EP2627884B1 - Moteur à combustion interne et procédé de fabrication d'un tel moteur à combustion interne - Google Patents

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

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Publication number
EP2627884B1
EP2627884B1 EP10776081.1A EP10776081A EP2627884B1 EP 2627884 B1 EP2627884 B1 EP 2627884B1 EP 10776081 A EP10776081 A EP 10776081A EP 2627884 B1 EP2627884 B1 EP 2627884B1
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EP
European Patent Office
Prior art keywords
cylinder head
combustion engine
internal combustion
oil chamber
engine according
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.)
Active
Application number
EP10776081.1A
Other languages
German (de)
English (en)
Other versions
EP2627884A1 (fr
Inventor
Jochen HÄFNER
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of EP2627884A1 publication Critical patent/EP2627884A1/fr
Application granted granted Critical
Publication of EP2627884B1 publication Critical patent/EP2627884B1/fr
Active 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
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead 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
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/006—Camshaft or pushrod housings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/101—Lubrication of valve gear or auxiliaries of cam surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49229—Prime mover or fluid pump making
    • Y10T29/49231—I.C. [internal combustion] engine making

Definitions

  • the invention relates to an internal combustion engine specified in the preamble of claim 1 and a method for producing such an internal combustion engine according to claim 10.
  • the known internal combustion engines have a relatively high complexity, in particular with regard to their production, which is due in particular to a large number of flange surfaces to be sealed. This results in undesirably high costs for the internal combustion engine.
  • the first aspect of the invention relates to an internal combustion engine having a plurality of cylinders with at least one cylinder head, wherein inlets of the cylinder head at an inlet flange surface and outlet channels at an opposite Auslassflansch configuration open and above a space in the cylinder head, which receives the inlet and outlet ducts and a coolant space, a Oil space is provided for an actuator for gas exchange valves.
  • the inlet flange surface and the outlet flange surface are arranged inclined relative to one another such that an imaginary line of intersection of the two flange faces in the vertical direction of the internal combustion engine lies above the cylinder head and the cylinder head has an at least substantially triangular cross section.
  • the internal combustion engine according to the invention thus has a low complexity, which keeps their production costs and thus their costs low. Furthermore, it has only a small number of parts, which is also beneficial to the low cost. Since in the internal combustion engine according to the invention compared to conventional internal combustion engines, the sealed flange between the cylinder head and the cylinder head cover can be omitted or their function is integrated in the inlet flange and the Auslassflansch configuration, the effort to seal the internal combustion engine according to the invention and their assembly effort is to be counted as low , which keeps the total costs on a small scale. In addition, the internal combustion engine according to the invention is particularly reliable and therefore inexpensive to produce.
  • Another advantage of the internal combustion engine according to the invention is that it has only a very small space requirement, in particular due to the mutually inclined arrangement of the flange.
  • package problems in particular in a space-critical area such as an engine compartment of a motor vehicle, in particular a passenger car, can be solved or avoided.
  • the oil space of the cylinder head in each case at least one opening to the two flange surfaces.
  • the oil chamber is particularly easy to access, which keeps the assembly costs and the maintenance of the internal combustion engine according to the invention low. Further This makes a particularly inexpensive and cost-effective production of the cylinder head and thus possible with the entire internal combustion engine.
  • a particularly time- and cost-effective installation of the internal combustion engine is made possible when cylinder head bolts for screwing the cylinder head with a motor housing of the internal combustion engine through the openings of the oil chamber in the flange directly accessible.
  • the cylinder head for example, with a simple standard tool and for a person to be mounted ergonomically cheap to be screwed to the motor housing.
  • low cycle times for the manufacture and assembly of the internal combustion engine are possible, which keeps costs low.
  • the inlet flange of the cylinder head is at least partially covered by an intake module, which covers both the inlet channels and the opening to the oil chamber tight, in particular fluid-tight and oil-tight.
  • an intake module which covers both the inlet channels and the opening to the oil chamber tight, in particular fluid-tight and oil-tight.
  • the intake module is formed for example of plastic, so that this and thus the internal combustion engine have a particularly low weight. Furthermore, this results in particularly low material costs, which is beneficial to the low cost of the internal combustion engine.
  • the outlet flange surface of the cylinder head is covered by an exhaust manifold module, which covers both the outlet channels and the openings to the oil chamber tight, in particular fluid-tight and in particular oil-tight.
  • an exhaust manifold module which covers both the outlet channels and the openings to the oil chamber tight, in particular fluid-tight and in particular oil-tight.
  • the exhaust manifold module is formed, for example, as a thin-walled forming part of a metal, so that the production cost and manufacturing costs of the exhaust manifold module are low, but this high loads, especially high temperature loads, during operation of the internal combustion engine can endure damage over a long service life.
