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EP2906805B1 - Dispositif de culasse pour moteur à combustion interne ainsi que moteur à combustion interne équipé d'un tel dispositif de culasse - Google Patents

Dispositif de culasse pour moteur à combustion interne ainsi que moteur à combustion interne équipé d'un tel dispositif de culasse Download PDF

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Publication number
EP2906805B1
EP2906805B1 EP13771392.1A EP13771392A EP2906805B1 EP 2906805 B1 EP2906805 B1 EP 2906805B1 EP 13771392 A EP13771392 A EP 13771392A EP 2906805 B1 EP2906805 B1 EP 2906805B1
Authority
EP
European Patent Office
Prior art keywords
cylinder head
lubricant
head device
line
internal combustion
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
EP13771392.1A
Other languages
German (de)
English (en)
Other versions
EP2906805A1 (fr
Inventor
Jochen HÄFNER
Cecile Jecker
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 EP2906805A1 publication Critical patent/EP2906805A1/fr
Application granted granted Critical
Publication of EP2906805B1 publication Critical patent/EP2906805B1/fr
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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
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • 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
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit

Definitions

  • the invention relates to a cylinder head device for an internal combustion engine according to the preamble of patent claim 1 and to an internal combustion engine with such a cylinder head device.
  • the cylinder head device comprises a cylinder head, which has at least one arranged on an inlet side of the cylinder head, first receiving area for at least one cylinder head to be stored on the first camshaft.
  • the cylinder head also has at least one second receiving area arranged on an exhaust side of the cylinder head facing away from the inlet side for at least one second camshaft to be supported on the cylinder head.
  • the camshafts serve to actuate gas exchange valves which control the inflow and outflow of gas into and out of corresponding combustion chambers, in particular cylinders, of the internal combustion engine.
  • the cylinders are formed for example by a crankcase of the engine designed as a reciprocating internal combustion engine, wherein the cylinder head is connectable or connected to the crankcase.
  • Such a cylinder head device is for example the DE 10 2009 020 100 A1 to be known as known.
  • Their cylinder head has a sealing surface, via which the cylinder head can be connected to a cylinder head cover. Furthermore, the cylinder head has respective sealing flange surfaces, via which an exhaust module and an intake module with are connectable to the cylinder head. It is provided that the sealing surface is integrated into the respective Dichtflansch operations. It has been found that in the case of conventional cylinder head devices, the supply of lubricant to at least one element can be realized only with great difficulty.
  • lubricant element may be, for example, a bearing point on which one of the camshafts is mounted.
  • the element may be a phase adjustment device, by means of which a phase adjustment of at least one of the camshafts relative to a crankshaft of the internal combustion engine can be carried out.
  • phase adjustment is for example from the DE 10 2008 031 976 A1 known.
  • the phase adjustment device can be designed as a hydraulically actuated phase adjustment device, which can be supplied with the lubricant as hydraulic fluid and thereby actuated.
  • the supply of such a phase adjustment with lubricant has proven to be particularly costly.
  • the DE 697 07 213 T2 discloses such a phase adjustment, which is very expensive to supply lubricant as hydraulic fluid.
  • a cylinder head of an internal combustion engine with an actuator unit mounted in the cylinder head known.
  • the cylinder head has intake ports and exhaust ports.
  • the inlet channels open at an inlet flange surface and the outlet channels open at an outlet flange surface.
  • the exhaust and intake flan surfaces are inclined to each other so that their cutting line is above the cylinder head and thus the cylinder head has a substantially dreiecksför shaped cross section.
  • the actuator unit comprising at least one actuator is provided in an oil space of the cylinder head. The actuator controls and / or regulates the operating unit for the gas exchange valves.
  • An element of the cylinder head device which is to be supplied with lubricant can also be at least one valve play compensation element, by means of which a valve clearance of at least one of the gas exchange valves can be compensated. Also the Supplying such a valve clearance compensation element with the lubricant as hydraulic fluid for actuating the valve clearance compensation element is conventionally very complicated.
  • At least one element in a particularly simple manner with lubricant, especially lubricating oil can be supplied according to the invention at least one at least partially arranged between the receiving areas intermediate wall of the cylinder head is provided by means of which Receiving areas are at least partially separated from each other, wherein in the intermediate wall at least one conduit element extends, via which at least one element of the cylinder head device can be supplied with lubricant.
