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EP2003320B1 - Culasse de moteur à combustion interne - Google Patents

Culasse de moteur à combustion interne Download PDF

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Publication number
EP2003320B1
EP2003320B1 EP07110193.5A EP07110193A EP2003320B1 EP 2003320 B1 EP2003320 B1 EP 2003320B1 EP 07110193 A EP07110193 A EP 07110193A EP 2003320 B1 EP2003320 B1 EP 2003320B1
Authority
EP
European Patent Office
Prior art keywords
exhaust
cylinder head
cylinder
coolant jacket
gas lines
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.)
Revoked
Application number
EP07110193.5A
Other languages
German (de)
English (en)
Other versions
EP2003320A1 (fr
Inventor
Jens Dunstheimer
Kai Kuhlbach
Jan Mehring
Martin Lutz
Markus Hermann
Christoph Holbach
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
Original Assignee
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=38896720&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2003320(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP07110193.5A priority Critical patent/EP2003320B1/fr
Priority to EP20080104396 priority patent/EP2003321A3/fr
Priority to US12/138,902 priority patent/US8146543B2/en
Priority to JP2008155398A priority patent/JP2008309158A/ja
Publication of EP2003320A1 publication Critical patent/EP2003320A1/fr
Application granted granted Critical
Publication of EP2003320B1 publication Critical patent/EP2003320B1/fr
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/243—Cylinder heads and inlet or exhaust manifolds integrally cast together
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels

