GB2570327A

GB2570327A - Cylinder head for engines

Info

Publication number: GB2570327A
Application number: GB1800973.8A
Authority: GB
Inventors: Dsouza Jalick; Kishor Talnikar Kaewallya; Pandurang Chavan Vinayak; Richard Chittenden Jonathan
Original assignee: Perkins Engines Co Ltd
Current assignee: Perkins Engines Co Ltd
Priority date: 2018-01-22
Filing date: 2018-01-22
Publication date: 2019-07-24
Anticipated expiration: 2038-01-22
Also published as: GB2570327B; GB201800973D0

Abstract

A cylinder head 108 for an engine includes a body 140 with a bore 156 which defines an axis (158, Fig. 2) and an axial end 160, and accommodates a fuel injector 110; the body 140 includes a first channel 180 connected and open to the bore 156 at a first opening 184, and a second channel 182 connected open to the bore 156 at a second opening 186; the first channel 180 defines a first axis 190, and is configured to facilitate a supply of a coolant to the fuel injector 110; the second channel 182 defines a second axis 192, and is configured to facilitate an exit of the coolant from the fuel injector 110; the second axis 192 defines an angle A1 relative to the first axis 190 around the bore 156; the first opening 184 is defined at a first distance (H1, Fig. 2) from the axial end 160, and the second opening 186 is defined at a second distance (H2, Fig. 2) from the axial end, the first distance being different from the second distance.

Description

CYLINDER HEAD FOR ENGINES

Technical Field [0001] The present disclosure relates to a cylinder head of an engine. More particularly, the present disclosure relates to passages, formed within the cylinder head, which facilitate a delivery and a release of a coolant for a fuel injector accommodated within the cylinder head.

Background [0002] Internal combustion engines generally include cylinders, and fuel injectors that may be associated with the cylinders. Fuel injectors are generally used to inject fuel into the cylinders for combustion and power generation. During an operation of the fuel injectors, it is desirable to keep a temperature of the fuel injectors within a pre-determined range or a pre-determined limit so as to mitigate potential thermal issues associated with a fuel injector operation. For example, oxidization of the fuel, residual deposition within the fuel injectors, etc., may hamper a fuel injector operation. In one example, temperature rise within fuel injectors may be attributed to a compression of the fuel to a pressure before an injection of the fuel into the cylinders. A temperature rise may also result from a continuous working of the fuel injector.

[0003] United States Patent No. 7,290,559 relates to a check valve for a highpressure pump. The check valve has a valve housing inserted into a receptacle in a pump housing part. A valve member is guided longitudinally displaceably in the valve housing and cooperates with a valve seat in the valve housing. At least one inlet conduit of the check valve discharges at least approximately at a tangent into a bore surrounding the valve member. The tangential discharge causes an inflowing fuel to swirl.

-2Summary of the Invention [0004] In one aspect, the disclosure is directed towards a cylinder head for an engine. The cylinder head includes a body with a bore. The bore defines an axis and an axial end, and is configured to accommodate a fuel injector therein. The body includes a first channel connected and open to the bore at a first opening. The first channel defines a first axis, and is configured to facilitate a supply of a coolant to the fuel injector. Further, the body includes a second channel connected and open to the bore at a second opening. The second channel defines a second axis, and is configured to facilitate an exit of the coolant from the fuel injector. The second axis defines an angle relative to the first axis around the bore. Further, the first opening is defined at a first distance from the axial end, and the second opening is defined at a second distance from the axial end. The first distance is different from the second distance.

[0005] In another aspect, the disclosure relates to an engine. The engine includes an engine block and a cylinder head coupled to the engine block. The cylinder head includes a body with a bore. The bore defines an axis and an axial end, and is configured to accommodate a fuel injector therein. The body includes a first channel and a second channel. The first channel is connected and open to the bore at a first opening, while the second channel is connected and open to the bore at a second opening. The first channel defines a first axis, and is configured to facilitate supply of a coolant to the fuel injector, while the second channel defines a second axis, and is configured to facilitate an exit of the coolant from the fuel injector. The second axis defines an angle relative to the first axis around the bore. Moreover, the first opening is defined at a first distance from the axial end, and the second opening is defined at a second distance from the axial end. The first distance is different from the second distance.