  • the lubricant can be performed with a very small line length, with only a very small number of parts and thus particularly cost and weight favorable to be supplied with the lubricant element.
  • the conduit element in the intermediate wall can thus represent a central distribution channel, via which the at least one element to simple Way is to supply lubricant. Furthermore, it is possible to supply the conduit element itself in a particularly simple manner with lubricant, in particular lubricating oil.
  • the line element is coupled for example with a lubricant circuit of the internal combustion engine, so that the lubricant can flow into the conduit element in a simple manner.
  • At least one separately formed from the cylinder head transfer element with at least one fluidically connected to the conduit member channel is provided, via which the lubricant is supplied to the element.
  • lubricant can thus be branched off from the line element in a cost-effective and space-saving manner and guided to the element, ie transferred to the element.
  • This is also a particularly needs-based supply of the element or of several, with Lubricant to be supplied elements of the cylinder head device possible, since the lubricant from the line member at at least substantially arbitrary points of the line element us thus branched off as needed and the element can be fed.
  • This also makes it possible to supply the element with only a very small line length with the lubricant. As a result, the production cost and the cost of the cylinder head device can be kept low.
  • the conduit element in the intermediate wall is produced, for example, by at least one bore and / or during casting of the cylinder head by means of at least one core element.
  • the line element can also be produced in other ways.
  • the transfer element at least partially surrounds one of the camshafts which is mounted on the cylinder head, wherein the channel of the transfer element is fluidically connected to at least one second channel in the camshaft, and via the second Channel the lubricant is fed to the element.
  • the lubricant can be supplied in a particularly simple manner in the radial direction of the camshaft or its second channel. Such a radial supply of the lubricant keeps the axial space requirement of the cylinder head device low, since a complex, axial supply of the lubricant can be avoided.
  • the element to be supplied with the lubricant is designed as a by means of the lubricant and thus hydraulically actuated phase adjustment, by means of which Setting of control times of gas exchange valves, a phase adjustment of at least one of the camshafts is effected.
  • the supply of such a phase adjustment with lubricant is particularly complex, complex and costly.
  • the supply of the phase adjustment device can now be effected in a particularly simple and space-saving manner.
  • phase adjustment device can be supplied via the second channel of the camshaft with the lubricant, by means of which the phase adjustment device can be actuated.
  • the lubricant to be supplied with the element as by means of the lubricant and thus hydraulically actuated valve clearance compensation element for compensating a valve clearance of at least one gas exchange valve is formed.
  • the supply of such a valve clearance compensation element is only very complex feasible with high line lengths. This problem can be avoided in the cylinder head device according to the invention due to the supply of the valve clearance compensation element via the running in the intermediate wall line member.
  • the line element is designed as a riser at least in a partial area which has a first line area and a second line area adjoining the first line area and fluidically connected to the first line area.
  • the first line region extends with respect to a flow direction of the lubricant through the riser (line member) in the vertical direction of the cylinder head device from bottom to top. Furthermore, the first line region opens into the second line region.
  • the second Line region extends from top to bottom with respect to the flow direction of the lubricant in the vertical direction of the cylinder head.
  • the lubricant flowing through the riser initially flows upwards in the first conduit region, then flows into the second conduit region and down again in the second conduit region.
  • any air present in the lubricant can collect in an upper region of the riser, escape from the lubricant and be discharged, for example.
  • At least one third line region of the line element branches off from the second line region, via which the lubricant can be supplied to the valve play compensation element. Since the lubricant is supplied to the third line region via the second line region, the second line region can act as a collection volume, in particular when the internal combustion engine is deactivated, in which a lubricant reservoir volume collects. When deactivating the internal combustion engine, lubricant can then flow from the second line region acting as collecting volume into the third line region and on to the valve lash adjuster element, so that the lash adjuster element can not idle with lubricant.
  • a particularly large collection volume for lubricant is provided by the second conduit region when the third conduit region is arranged in an end region of the second conduit region.
  • the portion of the second conduit portion disposed above the third conduit portion in the vertical direction of the cylinder head device and the internal combustion engine can be used as the collection volume.
  • the second line region opens into the third line region.