Definitions

  • Internal combustion engines have a cylinder block and a cylinder head, which is used to form the individual cylinder d.
  • Combustion chambers are connected to each other, wherein bores are provided for connecting in the cylinder head and in the cylinder block.
  • bores are provided for connecting in the cylinder head and in the cylinder block.
  • As part of the assembly of the cylinder block and the cylinder head are arranged by stacking their mounting end faces in such a way to each other that the holes are aligned.
  • threaded bolts which are inserted and screwed into the bores of the cylinder head and the cylinder block, a connection is then made.
  • the cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the pistons are guided axially movably in the cylinder tubes and, together with the cylinder tubes and the cylinder head, form the combustion chambers of the internal combustion engine. Consequently, a combustion chamber is mitbe opinion each of a piston, a cylinder tube and the cylinder head and mitgestaltet.
  • a seal is usually arranged between the cylinder block and the cylinder head.
  • the cylinder head is usually used to hold the valve train.
  • 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 d.
  • H. the suction of the fresh mixture or the fresh air through the inlet openings.
  • four-stroke engines use almost exclusively globe valves as control members, which perform an oscillating lifting movement during operation of the internal combustion engine and in this way release and close the inlet and outlet openings.
  • the required for the movement of the valves valve actuating mechanism including the valves themselves is referred to as a valve train.
  • a valve actuating device comprises a camshaft on which a plurality of cams is arranged. Basically, a distinction is made between an underlying camshaft and an overhead camshaft. In this case, reference is made to the parting line between the cylinder head and cylinder block. If the camshaft is above this parting line, it is an overhead camshaft, otherwise a camshaft underneath.
  • Overhead camshafts are also mounted in the cylinder head, wherein a valve train with overhead camshaft as a further valve train component has a rocker arm, a rocker arm or a plunger.
  • valve train It is the task of the valve train to open the intake and exhaust ports of the combustion chamber in time or close, with a quick release of the largest possible flow cross sections is sought to keep the throttle losses in the incoming and outflowing gas flows low and the best possible filling of the Combustion chamber with fresh mixture or an effective ie To ensure complete removal of the exhaust gases. Therefore, in the prior art, combustors are also frequently and increasingly equipped with two or more inlet or outlet ports.
  • the inlet ducts leading to the inlet openings and the outlet ducts or exhaust ducts adjoining the outlet openings are according to the state of Technology at least partially integrated in the cylinder head.
  • the exhaust pipes of the outlet openings of a single cylinder are usually - within the cylinder head - merged into a cylinder associated partial exhaust gas line, these partial exhaust gas lines are then brought together outside of the cylinder by means of a so-called (exhaust) manifold; often to a single overall exhaust 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 exhaust gas turbocharger or the closest possible to the outlet of the internal combustion engine endeavors to arrange the exhaust gas turbocharger or the closest possible to the outlet of the internal combustion engine in order to make optimum use of the exhaust enthalpy of the hot exhaust gases in this way 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 are given little time to cool and the exhaust aftertreatment systems reach their operating temperature or light-off as soon as possible, especially after a cold start of the engine.
  • the exhaust manifold is integrated with the cylinder head.
  • Such a cylinder head in which connects to each outlet opening an exhaust pipe and merge the exhaust gas lines of the cylinder within the cylinder head to form an overall exhaust gas line, is also the subject of the present invention.
  • 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 via radiation and heat conduction to the environment 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 guided over the surface of the cylinder head air flows.
  • the liquid cooling requires the equipment of the internal combustion engine or the cylinder head with a coolant jacket d.
  • H. the arrangement of the coolant through the cylinder head leading coolant channels, which causes a complex structure of the cylinder head construction.
  • 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 conveyed by means of a pump arranged in the cooling circuit, 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.
  • a coolant jacket is integrated in the cylinder head according to the prior art in a cylinder head of the present type, wherein the coolant jacket has 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, the the side opposite the lower coolant jacket side of the exhaust pipes is arranged comprises.
  • enrichment ( ⁇ ⁇ 1) is always carried out when high exhaust gas temperatures are to be expected.
  • more fuel is injected than can be burned at all with the amount of air provided, wherein the additional fuel is also heated and evaporated, so that the temperature of the combustion gases decreases.
  • this procedure is considered disadvantageous in terms of energy, 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 internal combustion engine to be operated in the manner required, for example, for a proposed exhaust aftertreatment system.
