introduction of the coolant channels on the one hand in its strength.
  • the heat must not be directed to the cylinder head surface as in the air cooling, to be dissipated. The heat is already in the interior of the cylinder head to the coolant, usually mixed with additives added water.
  • the coolant is thereby by means of a pump arranged in the cooling circuit promoted so that it circulates in the coolant jacket. The heat given off to the coolant is removed in this way from the interior of the cylinder head and removed from the coolant in a heat exchanger again.
  • Water has the advantage over other coolants that it is non-toxic, readily available and inexpensive and also has a very high heat capacity, which is why water is suitable for the removal and removal of very large amounts of heat, which is generally considered advantageous.
  • Modern internal combustion engines are also often charged by means of exhaust gas turbocharger or compressor and increasingly have integrated exhaust manifolds in the cylinder head. These measures result in that the cylinder head and the cylinder block are thermally loaded higher than in a conventional internal combustion engine, which is why increased cooling requirements must be met.
  • the cylinder head has at least two coolant jackets.
  • the cylinder head may, for example, on the outlet side, a lower coolant jacket, which is arranged between the exhaust pipes and the mounting end face of the cylinder head, and an upper coolant jacket, which is arranged on the opposite side of the lower coolant jacket exhaust pipes.
  • the cooling should protect the internal combustion engine, in particular the cylinder head, reliably against thermal overload and preferably be so efficient that it can be dispensed with enrichment ( ⁇ ⁇ 1) at high exhaust gas temperatures.
  • enrichment ⁇ ⁇ 1
  • more fuel is injected than can be burned at all with the amount of air provided, and the additional fuel is also heated and vaporized, so that the temperature of the combustion gases decreases.
  • this procedure is considered to be disadvantageous from an energetic point of view, in particular with regard to the fuel consumption of the internal combustion engine, and with regard to the pollutant emissions.
  • enrichment does not always allow the engine to be operated in the manner required, for example, for a proposed exhaust aftertreatment system.
  • the engine should be removed by cooling no more heat than absolutely necessary because the heat extraction or the amount of heat extracted has an influence on the efficiency of the internal combustion engine.
  • more than a quarter of the energy used is added to the coolant, i. H. usually to the cooling water, the liquid cooling discharged and discharged unused to the environment.
  • the cylinder head of the internal combustion engine according to the invention has two independent coolant circuits, each comprising at least one coolant jacket and in particular can be operated with different coolants and preferably operated.
  • This embodiment or design of the liquid cooling allows a demand-based cooling of the inlet side on the one hand and the outlet side on the other hand, and independently of each other and according to the respective requirement profile.
  • the at least one coolant jacket of the one circuit on the outlet side and the at least one coolant jacket of the other circuit are arranged on the inlet side, so that different cooling capacities can be realized for the inlet side and the outlet side and not only by using different coolants. Rather, the pump power of each circuit can be independently selected and adjusted and thus also the coolant flow rate, d. H. the delivery volume. In this way, influence can be taken on the flow rate, which decisively co-determines the heat transfer by convection.
  • the internal combustion engine according to the invention allows the use of oil as the coolant for the inlet side and the use of water as a coolant for the thermally higher or thermally highly loaded exhaust side of the cylinder head.
  • Oil has a lower heat capacity compared to water, whereby the cooling performance on the inlet side can be significantly reduced compared to a use of water as a coolant.
  • the inventive design of the liquid cooling system offers the possibility of extracting only as much heat from the cylinder head on the inlet side as is actually required to prevent overheating, whereas the inlet side according to the prior art is more strongly cooled due to the uniform use of water as the coolant as this is actually required, since the design of the cooling takes place in view of the thermally stressed outlet side.
  • the internal combustion engine according to the invention is thus optimized in terms of cooling. The efficiency of the internal combustion engine is increased by the liquid cooling according to the invention.