  • the actuating device for the gas exchange valves comprises, for example, a camshaft associated with the exhaust ducts and / or a camshaft associated with the intake ducts.
  • a storage lane is provided, which is partially formed by the cylinder head.
  • the storage lane is partially formed by bearing caps, which attach to the cylinder head, for example, to screw, are. It can advantageously be provided that the bearing caps are integrated into the intake module and / or the exhaust manifold module.
  • the Verschraubungsebene the bearing caps of the camshaft in the flange of the intake and / or the exhaust manifold module.
  • the second aspect of the invention relates to a method for producing an internal combustion engine according to the invention, wherein during the casting of the cylinder head, the oil space is formed by cores laterally through the openings in the Flange areas are introduced.
  • the oil chamber can be represented by lateral slides of a pouring device and an oil chamber core can be dispensed with.
  • the inventive method thus enables a particularly cost-effective production of the internal combustion engine.
  • the slides can be made of a steel and / or as a mold, which further reduces the cost of manufacturing the internal combustion engine. It is not necessary to shoot sand cores. Likewise, the mold and its storage is less sensitive to tolerances than is the case with a sand core storage. This allows the representation of very small wall thicknesses, which is associated with a low weight and low material costs for the production of the internal combustion engine. Furthermore, this results in a particularly high process reliability of the process, which means a further cost reduction.
  • the Fig. 1 and 2 show a cylinder head 10 for a multi-cylinder internal combustion engine.
  • the cylinder head 10 has inlet channels 12, via which air or a fuel-air mixture can flow into the cylinders of the internal combustion engine.
  • the cylinder head 10 has exhaust passages 14, via which exhaust gas resulting from combustion of the air which is supplied with fuel in the cylinders or the air / exhaust gas mixture can flow out of the cylinders.
  • the intake ports 12 open at an intake flange surface 16 and the exhaust ports 14 open at an outlet flange surface 18 opposite the intake flange surface 16.
  • the cylinder head 10 includes a space receiving the intake ports 12 and the exhaust ports 14 and a coolant chamber 20.
  • the coolant chamber 20 is also referred to as a water chamber, in which, in particular during operation of the internal combustion engine, coolant is to cool the internal combustion engine and in particular the cylinder head.
  • Fig. 1 shows that the inlet flange 16 and the outlet flange 18 are arranged inclined to each other, so that a cutting line 22 of the two flange surfaces 16 and 18 in the vertical direction of the engine and thus of the cylinder head 10 according to a direction arrow 24 above the cylinder head 10 and the cylinder head 10 a at least substantially triangular cross-section.
  • the cylinder head 10 also has a double-sided oil chamber 26, which is arranged in the vertical direction of the internal combustion engine and the cylinder head 10 according to a directional arrow 24 above the coolant chamber 20 and which each has a particularly large opening to both flange 16 and 18 out.
  • the oil space 26 serves to receive oil to lubricate and cool an actuator for actuating gas exchange valves.
  • the actuating device comprises a camshaft associated with the intake passages 12, by means of which intake valves of the gas exchange valves are to be actuated.
  • the actuator comprises a camshaft associated with the exhaust ports 14, by means of which exhaust valves of the gas exchange valves can be actuated.
  • oil chamber 26 a corresponding to each one of the camshaft bearing lane 28 and 30 is provided, which is partially formed by the cylinder head 10 and via which the respective camshaft is to be held on the cylinder head 10.
  • an intake module can be bolted to the cylinder head 10.
  • the intake module performs both the function of covering and sealing the oil space 26 and the function of covering and sealing the intake passages 12.
  • an exhaust manifold module can be connected to the cylinder head 10.
  • the oil chamber 26 and the inlet channels 12 and the outlet channels 16 are to be covered and sealed by means of the intake module and the exhaust manifold module.
  • the modules thus have a particularly high functional integration, so that the number of parts and thus the cost of the internal combustion engine can be kept low. Additional sealing surfaces are thus not provided, so that the internal combustion engine and in particular the cylinder head 10 can be made particularly time-consuming and cost-effective.
  • the cylinder head 10 and thus the entire internal combustion engine in particular due to the at least substantially triangular formation of the cross section on a particularly small space requirement.
  • bearing caps are provided, which are to be connected to the cylinder head 10, whereby the bearing lane 28 and 30 are formed.
  • the bearing cap of the storage lane 28 are advantageously integrated into the intake module and formed integrally with the intake module, and the bearing cap of the storage lane 30 are integrated into the exhaust manifold and integrally formed with the exhaust manifold.
  • the cylinder head 10 comprises receiving openings 32 in which injectors are to be accommodated. By means of the injectors, fuel can be injected directly into the cylinders. Furthermore, the cylinder head 10 comprises receiving openings 34 in which the gas exchange valves are to be accommodated. In addition, receiving opening 36 are provided for respective hydraulic elements, by means of which a clearance compensation of the gas exchange valves is feasible.
  • the Fig. 1 and 2 can also be seen are bores 38 for longitudinal oil passages through which the camshafts and in particular bearing points, on which the camshafts are mounted in the bearing lanes 28 and 30, can be supplied with oil and thus to cool and lubricate.
  • a longitudinal web 40 is provided in the vertical direction according to the directional arrow 24 above the oil chamber 26, which passages 42 for respective ones Having spark plugs, in which the spark plugs are to be included.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Molds, Cores, And Manufacturing Methods Thereof (AREA)