Brief Description of the Drawings [0006] FIG. 1 is a view of an exemplary engine, in accordance with an embodiment of the disclosure;

-3[0007] FIG. 2 is a perspective cross-sectional view of a cylinder head of the engine of FIG. 1, depicting coolant channels for a fuel injector accommodated within the cylinder head, in accordance with an embodiment of the disclosure;

[0008] FIG. 3 is a top cross-sectional view of the cylinder head, depicting the coolant channels; and [0009] FIG. 4 is a top cross-sectional view of a cylinder head for the engine, depicting coolant channels, in accordance with an alternate embodiment of the disclosure.

Detailed Description [0010] Referring to FIG. 1, an engine 100 is illustrated. Certain components associated with the engine 100 have been removed for simplicity and ease. The engine 100 may be applied to power a variety of machines, such as, but not limited to, trucks, locomotives, construction machines, military machines, ships, generator sets, and other similar machines. The engine 100 is an internal combustion engine, and may be configured to work on a compression ignition cycle. For example, the engine 100 may be a diesel engine that may receive fuel, such as diesel fuel, for combustion and power generation. However, an engine using other fuels, such as gaseous fuels, including but not limited to propane gas, hydrogen gas, natural gas (methane), or other fuels, singularly or in combination with each other, or with the diesel fuel, may be applicable. Further, the engine 100 is a multi-cylinder engine, such as a 12-cylinder engine, although aspects of the present disclosure may be applicable to engines with a higher or a lower number of cylinders. According to one example, the engine 100 includes a V-configuration, although engines having various other configuration, such as an engine having in-line configuration, may also make use of one or more aspects of the present disclosure. It may be appreciated that a configuration, type, and specification of the engine 100, as discussed in the present disclosure, is set out to explain one possible embodiment of the aspects of the present disclosure, and thus, variations to the engine 100, in actual practice and application, may occur.

-4[0011] The engine 100 includes an engine block 106, a cylinder head 108, and a number of fuel injectors (see an exemplary fuel injector 110 in a cutout). Multiple cylinders (see exemplary cylinder 112) are structured and arranged within the engine block 106, and in each of which, combustion of an air-fuel mixture is carried out for generating power. As an example, one fuel injector is associated with one cylinder of the engine 100, so as to facilitate an injection of fuel into each cylinder (e.g., into a combustion chamber defined by each cylinder). Injected fuel may be mixed with a volume of air (routed into the combustion chambers via one or more air intake passages (not shown)) for facilitating combustion within the combustion chambers. For clarity, a cutout and a discussion corresponding to the one exemplary cylinder 112 alone is provided in FIG. 1. Aspects described for the cylinder 112 may be applicable to each of the remaining cylinders of the engine 100.

[0012] The cylinder 112 may house a piston 120 that slides between a top dead center position and a bottom dead center position within the cylinder 112. A combustion chamber 128 is defined within the cylinder 112 between a crown 130 of the piston 120 and a flame deck 132 of the cylinder head 108. The combustion chamber 128 is further delimited by a surrounding cylinder wall 134 of the cylinder 112, as shown. Combustion of an air-fuel mixture occurring within the combustion chamber 128 causes the piston 120 to reciprocate between the top dead center position and the bottom dead center position to generate power.

[0013] The fuel injector 110 is coupled to the cylinder head 108, so as to inject fuel into the combustion chamber 128 for combustion within the combustion chamber 128. For example, the fuel injector 110 is configured to receive an amount of the fuel from a fuel source (such as a fuel tank) (not shown), and is adapted to inject fuel into the combustion chamber 128 at certain specific times, during operation. In one implementation, the fuel injector 110 may be a unit injector or an electronic fuel injector. For example, the fuel injector 110 may include a solenoid valve mechanism or a needle valve mechanism that may facilitate a quantified and a precisely timed injection of fuel into the combustion chamber 128.