  • the use of oil as a coolant for the at least one inlet-side coolant jacket has a further advantage. If the inlet-side coolant jacket forms the oil circuit of the internal combustion engine, which supplies oil to consumers via the supply line, then the engine oil heats up faster after a cold start.
  • the oil then flows through the inlet-side coolant jacket, when passing through the cylinder head, whose very own function is the presently desired heat transfer.
  • the inlet-side coolant jacket is used for heating the oil during the warm-up phase and according to its original function for cooling the cylinder head with warmed-up internal combustion engine. In both cases, the inlet-side coolant jacket serves the heat input into the oil.
  • the heat that is introduced on the inlet side into the coolant after a cold start, in the internal combustion engine according to the invention advantageously provides for a rapid heating of the oil and thus improves the performance of the internal combustion engine
  • the heat, which according to the prior art in the than Coolant serving cooling water is introduced, discharged unused.
  • the latter heat transfer even precludes rapid heating of the oil.
  • the heating of the oil during the warm-up phase is delayed, since a warm-up of the internal combustion engine is counteracted and thus also a heating of the oil when passing the cylinder head or cylinder block.
  • the inlet-side coolant jacket proves to be extremely suitable with regard to the heating of the oil during the warm-up phase in principle.
  • the coolant jacket-in particular in comparison to a conduit- has a large surface area, which increases the heat transfer due to convection.
  • the cylinder head, in which the coolant jacket is integrated thermally particularly high load, which promotes the heat input into the engine oil during the warm-up phase due to the relatively large temperature difference or temperature gradient.
  • the at least one outlet-side coolant jacket belongs to a cooling water circuit
  • the at least one inlet-side coolant jacket belongs to an oil circuit
  • the inventively designed engine proves to be particularly advantageous during the warm-up phase, in particular after a cold start.
  • the oil flows through the oil circuit belonging to the inlet side coolant jacket of the cylinder head, which heats up comparatively quickly due to the expiring combustion processes, which can be entered immediately after the start of larger amounts of heat in the oil.
  • the oil provided to the consumers is thus heated faster.
  • Higher temperature heated oil has lower viscosity, which lowers engine friction and improves efficiency. As a result, by heating the oil, the fuel consumption of the internal combustion engine is noticeably reduced, in particular after a cold start.
  • the essential advantage of the procedure according to the invention over concepts in which the oil is actively heated by means of a heating device consists in the comparatively simple construction of the oil heating according to the invention. In principle, no additional components are required, in particular no external heating device. With the heater also eliminates the conditional by such a device fuel consumption.
  • a coolant jacket to be provided for the formation of a liquid cooling system is assigned to an already existing oil circuit, in order to be able to heat the oil more quickly during warming up.
  • Embodiments of the internal combustion engine in which the cooling water circuit does not comprise an inlet-side coolant jacket are advantageous. Ie. the inlet side of the cylinder head is exclusively oil-cooled, which is why the heat is not dissipated unused with the cooling water.
  • This embodiment or design of the liquid cooling ensures that the heat removed from the cylinder head inlet side heat is used exclusively and completely for heating the engine oil and is not dissipated unused on the cooling water to the environment. As a result, the heat balance of the internal combustion engine is further optimized.
  • the at least one cylinder head is connected to a mounting end face with a cylinder block, which serves as an upper crankcase half for receiving a crankshaft in at least two camps and with a serving as a lower crankcase oil pan, which is provided for collecting and storing of engine oil, is connected on the side facing away from the cylinder head, wherein a pump is provided for conveying the engine oil via supply line to at least one consumer within the oil circuit.
  • the oil supplied to the at least one consumer in the inlet-side coolant jacket, which is part of the oil circuit, is heated, which is advantageous in particular after a cold start and noticeably reduces the frictional loss of the internal combustion engine.
  • the at least one cylinder head and the cylinder block are connected to each other as part of the assembly at their mounting end faces, that is screwed together usually by means of threaded bolts.
  • a seal is often placed between the cylinder block and the cylinder head.