  • the invention also includes an internal combustion engine for a motor vehicle, in particular a passenger car, with a cylinder head device according to the invention. Due to the fact that the at least one element of the cylinder head device can be supplied with lubricant via the conduit element running in the intermediate wall, the number of supply lines in the cylinder head device and / or in a control housing cover of the internal combustion engine can be particularly high be kept low. As a result, a particularly small space requirement, a particularly low weight and low cost of the internal combustion engine can be realized. Furthermore, lubricant transfer points to the control housing cover and lubricant supply holes and lubricant transfer devices can be omitted, which benefits the small space requirement and the low cost.
  • Fig. 1 shows a cylinder head 10 of a designated as a whole with 12 cylinder head device for a trained as a reciprocating internal combustion engine internal combustion engine of a motor vehicle, in particular a passenger car.
  • the internal combustion engine comprises a in Fig. 1 unrecognizable cylinder crankcase with a plurality of combustion chambers in the form of cylinders, in which proceed in a fired operation of the internal combustion engine combustion processes.
  • the cylinder head 10 can be connected or connected to the cylinder crankcase.
  • the cylinder head 10 has an inlet side 14, which is also referred to as suction side or suction side.
  • inlet side 14 inlet channels of the cylinder head 10 are provided, via which a gas, such as air or an air-fuel mixture, can flow into the cylinder.
  • the inlet channels are fluidly connected to the cylinders.
  • a first receiving area 16 for a first camshaft in the form of an intake camshaft 18 is also provided.
  • the intake camshaft 18 is arranged in the first receiving area 16 and provided in the first receiving area 16 and in Fig. 1 unrecognizable bearings rotatably mounted on the cylinder head 10 about an axis of rotation relative to the cylinder head.
  • the axis of rotation extends in a direction indicated by a direction arrow 20 longitudinal direction of the cylinder head device 12, wherein the longitudinal direction of the cylinder head device 12 corresponds to the longitudinal direction of the crankcase and the entire internal combustion engine.
  • a direction arrow 22 and a high direction of the cylinder head device 12 and the internal combustion engine is indicated as a whole.
  • a directional arrow 24 indicates the transverse direction of the cylinder head device 12 and the internal combustion engine.
  • the cylinder head 10 also has an outlet side 26 facing away from the inlet side 14, which is usually also referred to as exhaust side and the inlet side 14 opposite.
  • respective outlet channels of the cylinder head 10 are provided, which are fluidically connected to the cylinders and via which exhaust gas formed during the fired operation can flow out of the cylinders.
  • a second receiving area 28 is also provided for a second camshaft in the form of an exhaust camshaft 30.
  • the exhaust camshaft 30 is in arranged second receiving area 28 and provided in the second receiving area 28, in Fig. 1 unrecognizable bearings rotatably mounted on the cylinder head 10 about an axis of rotation relative to the cylinder head 10. This axis of rotation extends in the longitudinal direction of the cylinder head 10th
  • the intake camshaft 18 serves to actuate gas exchange valves in the form of intake valves which control the flow of gas through the intake ports into the cylinders.
  • the exhaust camshaft 30 serves to control gas exchange valves in the form of exhaust valves that control the exhaust flow of the cylinders.
  • the intake camshaft 18 and the exhaust camshaft 30, which are collectively referred to as camshafts, are driven by a crankshaft of the internal combustion engine via a drive, for example via a belt or chain drive.
  • an intermediate wall in the form of a center web 32 of the cylinder head 10 is arranged at least in regions between the receiving areas 16, 28, which - is arranged at least substantially in the center of the cylinder head 10 - relative to the transverse direction of the cylinder head 10.
  • the receiving regions 16, 28 are separated from one another at least in regions, in particular fluidically, with respect to the longitudinal direction.
  • Fig. 1 running in the middle web 32 (intermediate wall) at least one line element 34 which is coupled to a lubricant with a lubricant, in particular lubricating oil, lubricant circuit of the internal combustion engine.
  • a lubricant in particular lubricating oil, lubricant circuit of the internal combustion engine.
  • the line element 34 can be flowed through by the lubricant.
  • a plurality of elements of the cylinder head device 12 can be supplied with lubricant.
  • the line member 34 is formed at least in a partial region as a riser 36 and has a first line region 38 and adjoining the first line region 38 and fluidly connected to the first line region 38, second line region 40.
  • the first line region 38 opens into the second line region 40.