-5As an example, the fuel injector 110 may be electronically coupled to a control system (not shown) so as to obtain instructions pertaining to the amount of fuel required for injection and to the timing of fuel injection. In an embodiment, the fuel injector 110 may be part of a common rail fuel injection system. Additionally, or alternatively, the fuel injector 110 may include a hydraulically actuated electronically controlled unit injector (HEUI), mechanically actuated electronically controlled unit injector (MEUI), and the like. As discussions corresponding to the cylinder 112 were applicable to all cylinders of the engine 100, so may the aspects discussed for the fuel injector 110 be applicable to all fuel injectors of the engine 100.

[0014] Referring to FIG. 2, the cylinder head 108 is discussed. The cylinder head 108 is coupled to the engine block 106. For example, the cylinder head 108 includes a body 140 with a top surface 142 and a bottom surface 144 that is abutted against and is coupled to the engine block 106. The top surface 142 may be exposed to an outside or to certain components associated with the engine 100. The body 140 also includes a side surface 150 extending between the top surface 142 and the bottom surface 144. Further, the body 140 includes provisions to mount multiple fuel injectors (such as fuel injector 110) corresponding to each cylinder of the engine 100. For example, the body 140 may include multiple bores, with each bore accommodating one fuel injector of the engine 100.

[0015] It may be noted that certain forthcoming discussions include structural and functional details of the body 140 relative to one cylinder (i.e., cylinder 112) of the engine 100. Such details may be envisioned for each cylinder of the engine 100. For example, FIG. 2 depicts an internal view of the body 140 and certain provisions structured therein that correspond to one fuel injector (i.e., fuel injector 110 associated with the cylinder 112) and one bore (i.e., bore 156 accommodating the fuel injector 110). Such provisions may be envisioned around each fuel injector of the engine 100 (and thus around each bore of the body 140 that accommodates a fuel injector of the engine 100).

-6[0016] The bore 156 extends between the top surface 142 and the bottom surface 144, and defines an axis 158 (referred to as the bore axis 158, hereinafter) and an axial end 160. The bore 156 also includes an inner peripheral surface 168 defined around the bore axis 158. The axial end 160 is proximal or closer to the top surface 142 than to the bottom surface 144. In an embodiment, the bore 156 may be machined in the body 140 of the cylinder head 108 by any conventional machining operation, such as by a boring operation. The bore 156 receives the fuel injector 110, and facilitates an accommodation of the fuel injector 110 within the body 140 of the cylinder head 108. As an example, the fuel injector 110 may be accommodated and secured into the bore 156 by a suitable connection means. For example, the fuel injector 110 may be secured into the bore 156 by a threaded connection, although other connection types are possible.

[0017] The body 140 includes coolant channels that facilitate a delivery and a release of a coolant relative to the fuel injector 110. For example, the body 140 includes a first channel 180 and a second channel 182. The first channel 180 is connected and open to the bore 156 at a first opening 184, and is adapted to facilitate a supply of a coolant towards the bore 156, and thus to the fuel injector 110 accommodated within the bore 156, through the first opening 184. The second channel 182 is connected and open to the bore 156 at a second opening 186, and is adapted to facilitate an exit of the coolant from the bore 156, and thus from the fuel injector 110 accommodated within the bore 156, through the second opening 186. Both the first channel 180 and the second channel 182 are linearly extending, cylindrically shaped passages that define a first axis 190 and a second axis 192, respectively. Alternative shapes, cross-sections, and profiles of the first channel 180 and the second channel 182, may be contemplated.

[0018] Referring to FIG. 3, the inner peripheral surface 168 of the bore 156 may be at an offset relative to an outer surface 194 of the fuel injector 110, and may thus define an annular empty space 200 around the fuel injector 110, in an assembly of the fuel injector 110 within the bore 156. A depiction of the annular empty space 200 is exemplarily exaggerated in FIG. 3 for understanding and ease.