  • the cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the piston of each cylinder is axially movably guided in a cylinder tube and defines together with the cylinder tube and the cylinder head the combustion chamber of a cylinder.
  • the piston head forms a part of the combustion chamber inner wall and seals together with the piston rings the combustion chamber against the cylinder block or the crankcase, so that no combustion gases or combustion air enter the crankcase and no oil enters the combustion chamber.
  • the piston serves to transfer the gas forces generated by the combustion to the crankshaft.
  • the piston is articulated by means of a piston pin with a connecting rod, which in turn is movably mounted on the crankshaft.
  • crankshaft mounted in the crankcase receives the connecting rod forces, wherein the oscillating stroke movement of the piston is transformed into a rotating rotational movement of the crankshaft.
  • a part of the energy transmitted to the crankshaft is generally used to drive auxiliary equipment such as the oil pump and the alternator or serves to drive the camshaft and thus the actuation of the valve train.
  • the upper crankcase half is formed by the cylinder block.
  • the crankcase is supplemented by the lower half of the crankcase, which can be mounted on the upper crankcase half and serves as an oil sump.
  • the oil pan is used to collect and store the engine oil and is part of the oil circuit.
  • the oil pan serves as a heat exchanger for lowering the oil temperature at warmed up internal combustion engine.
  • the oil contained in the oil sump is cooled by heat conduction and convection by means of air flow past the outside.
  • At least two bearings are provided in the crankcase.
  • this bearing or the bearing of the crankcase what has been said in connection with the camshaft bearing applies analogously, for which reason reference is made to the corresponding explanations.
  • embodiments of the internal combustion engine in which the supply line opens into a main oil gallery from the channels to the are advantageous at least two bearings of the crankshaft to supply the at least two bearings with engine oil.
  • the bearings of the crankshaft are supplied with oil which is heated in the inlet-side coolant jacket, which significantly reduces the friction in the bearings and has an advantageous effect on the warm-up behavior of the internal combustion engine.
  • Embodiments of the internal combustion engine in which the supply line passes through the cylinder head upstream of the main oil gallery are advantageous, preferably through the inlet-side coolant jacket of the cylinder head.
  • the supply line of the oil circuit passes through the cylinder head or through the inlet-side coolant jacket before this line opens downstream into the main oil gallery.
  • the oil is heated in the cylinder head and only then used to lubricate the bearings of the crankshaft. While the prior art engine oil flows from the main oil gallery to the cylinder head, in the present case, it is directed from the cylinder head to the main oil gallery, which reduces friction in the bearings and reduces fuel consumption.
  • Embodiments of the internal combustion engine in which the supply line of the oil circuit downstream of the pump first passes through the cylinder head before this supply line enters the cylinder block are advantageous.
  • This embodiment utilizes the fact that the cylinder head is subjected to high thermal loads, in particular thermally loaded higher than the cylinder block, so that the heating of the oil, i. the increase in the oil temperature at a flow through the cylinder head is more pronounced than when flowing through the cylinder block.
  • the cylinder head heats up faster due to the ongoing combustion processes, especially compared to the cylinder block.
  • the embodiment in question ie the proposed flow guide, ensures that the crankshaft bearings are supplied with preheated oil more quickly and, in particular, prevents the heat entering the cylinder head upstream of the cylinder block from being removed from the heat.
  • the supply line first through the cylinder block and then, d. H. downstream, passes through the cylinder head, preferably through the inlet side coolant jacket.
  • Embodiments of the internal combustion engine are advantageous in which the supply line leads from the inlet-side coolant jacket to the camshaft receptacle for supplying the camshaft bearing with oil.
  • the at least one cylinder head is connected to a mounting end face with a cylinder block having at least one coolant jacket to form a liquid cooling.
  • a thermally highly loaded component In addition to the cylinder head and the cylinder block is a thermally highly loaded component, so it may be necessary or advantageous to equip the cylinder block to form a liquid cooling with a coolant jacket. This can be particularly advantageous if less temperature-resistant materials are to be used or in supercharged internal combustion engines, which are thermally stressed higher than naturally aspirated engines.