Claims (10)

  1. Moteur à combustion interne présentant plusieurs cylindres munis d'au moins une culasse (10), des canaux d'admission (12) de la culasse (10) débouchant sur une surface de bride d'admission (16) et des canaux d'évacuation (14) débouchant sur une surface de bride d'évacuation (18) opposée et au-dessus d'une chambre de la culasse (10) qui loge les canaux d'admission et d'évacuation (12, 14) et une chambre de réfrigérant (20), au moins une chambre d'huile (26) est destinée à un dispositif d'actionnement pour des soupapes d'échange des gaz, la surface de bride d'admission (16) et la surface de bride d'évacuation (18) étant agencées de manière inclinée l'une par rapport à l'autre, de telle sorte qu'une ligne d'intersection (22) imaginaire des deux surfaces de bride (16, 18) se situe au-dessus de la culasse (10) et caractérisé en ce que la culasse (10) présente une section transversale au moins sensiblement triangulaire.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la chambre d'huile (26) de la culasse (10) présente à chaque fois au moins une ouverture vers les deux surfaces de bride (16, 18).
  3. Moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au-dessus de la chambre d'huile (26) est disposée une nervure longitudinale (40) qui présente des passages (42) pour des bougies d'allumage et/ou des buses d'injection.
  4. Moteur à combustion interne (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que les vis de culasse destinées à fixer la culasse au carter de moteur sont directement accessibles par des ouvertures dans la chambre d'huile (26) sur les surfaces de bride (16, 18).
  5. Moteur à combustion interne (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que les vis destinées à fixer les paliers d'arbres à cames ou d'autres dispositifs d'actionnement de soupape sont directement accessibles par des ouvertures dans la chambre d'huile (26) sur les surfaces de bride (16, 18).
  6. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la surface de bride d'admission (16) de la culasse (10) est recouverte par une module d'aspiration, qui recouvre hermétiquement tant les canaux d'admission (12) que l'ouverture vers la chambre d'huile (26).
  7. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la surface de bride d'évacuation (18) de la culasse (10) est recouverte par une module collecteur de gaz d'échappement, qui recouvre hermétiquement tant les canaux d'évacuation (14) que l'ouverture vers la chambre d'huile (26).
  8. Moteur à combustion selon l'une quelconque des revendications précédentes, caractérisé en ce que les chapeaux de palier des arbres à cames sont intégrés dans le module d'aspiration et/ou dans le module collecteur de gaz d'échappement.
  9. Moteur à combustion selon l'une quelconque des revendications précédentes, caractérisé en ce que le plan de vissage des chapeaux de palier des arbres à cames se situe dans les surfaces de bride (16, 18) du module collecteur de gaz d'échappement et/ou du module d'aspiration.
  10. Procédé de fabrication d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 9, caractérisé en ce que lors de la coulée de la culasse (10) la chambre d'huile (26) est moulée par des noyaux qui sont introduits latéralement par les ouvertures dans les surfaces de bride (16, 18).
EP10776081.1A 2010-10-14 2010-10-14 Moteur à combustion interne et procédé de fabrication d'un tel moteur à combustion interne Active EP2627884B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2010/006291 WO2012048722A1 (fr) 2010-10-14 2010-10-14 Moteur à combustion interne et procédé de fabrication d'un tel moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2627884A1 EP2627884A1 (fr) 2013-08-21
EP2627884B1 true EP2627884B1 (fr) 2014-12-17