  • a cylinder head according to the preamble of claim 1 d. H. provide the generic type, which is equipped with a coolant jacket, with which the known prior art disadvantages are overcome and ensures an optimized cooling of the cylinder head, without a thermal overload of the cylinder head is to be feared.
  • a cylinder head according to claim 1 has - in contrast to that in the EP 1 722 090 A2 described cylinder head - via at least one compound that is at least one breakthrough in the outer wall of the cylinder head, through which or the coolant from the lower coolant jacket can flow into the upper coolant jacket and vice versa.
  • in principle cooling takes place in the region of the outer wall of the cylinder head, to which, according to the state of the art, consciously - for the realization of a compact design - is omitted.
  • the conventional longitudinal flow of the coolant ie the coolant flow in the direction of the longitudinal axis of the cylinder head
  • a coolant transverse flow which runs transversely to the longitudinal flow and preferably approximately in the direction of the cylinder longitudinal axes.
  • the cylinder head according to the invention is thermally higher loadable than the known from the prior art cylinder head.
  • On a enrichment of the fuel-air mixture - with the aim of lowering the exhaust gas temperature - can thus largely or completely be dispensed with, which in each case depends on the internal combustion engine, the number of cylinders, the specific training of at least one compound and the like. This proves to be particularly advantageous in terms of fuel consumption and the emission behavior of the internal combustion engine.
  • there are more freedom in the control of the internal combustion engine since a possible enrichment to lower the exhaust gas temperature or to protect the cylinder head from thermal overload in the context of engine control no longer needs to be considered.
  • the cylinder head according to the invention is particularly suitable for supercharged internal combustion engines that require efficient and optimized cooling due to higher exhaust gas temperatures.
  • the object underlying the invention is achieved, namely to provide a liquid-cooled cylinder head, which has an optimized cooling.
  • Embodiments of the cylinder head in which the lower and the upper coolant jacket are not connected to one another over the entire area of the outer wall are advantageous, but the at least one connection only extends over a partial area of the outer wall.
  • the flow velocity in the at least one connection can be increased, which increases the heat transfer by convection. This also offers advantages in terms of the mechanical strength of the cylinder head.
  • Embodiments of the cylinder head in which the at least one connection is arranged adjacent to the region in which the exhaust gas lines merge to form the overall exhaust gas line are advantageous.
  • the cylinder head In the area in which the exhaust gas lines lead into a common exhaust gas line and the hot exhaust gas of all cylinders of the internal combustion engine is collected, the cylinder head is subject to particularly high thermal loads. This has several reasons.
  • the entire exhaust gas of the internal combustion engine passes through this collection point in the exhaust system, whereas a single exhaust line, which is then acted upon by the exhaust port of a cylinder, only with the exhaust gas or a portion of the exhaust gas of a cylinder. Ie. the absolute amount of exhaust gas that can give off heat to the cylinder head is the largest here.
  • the mouth region of the exhaust pipes in the entire exhaust line is continuously exposed to hot exhaust gases, whereas the exhaust pipes of a cylinder - for example, in a four-stroke internal combustion engine - only during the change of charge of the respective cylinder d. H. is once passed through within two crankshaft revolutions of hot exhaust gas.
  • the exhaust gas flows of the individual exhaust pipes must be more or less deflected in order to merge the exhaust pipes to a common total exhaust line can.
  • the individual exhaust gas flows therefore have in this area - at least partially - a speed component which is perpendicular to the walls of the exhaust pipe, whereby the heat transfer by convection and consequently the thermal load of the cylinder head is additionally increased.
  • the embodiment of the cylinder head in question in which the at least one connection in the vicinity of the mouth region is arranged in the overall exhaust gas line, ie in the vicinity of the collection point of the exhaust gas lines, is advantageous.
  • the distance between the at least one connection and the total exhaust gas line is less than half the diameter of a cylinder, wherein the distance from the distance between the outer wall of the entire exhaust line and the outer wall of the compound results.
  • Embodiments of the cylinder head in which at least two connections are provided, which are arranged on opposite sides of the overall exhaust gas line, are advantageous.
  • a symmetrical arrangement of the at least two connections in the region of the outer wall takes into account the fact that the integrated system in the cylinder head system of exhaust pipes is usually symmetrical. The mutually corresponding formation of the exhaust system and cooling thus also ensures a symmetrical temperature distribution in the cylinder head.
  • each cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder.