  • the second line region 40 immediately adjoins the first line region 38.
  • the first conduit region 38 extends in a vertical direction (directional arrow 32) of the cylinder head 10 upwards through the riser 36, so that the lubricant is guided from below upwards by means of the first conduit region 36.
  • the second conduit portion 40 extends from top to bottom with respect to the flow direction of the lubricant through the riser 36 in the high direction of the cylinder head 10, so that the lubricant is guided from top to bottom by means of the second conduit portion 40.
  • Fig. 2 how out Fig. 2 can be seen, while the first line portion 38 extends obliquely to the vertical direction and includes an acute angle with this, while the second line portion 40 extends at least substantially in the vertical direction.
  • the riser 36 with the conduit portions 38, 40 a kind of reversed siphon effect can be realized, whereby the lubricant can be vented from any air in the lubricant.
  • the lubricant flows in a high, in particular uppermost, region 42 from the first conduit region 38 to the second conduit region 40, so that any air in the lubricant flows in the region 42 upwards and can flow out of the lubricant.
  • Fig. 2 to 4 also transfer elements 44, 46 of the cylinder head device 12 can be seen.
  • the transfer elements 44, 46 are formed separately from the cylinder head 10 and have - as in particular Fig. 2 and 4 is recognizable - a respective first channel 48, which is fluidly connected to the conduit member 34. As a result, the lubricant can flow from the line element 34 into the first channel 48.
  • the transfer elements 44, 46 are sealed against the cylinder head 10 by means of a respective sealing element 50.
  • the transfer elements 44, 46 completely surround the respective camshafts on the outer peripheral side in the circumferential direction.
  • the transfer elements 44, 46 have a respective passage opening, which is penetrated by the respective camshaft.
  • Fig. 4 the camshaft on a respective second channel 52 which is fluidly connected via respective passage openings 54 of the corresponding camshaft with the first channel 48 of the transfer elements 44, 46.
  • the lubricant can flow from the first channel 48 via the through-openings 54 into the second channel 52 and flow through the second channel 52.
  • a phase adjuster 56 wherein the phase adjuster 56 is actuated by means of the lubricant.
  • the lubricant flowing through the second channel 52 can be supplied to the phase adjustment device 56 via further passage openings 58 of the corresponding camshaft (intake camshaft 18 and / or exhaust camshaft 30) and thereby actuated.
  • the phase adjuster 56 is thus connected via the conduit member 34 from within the receiving areas 16, 28, i. in the transverse direction of an area between the receiving areas 16, 28 and thus particularly simple, space and cost supplied with the lubricant.
  • the lubricant of the phase adjuster 56 can be supplied with only a very small line length.
  • the phase adjuster 56 the lubricant in the radial direction of the camshaft and not be supplied in the axial direction.
  • a sliding bearing for supporting the corresponding camshaft on the cylinder head 10 is not required.
  • the radial supply of the lubricant to the camshaft and to the phase adjustment device 56 in the radial direction can also be realized without slide bearings. This makes it possible for the Camshaft bearings by means of a rolling bearing particularly low friction on the cylinder head 10.
  • Fig. 4 is a rolling bearing 60 of the rolling bearing recognizable, which is presently designed as a ball bearing and over which the corresponding camshaft (intake camshaft 18 and / or exhaust camshaft 30) is roller-mounted.
  • Fig. 4 If only one of the camshafts is provided with the phase adjustment device 56, so that the line element 34 is fluidically closed in the direction of the other camshaft by means of a plug 62. As a result, it can be avoided that the lubricant exits the line element 34 in the direction of the other camshaft.
  • respective valve clearance compensation elements 64 are provided, by means of which a respective, any valve clearance of the respective gas exchange valves can be compensated.
  • These lash adjusters 64 are hydraulically actuatable by means of the lubricant.
  • the lubricant can also be supplied to the valve clearance compensation elements 64 in a particularly simple manner.
  • From the third line region 66 in turn branch off respective lines 68, 70, which extend at least substantially in the longitudinal direction.
  • the lubricant is directed to the lash adjusters 64 on the outlet side 26, while via line 70 the lubricant is directed to the lash adjusters 64 on the inlet side 14.