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP10776081.1A Active EP2627884B1 (fr) 2010-10-14 2010-10-14 Moteur à combustion interne et procédé de fabrication d'un tel moteur à combustion interne

Country Status (5)

Country Link
US (1) US8851036B1 (fr)
EP (1) EP2627884B1 (fr)
JP (1) JP5639276B2 (fr)
CN (1) CN103154486B (fr)
WO (1) WO2012048722A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012020030A1 (de) * 2012-10-12 2014-04-17 Daimler Ag Zylinderkopfeinrichtung für eine Verbrennungskraftmaschine sowie Verbrennungskraftmaschine mit einer solchen Zylinderkopfeinrichtung
DE102012022700A1 (de) 2012-11-21 2014-05-22 Daimler Ag Brennkraftmaschine für einen Kraftwagen sowie Kraftwagen mit einer solchen Brennkraftmaschine
DE102013019817A1 (de) 2013-11-26 2015-05-28 Daimler Ag Verbrennungskraftmaschine, insbesondere für einen Kraftwagen

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3847499A (en) * 1973-09-04 1974-11-12 Tridair Industries Tool and method for reaming and tapping a spark plug opening in a rotary engine housing
US4660529A (en) * 1981-04-22 1987-04-28 Yamaha Hatsudoki Kabushiki Kaisha Four-cycle engine
JPS61126007U (fr) * 1985-01-29 1986-08-07
DE3724494A1 (de) * 1987-07-24 1989-02-02 Audi Ag Fluessigkeitsgekuehlter zylinderkopf fuer eine brennkraftmaschine
DE3912495C2 (de) * 1989-04-15 1998-07-16 Audi Ag Nockenwellengehäuse
US5018497A (en) * 1989-05-29 1991-05-28 Yamaha Hatsudoki Kabushika Kaisha Multiple valve internal combustion engine
JP2800350B2 (ja) * 1990-03-09 1998-09-21 スズキ株式会社 シリンダヘッド構造
US5167208A (en) * 1992-03-09 1992-12-01 Rasiah Randolph R Internal combustion engine
DE4435555C1 (de) * 1994-10-05 1996-03-14 Porsche Ag Mehrzylindrige Brennkraftmaschine
GR960100259A (el) * 1996-07-23 1998-03-31 / Μηχανη ελκοντος εμβολου.
US6817322B2 (en) * 2002-09-03 2004-11-16 Caterpillar Inc. Cylinder head
EP1614901B1 (fr) * 2003-03-13 2018-12-26 Yanmar Co., Ltd. Structure de recouvrement pour moteur

Also Published As

Publication number Publication date
CN103154486A (zh) 2013-06-12
US8851036B1 (en) 2014-10-07
US20140261268A1 (en) 2014-09-18
JP2013540942A (ja) 2013-11-07
CN103154486B (zh) 2015-07-01
WO2012048722A1 (fr) 2012-04-19
EP2627884A1 (fr) 2013-08-21
JP5639276B2 (ja) 2014-12-10

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