  • embodiments are advantageous, for example, in which the at least one coolant jacket of the cylinder block belongs to the cooling water circuit.
  • Water is characterized by a high heat capacity, which is why when using water as a coolant larger amounts of heat can be dissipated.
  • oil as a coolant has the advantage that it is not corrosive, rather even offers corrosion protection and unlike water with - in particular moving - components can easily come into contact without the functioning of the engine would be at risk ,
  • oil is fed anyway via supply line through the cylinder block, d. H. supplied to the block to supply the consumers, in particular the crankshaft, with oil.
  • embodiments are advantageous in which the at least one coolant jacket of the cylinder block is arranged upstream of the at least one coolant jacket of the cylinder head.
  • Which arrangement of the block and head or flow direction of the coolant is to be preferred depends on the individual case, in particular also on which coolant is used or on which cooling circuit the coolant jacket of the block belongs.
  • the at least one inlet-side coolant jacket is located on the cylinder block facing side of the intake system. This leaves enough space on the side facing away from the block of the cylinder head, for example, to arrange a camshaft holder, and leads to a compact design.
  • the at least one outlet-side coolant jacket lies on the side facing the cylinder block. This leaves enough space on the side facing away from the block of the cylinder head, for example, to arrange a camshaft holder, and leads to a compact design.
  • embodiments are advantageous, which are characterized in that at least two outlet-side coolant jackets are provided, with a lower coolant jacket between the mounting end face and the at least one exhaust pipe is arranged and an upper coolant jacket is arranged on the opposite side of the lower coolant jacket of the at least one exhaust pipe.
  • a first, lower coolant jacket is located on the cylinder block facing side of the Abgasabriossystems, while a second, upper coolant jacket is arranged on the side facing away from the cylinder block of Abgasabriossystems.
  • connection is provided between the lower coolant jacket and the upper coolant jacket, which serves for the passage of coolant.
  • the at least one compound lies on the side of the elbow facing away from the cylinders.
  • the cooling of the cylinder head can additionally and advantageously be improved by generating a pressure gradient between the upper and lower coolant jacket, whereby the speed in the at least one connection is increased, which leads to an increased heat transfer due to convection.
  • the lower and the upper coolant jacket can be connected to each other over their entire width or only in sections, i. over a portion of the coolant jackets.
  • the flow velocity in the at least one compound can be influenced and thus the heat transfer by convection.
  • the at least one connection is preferably arranged adjacent to the region in which the exhaust pipes merge to form the overall exhaust gas line, wherein the distance between the at least one connection and the total exhaust gas line is preferably smaller than the diameter or half the diameter of a cylinder. The distance is determined by the distance between the outer wall of the entire exhaust line and the outer wall of the connection.
  • embodiments are advantageous in which the exhaust gas lines of at least two cylinders merge within the cylinder head to form an integrated exhaust manifold to form an overall exhaust gas line.
  • the exhaust gases Downstream of the manifold, the exhaust gases are then optionally supplied to the turbine of an exhaust gas turbocharger and / or one or more exhaust aftertreatment systems.
  • the turbine As close to the outlet of the internal combustion engine, in order to make optimum use of the exhaust enthalpy of the hot exhaust gases and to ensure a rapid response of the turbocharger.
  • the way the hot exhaust gases to the various exhaust aftertreatment systems should be as short as possible, so that the exhaust gases little time Cooling is granted and the exhaust aftertreatment systems reach their operating temperature or light-off as quickly as possible, especially after a cold start of the engine.
  • Embodiments of the cylinder head with, for example, four cylinders arranged in series, in which the exhaust pipes of the outer cylinder and the exhaust pipes of the inner cylinder are each combined to form an overall exhaust line, are also cylinder heads of the type in question.
  • each cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder.