  • it is a primary goal during discharge of the exhaust gases as part of the charge exchange to release the largest possible flow cross-sections as quickly as possible to ensure effective discharge of the exhaust gases, which is why the provision of more than one outlet opening is advantageous.
  • Embodiments of the cylinder head in which at least one cylinder is provided between the exhaust pipes of at least one cylinder-at a distance from these exhaust pipes-at least one connection between the lower coolant jacket and the upper coolant jacket are advantageous. In this way, a cooling in the immediate vicinity of the outlet openings can be realized, which is advantageous if it is taken into account that the exhaust gases have the highest temperature when leaving the cylinder.
  • embodiments of the cylinder head are advantageous 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 belonging to the cylinder before these partial exhaust gas lines of the at least two cylinders merge to form the total exhaust gas line.
  • This embodiment of the integrated system of exhaust pipes is similar to the formation of a conventional exhaust manifold, the procedure is similar. The total travel distance of all exhaust pipes is thereby 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.
  • the wall thickness of the partial exhaust gas lines tapers apart wall, so that this wall, especially in the area in which the merger actually takes place, is thermally highly loaded.
  • Providing a connection d. H. a cooling channel for the purpose of heat dissipation is therefore advantageous.
  • the same considerations and relationships also apply to the previously described embodiment of the cylinder head, in which between the exhaust pipes of at least one cylinder at least one connection between the lower coolant jacket and the upper coolant jacket is provided.
  • each cylinder has an outlet opening for discharging the exhaust gases from the cylinder.
  • Embodiments of the cylinder head are advantageous in which at least one connection between the lower coolant jacket and the upper coolant jacket is provided between the exhaust pipes of at least two adjacent cylinders spaced from these exhaust pipes.
  • FIG. 1 shows in a slightly salaried plan view of the sand core 13 of the integrated in a first embodiment of the cylinder head exhaust pipes 4a, 4b, 5, 6, so that FIG. 1
  • the system of integrated in the cylinder head exhaust pipes 4a, 4b, 5, 6 illustrates, which is why the reference numerals for the exhaust pipes 4a, 4b, 5, 6 are registered.
  • each of the four cylinders is provided with two outlet openings 3a, 3b, with an exhaust pipe 4a, 4b connected to each outlet opening 3a, 3b.
  • the exhaust pipes 4a, 4b of each cylinder lead to a cylinder associated with the partial exhaust gas line 5, wherein the partial exhaust gas lines 5 then d. H. downstream merge together to form a common total exhaust line 6.
  • connections 15 between the lower coolant jacket and the upper coolant jacket spaced from these partial exhaust gas lines 5.
  • the optional connections 15 assist the cooling of the highly thermally loaded collection point 8, at which the exhaust gas streams of all cylinders merge d. H. to be collected.
  • the entire exhaust gas of the internal combustion engine passes through this collection point 8 d. H. the mouth region 8 of the partial exhaust gas lines 5, where the partial exhaust gas lines 5 open into the total exhaust gas line 6.
  • two connections 7 are provided between the lower coolant jacket and the upper coolant jacket, which in turn serve the passage of coolant (shown as dash-dotted ellipses).
  • the compounds 7 are adjacent to the total exhaust line 6 d. H. to the region 8, in which the exhaust pipes 4a, 4b, 5 merge to the total exhaust gas line 6.
  • FIG. 2 shows in a perspective view the in FIG. 1 illustrated sand core 13 together with the coolant jacket 2 of the first embodiment of the cylinder head.
  • the coolant jacket 2 comprises a lower coolant jacket 2 a, which between the exhaust pipes 5 and a non-illustrated mounting end face of the cylinder head (see FIG. 3 ), and an upper coolant jacket 2b, which is arranged on the opposite side of the lower coolant jacket 2a of the exhaust pipes 5.
  • the lower and the upper coolant jacket 2a, 2b are not connected to one another over the entire area of the outer wall, but only over a partial area of the outer wall, namely adjacent to the overall exhaust gas line 6.
  • the two connections 7 are thus arranged adjacent to the region in which the exhaust gas lines 5 merge to form the overall exhaust gas line 6. H. where the cylinder head is subject to high thermal loads.
  • the entire exhaust gas of the internal combustion engine flows through the collection point, which is continuously charged with hot exhaust gases, whereas the exhaust pipes 5 of a cylinder are only temporarily flowed through by hot exhaust gas. In addition, the exhaust gas flows are deflected in the collection area.
  • the two connections 7 permit cooling also in the area of the outer wall of the cylinder head, wherein the longitudinal flows adjusting in the upper and lower coolant jacket 2a, 2b are supplemented by two coolant flows, which run transversely to the longitudinal flows, in the direction of the longitudinal axis of the cylinder head.
  • the flows of the coolant are indicated by arrows.
  • two accesses 12 are provided in the region of the total exhaust gas line 6 or the connections 7, which are closed after removal of the sand core 13.
  • each cylinder has not only two outlet openings 3, 3b, but also two inlet openings 11a, 11b.
  • FIG. 3 shows in a perspective view of the first embodiment of the cylinder head 1 and that from below, ie with a view of the mounting end face 9 and the inlet openings 11a, 11b of the cylinder.