-7The annular empty space 200 may be connected (or fluidly coupled) to the first opening 184 so as to receive the coolant from the first channel 180. Similarly, the annular empty space 200 may be connected (or fluidly coupled) to the second opening 186, so as to release the coolant into the second channel 182. Effectively, the annular empty space 200 may define a cooling jacket 202 around the fuel injector 110 that may facilitate a cooling of the fuel injector 110. Optionally, the fuel injector 110 may include other cooling arrangements, such as an integrally formed/assembled annular sleeve that may define an annular empty space around the fuel injector 110 to serve as a cooling jacket of the fuel injector 110.

[0019] Referring back to FIG. 2, the first channel 180 defines a third opening 210 at the side surface 150 of the body 140. A hose (not shown) may be coupled (such as threadably) to the first channel 180 at the third opening 210, and which may extend between the first channel 180 and a source of coolant in order to have a quantity of coolant from the source delivered to the first channel 180. Similar to the first channel 180, the second channel 182 defines a fourth opening 212 at the side surface 150 of the body 140. Another hose (not shown) may be coupled (such as threadably) at the fourth opening 212, and which may extend from the second channel 182 to any component/system, or to the source of coolant itself, so as to have a used quantity of coolant delivered to the component/sub-system, or to the source of coolant, from the second channel 182. A flow of the coolant may be facilitated by a pumping action of a pump (not shown).

[0020] With continued reference to FIG. 2, the first opening 184 is defined at a first distance Hl from the axial end 160 of the bore 156, while the second opening 186 is defined at a second distance H2 from the axial end 160 of the bore 156. The distances Hl and H2 may be different from each other. For example, the first distance Hl is greater than the second distance H2. Accordingly, it may be noted that the second opening 186 is at an elevation relative to the first opening 184 according to the orientation of the body 140 provided in FIG. 2. Further, it may be visualized that the first axis 190 is defined planarly in a first plane 220, and, similarly, the second axis 192 is defined planarly in a second plane 222. In some

-8embodiments, the first plane 220 may be spaced apart and parallel to the second plane 222. Additionally, or optionally, the first plane 220 and the second plane 222 may be perpendicular to the bore axis 158, as well. Accordingly, the first plane 220 may be farther away from the top surface 142 of the body 140 than the second plane 222.

[0021] Referring back to FIG. 3, the second axis 192 may be tilted relative to the first axis 190 as viewed in FIG. 3 (i.e. visualized from the axial end 160). For example, the second axis 192 defines an angle Al relative to the first axis 190 around the bore 156. The angle Al may be less than 180 degrees. In some embodiments, the angle Al may be less than 90 degrees. In yet some embodiments, the angle Al may be greater than 60 degrees but less than 120 degrees.

[0022] Further, the first axis 190, as defined by the first channel 180, intersects a curvature 230 defined by the inner peripheral surface 168 of the bore 156 at a first point 232. A normal 238 (referred to as a first normal 238) to the curvature 230, passing through the first point 232, is tilted to the first axis 190, as illustrated. For example, an angle A2 defined between the first axis 190 and the first normal 238 may take any value in a range of 30 degrees to 90 degrees. It may be noted that an orientation of the first channel 180 relative to the curvature 230 of the bore 156 facilitates a substantially tangential entry of the coolant into the annular empty space 200 (i.e., cooling jacket 202) through the first opening 184.

[0023] In some embodiments, the second axis 192, as defined by the second channel 182, intersects the curvature 230 at a second point 242. A normal 248 (referred to as a second normal 248) of the curvature 230 passing through the second point 242, is tilted to the second axis 192, as illustrated. For example, an angle A3 defined between the second axis 192 and the second normal 248 is less than (or equal to) 45 degrees. It may be noted that an orientation of the second channel 182 relative to the curvature 230 of the bore 156 facilitates the coolant to exit along a path that is substantially normal relative to the curvature 230 of the bore 156.