  • Embodiments in which first the exhaust gas lines of the at least two outlet openings of each cylinder merge to form a partial exhaust gas line associated with the cylinder before the partial exhaust gas lines of at least two cylinders merge to form an overall exhaust gas line are advantageous.
  • the total travel distance of all exhaust pipes is thereby further shortened.
  • the gradual merging of the exhaust pipes to an overall exhaust line also contributes to a more compact, d. H. less voluminous design of the cylinder head and thus in particular to a weight reduction and more effective packaging in the engine compartment.
  • each cylinder has an outlet opening for discharging the exhaust gases from the cylinder.
  • Embodiments in which the internal combustion engine is a supercharged internal combustion engine, preferably an internal combustion engine charged by means of an exhaust gas turbocharger, are advantageous.
  • FIG. 1 shows in a slightly salaried plan view, the sand cores 1, 7 of the coolant jackets 2, 8 of two separate coolant circuits, as they are integrated according to a first embodiment in the cylinder head of an internal combustion engine.
  • a coolant jacket 8 are arranged in the cylinder head outlet side, wherein the two The outlet-side coolant jackets 2a, 2b belong to a cooling water circuit and the inlet-side coolant jacket 8 is part of a separate oil circuit.
  • the two coolant circuits namely the cooling water circuit on the one hand and the cooling oil circuit on the other hand, are separated.
  • each cylinder outlet side two exhaust ports for discharging the exhaust gases from the cylinders and inlet side two inlet ports for supplying fresh air to the cylinders, wherein each Outlet opening an exhaust pipe and connected to each inlet port an intake.
  • the exhaust pipes of the three cylinders lead together within the cylinder head to form an integrated exhaust manifold to an overall exhaust line (not shown).
  • the cylinder head is connected to a cylinder block at a mounting end.
  • the outlet-side cooling water circuit comprises two outlet-side coolant jackets 2a, 2b, of which a lower coolant jacket 2a between the mounting end face and the integrated exhaust manifold is disposed and an upper coolant jacket 2b on the lower coolant jacket 2a opposite side of the exhaust manifold. Consequently, the manifold is located between the lower coolant jacket 2a and the upper coolant jacket 2b and is covered over a large area by these coolant jackets 2a, 2b.
  • the cooling water circuit does not include an inlet side coolant jacket.
  • connection 2c between the lower coolant jacket 2a and the upper coolant jacket 2b are provided, which serve for the passage of cooling water, wherein in the plan view FIG. 1 only one connection 2c is visible.
  • the two connections 2c are arranged adjacent to the overall exhaust gas line, ie to the region of the manifold at which the exhaust gas lines merge and the cylinder head is subjected to a particularly high thermal load.
  • accesses are provided, which also serve as Sandkern Aln 3, 9 during the casting process.
  • the accesses are closed after casting.
  • Such accesses can, however, in principle also be used in the context of liquid cooling for the supply or removal of coolant to the coolant jackets or circuits.
  • the entrances to the outlet-side coolant shells 2a, 2b are provided in the region of the two connections 2c, via which the lower coolant jacket 2a and the upper coolant jacket 2b communicate with one another.
  • cooling water flows 4 and cooling oil flows 10 are formed on the side facing the mounting end, which are aligned substantially parallel to the cylinder longitudinal axes.
  • cooling oil flows 5 are formed on the side facing the mounting end, which are aligned substantially parallel to the cylinder longitudinal axes.
  • the associated coolant outflows 5, 11 run essentially parallel to the crankshaft longitudinal axis.
  • For venting the cooling water circuit is a vent line. 6
  • FIG. 2 shows in a side view the in FIG. 1 shown sand cores 1, 7 with a view towards the crankshaft longitudinal axis. It should only be supplementary to FIG. 1 For that reason, reference is made to FIG. 1 , The same reference numerals have been used for the same components.