  • the lines 68, 70 can thus be connected to the lubricant supply via only one channel in the form of the third line region 66, which is formed, for example, as a throttle bore and thus be supplied in a particularly simple manner with only a very small line length with lubricant. Since the third conduit region 66 is formed for example by a bore, this is fluidly blocked to one side with a plug 72, so that an undesirable lubricant outlet can be avoided.
  • the third line region 66 is arranged in an end region 74 of the second line region 40.
  • the second line region 40 opens into the third line region 66, wherein the third line region 66 is arranged in the vertical direction at a lowest point of the second line region 40.
  • a part 76 of the second line region 40 arranged above the third line region 66 in the vertical direction can be used as collecting volume for the lubricant. If the activated internal combustion engine is deactivated, so that the lubricant is no longer conveyed, then lubricant from the collecting volume can run to the lines 68, 70 and via this to the valve lash adjusters 64, so that idling of the lash adjusters 64 of lubricant can be avoided.
  • An element of the cylinder head device 12 which is to be supplied with lubricant may also be at least one lubrication point which is to be lubricated with the lubricant, for example.
  • this may be at least one bearing point on which the intake camshaft 18 or the exhaust camshaft 30 is mounted on the cylinder head 10.
  • a lubrication point or bearing point can be supplied via the running in the central web 32 line member 34 in a particularly simple manner with the lubricant, in particular lubricating oil.
  • the cylinder head 10 has a first sealing flange 78, which is arranged on the inlet side 14 and via which the cylinder head 10 is connectable to a suction in the form of an intake module.
  • the intake module is fluidically connected to the intake ports in its connected to the cylinder head 10 state, so that via the intake module in the intake ports of the internal combustion engine sucked air can flow into the respective cylinder.
  • the cylinder head 10 further has at least one second sealing flange surface 80 which is arranged on the outlet side 26 and via which the cylinder head 10 can be connected to an exhaust gas element in the form of an exhaust gas module, for example in the form of an exhaust manifold.
  • the exhaust element is fluidly connected in its connected to the cylinder head 10 state with the exhaust ports, so that the exhaust gas from the cylinder and via the exhaust passages into the exhaust element and can be led away by means of the exhaust element of the internal combustion engine.
  • a sealing surface for connecting the cylinder head 10 with a cylinder head cover element is now integrated.
  • the cylinder head cover element can be integrated into the intake element and / or into the exhaust element, for example in the form of a cylinder head cover. In other words, this allows the exhaust element and / or the intake take over the function of the cylinder head cover. Thus, a separate cylinder head cover can be omitted.
  • Fig. 1 how out Fig. 1 can be seen extending the sealing flange surfaces 78, 80 obliquely to the vertical direction of the cylinder head 10 and extend in the vertical direction from bottom to top towards each other.
  • This embodiment of the sealing flange surfaces 78, 80 a particularly simple assembly of the intake and the exhaust element is created.
  • the cylinder head 10 thereby has in its front view at least substantially the shape of the Greek capital letter Delta ( ⁇ ), which is why the cylinder head 10 is also referred to as delta cylinder head.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (9)

  1. Dispositif de culasse (12) pour un moteur à combustion interne, comprenant une culasse (10) ayant au moins une première zone de réception (16) aménagée sur un côté d'entrée (14) de la culasse (16) pour au moins un premier arbre à came (18) à monter sur la culasse (10), et ayant au moins une seconde zone de réception (28) aménagée sur un côté de sortie (26) faisant face au côté d'entrée (14), de la culasse (10) pour au moins un second arbre à cames (30) à monter sur la culasse (10), les zones de réception (16, 28) étant séparées l'une de l'autre au moins en partie, au moyen d'au moins une paroi intermédiaire (32) de la culasse (10) aménagée au moins en partie entre les zones de réception (16, 28), et dans la paroi intermédiaire (32) s'étend au moins un élément de conduite (34) qui permet d'alimenter au moins un élément (56, 64) du dispositif de culasse (12) en lubrifiant, caractérisé en ce qu'au moins un élément de transfert (44, 46) conçu séparément de la culasse (10) est doté d'au moins un canal (48) en communication fluidique avec l'élément de conduite (34), ledit canal permet d'amener le lubrifiant à l'élément (56, 64).