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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)
  • Exhaust Silencers (AREA)

Claims (8)

  1. Culasse (1) qui peut être raccordée à un bloc-cylindres au niveau d'un côté frontal de montage (9), comprenant une enveloppe de réfrigérant (2) au moins partiellement intégrée dans la culasse (1) pour un moteur à combustion interne comprenant au moins deux cylindres, chaque cylindre présentant au moins une ouverture d'échappement (3a, 3b) pour l'évacuation des gaz d'échappement hors du cylindre,
    - une conduite de gaz d'échappement (4a, 4b) se raccordant à chaque ouverture d'échappement (3a, 3b),
    - les conduites de gaz d'échappement (4a, 4b) des au moins deux cylindres se réunissant à l'intérieur de la culasse (1) pour former une conduite de gaz d'échappement commune (6),
    - l'enveloppe de réfrigérant (2) présentant une enveloppe de réfrigérant inférieure (2a), qui est disposée entre les conduites de gaz d'échappement (4a, 4b, 5, 6) et le côté frontal de montage (9) de la culasse (1) et une enveloppe de réfrigérant supérieure (2b) qui est disposée du côté des conduites de gaz d'échappement (4a, 4b, 5, 6) opposé à l'enveloppe de réfrigérant inférieure (2a), et
    - au moins une connexion (7) entre l'enveloppe de réfrigérant inférieure (2a) et l'enveloppe de réfrigérant supérieure (2b), qui sert au passage de réfrigérant, étant prévue à distance des conduites de gaz d'échappement (4a, 4b, 5, 6) dans une paroi extérieure (10) de la culasse (1) de laquelle sort la conduite de gaz d'échappement commune (6),
    caractérisée en ce que
    - l'au moins une connexion (7) est disposée à côté de la région (8) dans laquelle les conduites de gaz d'échappement (4a, 4b, 5) se réunissent pour former la conduite de gaz d'échappement commune (6), la distance entre l'au moins une connexion (7) et la conduite de gaz d'échappement commune (6) étant inférieure à la moitié du diamètre d'un cylindre.
  2. Culasse (1) selon la revendication 1,
    caractérisée en ce
    qu'au moins deux connexions (7) sont prévues, lesquelles sont disposées sur des côtés opposés de la conduite de gaz d'échappement commune (6).
  3. Culasse (1) selon la revendication 1 ou 2,
    caractérisée en ce que
    chaque cylindre présente au moins deux ouvertures d'échappement (3a, 3b) pour l'évacuation des gaz d'échappement hors du cylindre.
  4. Culasse (1) selon la revendication 3,
    caractérisée en ce
    qu'au moins une connexion est prévue entre l'enveloppe de réfrigérant inférieure (2a) et l'enveloppe de réfrigérant supérieure (2b) entre les conduites de gaz d'échappement (4a, 4b) d'au moins un cylindre - à distance de ces conduites de gaz d'échappement (4a, 4b).
  5. Culasse (1) selon la revendication 3 ou 4,
    caractérisée en ce que
    les conduites de gaz d'échappement (4a, 4b) des au moins deux ouvertures d'échappement (3a, 3b) de chaque cylindre sont d'abord réunies en une conduite de gaz d'échappement partielle (5) appartenant au cylindre avant que ces conduites de gaz d'échappement partielles (5) des au moins deux cylindres soient réunies pour former la conduite de gaz d'échappement commune (6).
  6. Culasse (1) selon la revendication 5,
    caractérisée en ce
    qu'entre les conduites de gaz d'échappement partielles (5) d'au moins deux cylindres adjacents
    - à distance de ces conduites de gaz d'échappement partielles (5) - est prévue au moins une connexion (15) entre l'enveloppe de réfrigérant inférieure (2a) et l'enveloppe de réfrigérant supérieure (2b).
  7. Culasse (1) selon la revendication 1 ou 2,
    caractérisée en ce que
    chaque cylindre présente une ouverture d'échappement (3a, 3b) pour l'évacuation des gaz d'échappement hors du cylindre.
  8. Culasse (1) selon la revendication 7,
    caractérisée en ce
    qu'entre les conduites de gaz d'échappement (4a, 4b) d'au moins deux cylindres adjacents - à distance de ces conduites de gaz d'échappement (4a, 4b) - est prévue au moins une connexion entre l'enveloppe de réfrigérant inférieure (2a) et l'enveloppe de réfrigérant supérieure (2b).
EP07110193.5A 2007-06-13 2007-06-13 Culasse de moteur à combustion interne Revoked EP2003320B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP07110193.5A EP2003320B1 (fr) 2007-06-13 2007-06-13 Culasse de moteur à combustion interne
EP20080104396 EP2003321A3 (fr) 2007-06-13 2008-06-13 Tête de cylindre pour un moteur à combustion interne
US12/138,902 US8146543B2 (en) 2007-06-13 2008-06-13 Cylinder head for an internal combustion engine
JP2008155398A JP2008309158A (ja) 2007-06-13 2008-06-13 内燃機関用のシリンダーヘッド