  • FIG. 2 It can be seen that on the side facing the mounting end side two cooling water inflows 4 enter the lower coolant jacket 2a of the cooling water circuit and two cooling oil inflows 10 in the inlet side cooling jacket 8 of the oil circuit and that the inflows 4, 10 are substantially parallel to the cylinder longitudinal axes.

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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 (14)

  1. Moteur à combustion interne doté d'au moins un cylindre, comprenant
    - au moins une culasse, et
    - un refroidissement par liquide, qui présente au moins deux chemises d'agent de refroidissement (2, 8) intégrées dans la culasse, dans lequel chaque cylindre présente côté échappement au moins une ouverture d'échappement pour l'évacuation des gaz d'échappement et côté admission au moins une ouverture d'admission pour la fourniture d'air frais, dans lequel dans la culasse au moins une chemise d'agent de refroidissement (2) est disposée côté échappement et au moins une chemise d'agent de refroidissement (8) est disposée côté admission et ces au moins deux chemises d'agent de refroidissement (2, 8) sont séparées l'une de l'autre et font partie de circuits d'agent de refroidissement différents séparés,
    caractérisé en ce que
    - ladite au moins une chemise d'agent de refroidissement côté échappement (2) fait partie d'un circuit d'eau de refroidissement, tandis que ladite au moins une chemise d'agent de refroidissement côté admission (8) fait au contraire partie d'un circuit d'huile.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le circuit d'eau de refroidissement ne comprend pas de chemise d'agent de refroidissement côté admission.
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que ladite au moins une culasse est assemblée par une face frontale de montage à un bloc de cylindres qui, en tant que moitié supérieure de carter de vilebrequin, est destiné à recevoir un vilebrequin dans au moins deux paliers, et est assemblée, sur le côté placé à l'opposé de la culasse, à un carter d'huile servant de moitié inférieure de carter de vilebrequin, qui est prévu pour recueillir et stocker de l'huile moteur, dans lequel il est prévu une pompe pour le transport de l'huile moteur via une conduite d'alimentation vers au moins un consommateur à l'intérieur du circuit d'huile.
  4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que la conduite d'alimentation débouche dans une galerie d'huile principale, de laquelle des canaux conduisent vers lesdits au moins deux paliers du vilebrequin, afin d'alimenter en huile moteur lesdits au moins deux paliers.
  5. Moteur à combustion interne selon la revendication 4, caractérisé en ce que la conduite d'alimentation traverse la culasse en amont de la galerie d'huile principale.
  6. Moteur à combustion interne selon l'une quelconque des revendications 3 à 5, caractérisé en ce que la conduite d'alimentation du circuit d'huile traverse d'abord la culasse en aval de la pompe avant que cette conduite d'alimentation pénètre dans le bloc de cylindres.
  7. Moteur à combustion interne selon l'une quelconque des revendications, caractérisé en ce que ladite au moins une culasse est assemblée par une face frontale de montage à un bloc de cylindres, qui présente au moins une chemise d'agent de refroidissement pour la formation d'un refroidissement par liquide.
  8. Moteur à combustion interne selon l'une quelconque des revendications précédentes, avec un bloc de cylindres, qui présente au moins une chemise d'agent de refroidissement pour la formation d'un refroidissement par liquide, caractérisé en ce que ladite au moins une chemise d'agent de refroidissement du bloc de cylindres fait partie du circuit d'eau de refroidissement.
  9. Moteur à combustion interne selon l'une quelconque des revendications 1 à 7 avec un bloc de cylindres, qui présente au moins une chemise d'agent de refroidissement pour la formation d'un refroidissement par liquide, caractérisé en ce que ladite au moins une chemise d'agent de refroidissement du bloc de cylindres fait partie du circuit d'huile.
  10. Moteur à combustion interne selon la revendication 8 ou 9 avec un bloc de cylindres, qui présente au moins une chemise d'agent de refroidissement pour former un refroidissement par liquide, caractérisé en ce que ladite au moins une chemise d'agent de refroidissement du bloc de cylindres est disposée en amont de ladite au moins une chemise d'agent de refroidissement de la culasse.