  2. Dispositif de culasse (12) selon la revendication 1, caractérisé en ce que l'élément de transfert (44, 46) entoure au moins à certains endroits l'un des arbres à cames (18, 30) qui est monté sur la culasse (10), le canal (48) de l'élément de transfert (44, 46) étant en communication fluidique avec au moins un second canal (52) s'étendant dans l'arbre à came (18, 30), ledit second canal permettant d'amener le lubrifiant à l'élément (56, 64).
  3. Dispositif de culasse (112) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément (56, 64) à alimenter en lubrifiant est conçu en tant que dispositif de décalage de phases (56) pouvant être actionné au moyen du lubrifiant, ledit dispositif de décalage de phases pouvant effectuer un décalage de phases d'au moins d'un des arbres à cames (18, 30) pour régler des temps de commande des soupapes d'inversion de couple.
  4. Dispositif de culasse (12) selon les revendications 2 et 3, caractérisé en ce que le dispositif de décalage de phases (56) peut être alimenté par le second canal (52) de l'arbre à cames (18, 30) en lubrifiant, au moyen duquel le dispositif de déphasage de phases (56) peut être actionné.
  5. Dispositif de culasse (112) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément (56, 64) à alimenter en lubrifiant est conçu en tant qu'élément (64) de compensation du jeu de soupape à commande hydraulique destiné à compenser un jeu d'au moins une soupape d'inversion de couple.
  6. Dispositif de culasse (112) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de conduite (34) est conçu au moins à un certain endroit en tant que conduite ascendante (36), qui présente une première zone de conduite (38) laquelle par rapport à une direction d'écoulement du lubrifiant s'étend de bas en haut par la conduite ascendante (36) dans le sens ascendant (22) du dispositif de culasse (12) et une deuxième zone de conduite (40) en communication fluidique avec la première zone de conduite (38) et se raccordant à la première zone de conduite (38), dans lesquelles débouche la première zone de conduite (38) et qui s'étend de haut en bas par rapport à la direction d'écoulement du lubrifiant dans le sens ascendant (22) du dispositif de culasse (12).
  7. Dispositif de culasse (12) selon les revendications 5 et 6, caractérisé en ce qu'à partir de la deuxième zone de conduite (38) au moins une troisième zone de conduite (66) de l'élément de conduite (34), qui permet d'alimenter en lubrifiant l'élément (64) de compensation de jeu de soupape, dévie.
  8. Dispositif de culasse (12) selon la revendication 7, caractérisé en ce que la troisième zone de conduite (66) est aménagée dans une zone d'extrémité (74) de la deuxième zone de conduite (40).
  9. Moteur à combustion interne destiné à un véhicule automobile, comprenant un dispositif de culasse (12) selon l'une quelconque des revendications précédentes.
EP13771392.1A 2012-10-12 2013-09-26 Dispositif de culasse pour moteur à combustion interne ainsi que moteur à combustion interne équipé d'un tel dispositif de culasse Active EP2906805B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012020030.7A DE102012020030A1 (de) 2012-10-12 2012-10-12 Zylinderkopfeinrichtung für eine Verbrennungskraftmaschine sowie Verbrennungskraftmaschine mit einer solchen Zylinderkopfeinrichtung
PCT/EP2013/002891 WO2014056578A1 (fr) 2012-10-12 2013-09-26 Dispositif de culasse pour moteur à combustion interne ainsi que moteur à combustion interne équipé d'un tel dispositif de culasse

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EP2906805A1 EP2906805A1 (fr) 2015-08-19
EP2906805B1 true EP2906805B1 (fr) 2017-09-13

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US (1) US10087879B2 (fr)
EP (1) EP2906805B1 (fr)
JP (1) JP6097400B2 (fr)
CN (1) CN104718368B (fr)
DE (1) DE102012020030A1 (fr)
WO (1) WO2014056578A1 (fr)

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JPS63183407U (fr) 1987-05-19 1988-11-25
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Also Published As

Publication number Publication date
CN104718368A (zh) 2015-06-17
EP2906805A1 (fr) 2015-08-19
DE102012020030A1 (de) 2014-04-17
JP6097400B2 (ja) 2017-03-15
US10087879B2 (en) 2018-10-02
JP2015532385A (ja) 2015-11-09
CN104718368B (zh) 2018-04-10
WO2014056578A1 (fr) 2014-04-17
US20150260122A1 (en) 2015-09-17

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