Internal-combustion engines – Means to whirl fluid before – upon – or after entry into... – Having multiple oxidant inlet means
Patent
1999-08-10
2000-12-05
Yuen, Henry C.
Internal-combustion engines
Means to whirl fluid before, upon, or after entry into...
Having multiple oxidant inlet means
123315, 123432, F02B 3100
Patent
active
061552283
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
This invention relates to a multiple cylinder four-stroke internal combustion engine that includes a cylinder head having intake ducts and exhaust ducts for two intake valves and two exhaust valves per cylinder, there being one swirl duct and one charge duct for each cylinder, and the exhaust ducts opening directly into a flange surface on one engine longitudinal side.
The internal combustion engine shown in U.S. Pat. No. 5,429,086 is provided with a crosscurrent cylinder head in which the exhaust ducts open on a first engine longitudinal side and the intake ducts open on the opposite engine longitudinal side. Insofar as possible, two intake ducts are led to intake valves of adjacent cylinders in each case. The first and last intake duct, as viewed in the engine longitudinal direction, are each lead as individual ducts to the engine longitudinal side. Overall, great manufacturing effort is required because of the resulting very different routing of the intake ducts along the internal combustion engine. What is more, the flow conditions to the individual intake valves differ because of the differently shaped intake ducts.
OBJECTS AND SUMMARY OF THE INVENTION
It is an object of the invention to avoid the before mentioned disadvantages and, in an internal combustion engine of the type cited, to use intake ducts which are as simple as possible to manufacture and optimal in terms of intake flow.
According to the invention, these objects are achieved by virtue of the fact that the intake valves on the one hand and the exhaust valves on the other hand are arranged each on opposite engine longitudinal sides, relative to the crankshaft axis, and that the intake ducts have four subducts and a main duct arranged geodetically thereover, the main duct opening on one engine longitudinal side and the subducts being led from the main duct as swirl ducts and charge ducts to the intake valves of adjacent cylinders. By virtue of this embodiment, the disadvantages described for the prior art are avoided. The main duct and the exhaust ducts can open into flange surfaces of opposite engine longitudinal sides. It is, however, more advantageous if the main duct and the exhaust ducts open into flange surfaces of one engine longitudinal side. In this embodiment the cylinder head is a cocurrent head in terms of design but a crosscurrent head in terms of function. The free space available on the opposite engine longitudinal side can be used, for example, for the mounting of accessories. The design free space gained in this way in the cylinder head can best be used in the case of simultaneously good intake flow behavior. The intake flow paths no longer need be uncovered for the performance of maintenance on the valve train, so that there is no danger of contamination or damage to the intake ducts during these operations. Preferably, the subducts are embedded in the cylinder head and the main duct is embedded substantially in a rocker arm housing mounted on they cylinder head.
The design of the intake ducts and their routing on the one hand in the rocker arm housing and on the other hand in the lower housing of the cylinder head complies with the casting requirements in manufacture.
What is more, it is advantageous for manufacture and assembly if the intake flange surface formed by the rocker arm housing and the exhaust flange surface formed by the lower housing of the cylinder head are made roughly parallel to the engine longitudinal plane.
Preferably, the intake flange surface lies above and the exhaust flange surface lies below the parting plane between the lower housing and the rocker arm housing of the cylinder head. The injection nozzle preferably lies in the middle of the cylinder.
An intake duct shape that is favorable in terms of flow and economical in terms of space can further be achieved by virtue of the fact that the subducts to the valves of a first cylinder and the subducts to the valves of a second cylinder are made symmetrical relative to one another and that the main duct is arranged substantially
REFERENCES:
patent: 1416977 (1922-05-01), Roof
patent: 3331359 (1967-07-01), Skatsche
patent: 3824971 (1974-07-01), Skatsche et al.
patent: 4369627 (1983-01-01), Kasting
patent: 4643136 (1987-02-01), Ura et al.
patent: 5239960 (1993-08-01), Sasaki et al.
patent: 5429086 (1995-07-01), Glackin
Deutz AG
Gimie Mahmoud W
Schwab Charles L.
Yuen Henry C.
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