  11. Moteur à combustion interne selon l'une quelconque des revendications précédentes, dans lequel ladite au moins une culasse est assemblée par une face frontale de montage à un bloc de cylindres et une conduite d'aspiration se raccorde à chaque ouverture d'admission, caractérisé en ce que ladite au moins une chemise d'agent de refroidissement côté admission (8) est disposée entre la face frontale de montage et ladite au moins une conduite d'aspiration.
  12. Moteur à combustion interne selon l'une quelconque des revendications précédentes, dans lequel ladite au moins une culasse est assemblée par une face frontale de montage à un bloc de cylindres et une conduite de gaz d'échappement se raccorde à chaque ouverture d'échappement, caractérisé en ce que ladite au moins une chemise d'agent de refroidissement côté échappement (2) est disposée entre la face frontale de montage et ladite au moins une conduite de gaz d'échappement.
  13. Moteur à combustion interne selon l'une quelconque des revendications précédentes, dans lequel ladite au moins une culasse est assemblée par une face frontale de montage à un bloc de cylindres et une conduite de gaz d'échappement se raccorde à chaque ouverture d'échappement, caractérisé en ce qu'il est prévu au moins deux chemises d'agent de refroidissement côté échappement (2a, 2b), dans lequel une chemise d'agent de refroidissement inférieure (2a) est disposée entre la face frontale de montage et ladite au moins une conduite de gaz d'échappement et une chemise d'agent de refroidissement supérieure (2b) est disposée sur le côté de ladite au moins une conduite de gaz d'échappement opposé à la chemise d'agent de refroidissement inférieure (2a).
  14. Moteur à combustion interne selon l'une quelconque des revendications précédentes doté d'au moins deux cylindres, dans lesquels une conduite de gaz d'échappement se raccorde à chaque ouverture d'échappement, caractérisé en ce que les conduites de gaz d'échappement d'au moins deux cylindres se rejoignent à l'intérieur de la culasse avec formation d'un collecteur de gaz d'échappement intégré en une conduite de gaz d'échappement globale.
EP10161879.1A 2010-05-04 2010-05-04 Moteur à combustion interne doté d'un refroidissement de liquide Not-in-force EP2385229B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP10161879.1A EP2385229B1 (fr) 2010-05-04 2010-05-04 Moteur à combustion interne doté d'un refroidissement de liquide
CN201110082410.1A CN102235224B (zh) 2010-05-04 2011-03-30 具有液体冷却的内燃发动机
US13/099,702 US8601987B2 (en) 2010-05-04 2011-05-03 Internal combustion engine with liquid cooling
US13/253,817 US8621865B2 (en) 2010-05-04 2011-10-05 Internal combustion engine with liquid-cooled turbine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10161879.1A EP2385229B1 (fr) 2010-05-04 2010-05-04 Moteur à combustion interne doté d'un refroidissement de liquide

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EP2385229A1 EP2385229A1 (fr) 2011-11-09
EP2385229B1 true EP2385229B1 (fr) 2017-08-02

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CN106368846B (zh) * 2016-10-27 2019-01-01 奇瑞汽车股份有限公司 一种集成设计的发动机气缸盖
KR102395302B1 (ko) * 2017-11-20 2022-05-09 현대자동차주식회사 배기매니폴드 일체형 실린더헤드 및 이를 포함한 엔진 냉각시스템
CN110284988B (zh) * 2018-03-19 2022-04-01 康明斯公司 用于冷却内燃发动机的***和方法
CN108547703B (zh) * 2018-03-23 2020-05-08 重庆长安汽车股份有限公司 一种集成排气歧管的汽车发动机冷却水套结构
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Publication number Publication date
US8601987B2 (en) 2013-12-10
CN102235224B (zh) 2015-05-20
US20110271916A1 (en) 2011-11-10
CN102235224A (zh) 2011-11-09
EP2385229A1 (fr) 2011-11-09

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