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07110193.5A EP2003320B1 (fr) 2007-06-13 2007-06-13 Culasse de moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2003320A1 EP2003320A1 (fr) 2008-12-17
EP2003320B1 true EP2003320B1 (fr) 2017-10-11

Family

ID=38896720

Family Applications (2)

Application Number Title Priority Date Filing Date
EP07110193.5A Revoked EP2003320B1 (fr) 2007-06-13 2007-06-13 Culasse de moteur à combustion interne
EP20080104396 Withdrawn EP2003321A3 (fr) 2007-06-13 2008-06-13 Tête de cylindre pour un moteur à combustion interne

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP20080104396 Withdrawn EP2003321A3 (fr) 2007-06-13 2008-06-13 Tête de cylindre pour un moteur à combustion interne

Country Status (3)

Country Link
US (1) US8146543B2 (fr)
EP (2) EP2003320B1 (fr)
JP (1) JP2008309158A (fr)

Families Citing this family (51)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2003320B1 (fr) 2007-06-13 2017-10-11 Ford Global Technologies, LLC Culasse de moteur à combustion interne
EP2172635B1 (fr) 2008-10-02 2018-12-12 Ford Global Technologies, LLC Culasse de moteur à combustion interne avec deux collecteurs d'échappement intégrés et procédé de fonctionnement d'un tel moteur à combustion interne avec une telle culasse
US8146544B2 (en) * 2009-03-05 2012-04-03 GM Global Technology Operations LLC Engine cylinder head cooling features and method of forming
JP2010209749A (ja) * 2009-03-09 2010-09-24 Nissan Motor Co Ltd 内燃機関のシリンダヘッド
DE102009001542A1 (de) 2009-03-13 2010-10-07 Ford Global Technologies, LLC, Dearborn Zylinderkopf für einen Saugmotor und Verwendung eines derartigen Zylinderkopfes
EP2505806B1 (fr) * 2009-11-26 2014-11-12 Toyota Jidosha Kabushiki Kaisha Dispositif de refroidissement pour moteur à combustion interne
EP2388463B1 (fr) * 2010-05-17 2012-05-16 Fiat Powertrain Technologies S.p.A. Culasse pour moteur à combustion interne, avec collecteur d'échappement intégré
US20120006287A1 (en) * 2010-07-12 2012-01-12 Gm Global Technology Operations, Inc. Engine assembly with integrated exhaust manifold
US8944018B2 (en) * 2010-07-14 2015-02-03 Ford Global Technologies, Llc Cooling strategy for engine head with integrated exhaust manifold
US20120073528A1 (en) * 2010-09-29 2012-03-29 Hyundai Motor Company Cylinder Head Having Water Jacket
KR101198796B1 (ko) * 2010-09-29 2012-11-09 현대자동차주식회사 워터자켓을 구비한 실린더헤드
KR101198790B1 (ko) * 2010-09-29 2012-11-07 현대자동차주식회사 워터자켓을 구비한 엔진
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US20080308050A1 (en) 2008-12-18
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EP2003320A1 (fr) 2008-12-17
EP2003321A2 (fr) 2008-12-17

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