-9[0024] Referring to FIG. 4, a cylinder head 408 is shown according to an alternative embodiment of the cylinder head 108 of the present disclosure. Alike the cylinder head 108, the cylinder head 408 includes a body 440 with a bore 456 (similar to bore 156), and a first channel 480 and a second channel 482 formed within the body 440. With the exception of certain structural variations of the layout of the first channel 480 (relative to the first channel 180) and the second channel 482 (relative to the second channel 182), the cylinder head 408 remains similar to the cylinder head 108. The first channel 480 and the second channel 482 are respectively connected and open to the bore 456 at a first opening 484 and a second opening 486. As may be seen from the view provided in FIG. 4, the first channel 480 may be tangentially introduced into the bore 456, through the first opening 484. Further, the second channel 482 may be defined normally to a curvature 530 defined by an inner peripheral surface 468 of the bore 456. Other features of the cylinder head 408 may remain similar to the ones that have been already discussed for the cylinder head 108, and, thus, are neither annotated nor discussed.

[0025] Although various layouts of the first channel 180, 480 and the second channel 182, 482 have been discussed in FIG. 3 and FIG. 4, it may be noted that these layouts may be provided around any of the bores 156, 456 in any combination. For example, the body 140 may include a layout of the first channel 180 and the layout of the second channel 482 around the bore 156, while, also, in some cases, the body 140 may include a layout of the first channel 480 and the layout of the second channel 182 around the bore 156.

Industrial Applicability [0026] During an operation of the engine 100 with the cylinder head 108, as the coolant passes into the first channel 180 through the third opening 210 (facilitated by a pumping action of the pump, for example), the coolant follows a profile of the layout of the first channel 180. Given the orientation of the first channel 180 relative to the curvature 230, the coolant enters into the bore 156 (or

-10into the cooling jacket 202 defined by the annular empty space 200) substantially tangentially. The substantial tangential entry of the coolant from the first channel 180 into the bore 156 facilitates a swirling motion (see exemplary arrows, S, FIG. 2) to the coolant within the annular empty space 200 (i.e., the cooling jacket 202). The swirling motion facilitates the coolant to effectively pass around the fuel injector 110, in a clockwise manner (see FIG. 3), and extract and dissipate heat from around the fuel injector 110. Moreover, owing to the elevated position of the second opening 186 relative to the first opening 184, the coolant follows a spiral path upwards (see profile defined by the exemplary arrows, S, FIG. 2) towards the second opening 186. Upon reaching the second opening 186, the coolant exits from the annular empty space 200 and is released into the second channel 182, thus taking away the heat of fuel injector operation. Effectively, the first channel 180 and the second channel 182 provide an in-built feature in the cylinder head 108 to provide cooling for the fuel injector 110.

[0027] In some embodiments, a functionality of the first channel 180 and the second channel 182 may be interchanged. For example, the second channel 182 may be applied to feed the coolant to the annular empty space 200, while the first channel 180 may be applied to facilitate an exit of the coolant from the annular empty space 200. In such a case, understandably, a direction of coolant flow may be reversed as well, and, accordingly, the coolant may pass around the fuel injector 110 in a counter clockwise manner to extract and dissipate heat from around the fuel injector 110.

[0028] Further, according to an embodiment of the present disclosure, the fuel injected by the fuel injector 110 and applied by the engine 100 for combustion in the combustion chamber 128 for subsequent power generation, may be utilized as the coolant. According to an example, the fuel is diesel which may enter the first channel 180, and then into the annular empty space 200, by a suction force provided by the fuel injector 110. According to an exemplary operation pattern, a portion of fuel provided to the fuel injector 110 may be used for injection into the combustion chamber 128, while a remaining portion of fuel may be swirled around

-lithe fuel injector 110 to extract and dissipate heat from the fuel injector 110, before being eventually scavenged out from the fuel injector 110 through the second opening 186.

[0029] An operation of the engine 100 with the cylinder head 408 may remain similar to the operation of the engine 100 with the cylinder head 108, discussed above. Further, an effective cooling of the fuel injector 110 by the swirling motion (see exemplary arrows, S) and the spiraling action (see profile defined by exemplary arrows, 5, FIG. 2) of the coolant improves functioning of the fuel injector 110, thereby prolonging the useful life of the fuel injector 110 and of components associated with the fuel injector 110. This, in turn, saves cost, time, and effort.

[0030] It will be apparent to those skilled in the art that various modifications and variations can be made to the system of the present disclosure without departing from the scope of the disclosure. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the system disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalent.

Claims

Claims What is claimed is:

1. A cylinder head (108, 408) for an engine (100), the cylinder head (108,408) comprising:

a body (140, 440) including a bore (156, 456) defining an axis (158) and an axial end (160), the bore (156, 456) adapted to accommodate a fuel injector (110) therein, the body (140, 440) including a first channel (180, 480) connected and open to the bore (156, 456) at a first opening (184, 484), and defining a first axis (190), the first channel (180, 480) adapted to facilitate supply of a coolant to the fuel injector (110) through the first opening (184, 484), and a second channel (182, 482) connected and open to the bore (156, 456) at a second opening (186, 486), and defining a second axis (192), the second channel (182, 482) adapted to facilitate an exit of the coolant from the fuel injector (110) through the second opening (186, 486), wherein the second axis (192) defines an angle (Al) relative to the first axis (190) around the bore (156, 456), and the first opening (184, 484) is defined at a first distance (Hl) from the axial end (160), the second opening (186, 486) is defined at a second distance (H2) from the axial end (160), the first distance (Hl) being different from the second distance (H2).

2. The cylinder head (108, 408) of claim 1, wherein the first axis (190) intersects a curvature (230, 530) defined by an inner peripheral surface (168, 468) of the bore (156, 456) at a first point (232), wherein the first axis (190) is tilted to a normal (238) of the curvature (230, 530) passing through the first point (232).

3. The cylinder head (408) of claim 1, wherein the first channel (480) is introduced tangentially into the bore (456), through the first opening (484).

4. The cylinder head (108, 408) of claim 1, wherein the angle (Al) is less than 90 degrees.

5. The cylinder head (108, 408) of claim 1, wherein the angle (Al) is greater than 60 degrees and less than 120 degrees.

6. The cylinder head (108, 408) of claim 1, wherein the first axis (190) is defined in a first plane (220), the second axis (192) is defined in a second plane (222), the first plane (220) being parallel to the second plane (222).

7. The cylinder head (108, 408) of claim 6, wherein each of the first plane (220) and the second plane (222) is perpendicular to the axis (158) of the bore (156, 456).

8. The cylinder head (108, 408) of claim 1, wherein the second axis (192) intersects a curvature (230, 530) defined by an inner peripheral surface (168, 468) of the bore (156, 456) at a second point (242), wherein a normal (248) of the curvature (230, 530) passing through the second point (242) makes an angle (A3) of less than 45 degrees with the second axis (192).

9. The cylinder head (408) of claim 1, wherein the second channel (482) is defined normally to a curvature (530) defined by an inner peripheral surface (468) of the bore (456).

10. The cylinder head (108, 408) of claim 1, wherein the coolant is a fuel injected by the fuel injector (110) into a combustion chamber (128) of the engine (100) for combustion.

11. An engine (100), comprising:

an engine block (106); and a cylinder head (108, 408) coupled to the engine block (106), the cylinder head (108, 408) including:

12. The engine (100) of claim 11, wherein the first channel (180, 480) is introduced tangentially into the bore (156, 456), through the first opening (184, 484).

13. The engine (100) of claim 11, wherein the angle (Al) is less than 90 degrees.

14. The engine (100) of claim 11, wherein the first axis (190) is defined in a first plane (220), the second axis (192) is defined in a second plane (222), the first plane (220) being parallel to the second plane (222).

15. The engine (100) of claim 14, wherein each of the first plane (220) and the second plane (222) is perpendicular to the axis (158) of the bore (156, 456).