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EP3374621B1 - Culasse à pièces multiples - Google Patents

Culasse à pièces multiples Download PDF

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Publication number
EP3374621B1
EP3374621B1 EP16828999.9A EP16828999A EP3374621B1 EP 3374621 B1 EP3374621 B1 EP 3374621B1 EP 16828999 A EP16828999 A EP 16828999A EP 3374621 B1 EP3374621 B1 EP 3374621B1
Authority
EP
European Patent Office
Prior art keywords
cylinder head
seat
insert
piece cylinder
tabs
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
EP16828999.9A
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German (de)
English (en)
Other versions
EP3374621A1 (fr
Inventor
Ahmet Hamdi GUZEL
Serhat ERPOLAT
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 Otomotiv Sanayi AS
Original Assignee
Ford Otomotiv Sanayi AS
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 Ford Otomotiv Sanayi AS filed Critical Ford Otomotiv Sanayi AS
Publication of EP3374621A1 publication Critical patent/EP3374621A1/fr
Application granted granted Critical
Publication of EP3374621B1 publication Critical patent/EP3374621B1/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
    • 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
    • F02F2001/248—Methods for avoiding thermal stress-induced cracks in the zone between valve seat openings

Definitions

  • the present invention relates to a multi-piece cylinder head; wherein inserts are mounted to the regions where the valve bridges, at which compressive stress is intense, are located; and compressive stress is reduced.
  • Cylinder head is one of the most essential engine parts which forms the combustion chambers by covering the upper part of the combustion chamber and provides bearing to some outer parts.
  • the surface of the cylinder head facing the combustion chamber forms the wall of the combustion chamber together with the engine block liner and the upper surface of the piston.
  • the cylinder head has a quite complicated structure and accommodates a plurality of integrated or mounted parts.
  • Intake and exhaust valves are metal parts which, by moving up and down, open and close the holes of the intake and exhaust valves opening to the combustion chamber.
  • the cylinder head In internal combustion engines, generally the cylinder head covers the whole upper surface of the engine block.
  • the cylinder head is the part which is directly exposed to the combustion loads during the combustion in the engine.
  • the cylinder head is exposed to both thermal and high pressures at the same time. Since the cylinder head is exposed to high pressure and heat, thermal expansions occur at different levels on the cylinder head and these thermal expansions cause damage, cracks and even fractures on the cylinder head.
  • the cylinder head should be effectively cooled in order to minimize the strains occurring due to the expansion induced by thermal loads.
  • cooling is performed by means of a coolant which is a water-glycol mixture.
  • the water jacket provided in the cylinder head is used for cooling.
  • the cylinder head is cooled by passing coolant through the water jacket.
  • the cylinder head is a structure that also carries the valve systems.
  • the exhaust and intake valves are mounted to the cylinder head.
  • the region at the exhaust and intake ports between the circular openings to the combustion chamber are called valve bridges.
  • Valve bridges are exposed to very high heats and strains. Protection of this region, which is named as valve bridge, against heat and expansion is very important.
  • the invention of the present application is intended for enhancing thermomechanical resistance and strength of the region where the valve bridge is located.
  • valve bridges In internal combustion engines, the average temperature in the cylinder exceeds 1000°C and this temperature value gradually increases in more efficient engine operations.
  • the weakest parts of the cylinder head design are the valve bridges between the two valve openings. Valve bridges are usually the parts which are exposed to the highest temperature. Since the valve bridges, in addition to the explosion in the engine, are also exposed to the temperatures of the exhaust gas leaving the cylinder; the exhaust-exhaust valve bridge is a very critical region whose strength should be the highest. The valve bridges which are heated during operation of the engine undergo thermal expansion and tend to increase their sizes. However, since the regions which are distant from the combustion chamber are cooler, the exhaust gas surrounds the valve bridges and prevents unrestricted elongation of the bridges.
  • the said situation causes the valve bridges to be subjected to compressive stress at high temperatures.
  • the force of the said compressive stress is quite high and when it is applied to the valve bridge repeatedly, it causes the valve bridge regions to crack under thermomechanical fatigue.
  • Each heating and cooling of the engine causes thermal cycle and the said fluctuating compressive stress.
  • the cracks occurring in the valve bridges in the state of the art and elimination of the engine failures resulting due to advance of the cracks is an important technical problem.
  • the distance of the cooling channels passing in between the ports to the combustion chamber is reduced in order to prevent thermomechanical cracks.
  • Reducing the metal thickness between the water jacket and the combustion chamber enables the temperature of the valve bridges to decrease.
  • Metal thickness is very important for the said improvement made in the valve bridge region. If the metal thickness is below a certain limit, it causes high-cycle fatigue under high pressures. In the said embodiment, it is very difficult to achieve the balance between the expansion-induced thermomechanical fatigue and combustion pressure, i.e. force induced high-cycle fatigue; and this balance cannot always be provided. The said situation causes decrease of the engine power or increase of the fuel consumption.
  • thickness of the problematic bridge is reduced by milling.
  • temperature is aimed to be reduced by decreasing the thickness between the water jacket and the bridge.
  • rigidity of the said sections is decreased there by decreasing the stress.
  • inserts are used for increasing thermal resistance. Inserts are placed between the valve openings and injector/plug openings.
  • the insert used in the said patent document is attached to the cylinder head via metallurgical adhesion.
  • the insert is made of a material with low thermal expansion and prevents the material surrounding it from being subjected to thermal expansion.
  • the insert of the present patent application has a completely different mechanical structure, and is not attached to the surface on which it is positioned via metallurgical adhesion.
  • French patent document no. FR2606707 an application in the state of the art, disclose an insert made of aluminum-silicon material and states that the insert is fixed via welding. The said document relates to use of different materials which increases thermomechanical strength.
  • the insert of the present patent application has a completely different mechanical structure, and is applied in a different manner.
  • German patent document no. DE3714229 an application in the state of the art, discloses use of inserts. In the aid document, it is aimed to form a hollow between the cylinder head and valve inserts. By means of the said hollow, it is intended to allow transverse expansion of the bridges. In the patent document of the present application, a pre-strain is produced by using inserts and thus compressive force is aimed to be reduced.
  • the shape, technical structure, place of use and purpose of use of the insert disclosed in the present patent application are completely different.
  • European patent document no. EP0392988 an application in the state of the art, is intended for reducing thermomechanical fatigue on the flame deck of the cylinder head.
  • the said patent document discloses about channels provided between the bridges and thus thickness of a problematic bridge is reduced by milling.
  • the said patent document does not include any description about use of inserts and producing pre-strain by inserts.
  • the thermomechanical fatigue on the flame deck of the cylinder head is reduced by using a pre-strain insert.
  • United States patent document no. US2014048033 an application known in the state of the art, discloses about connecting a mating part with the cylinder head during casting. It is stated that the base of the cylinder head facing the combustion chamber is coated with a plate. The present patent application is very different in terms of the solution method, mechanical structure and producing pre-strain with the insert.
  • EP2024116 an application in the state of the art, discloses a complicated support structure. There are major differences between the said structure and the invention of the present patent application in terms of mechanical structure, use and design.
  • thermomechanical fatigue is reduced by using pre-strain insert.
  • An objective of the present invention is to provide a multi-piece cylinder head which, by increasing thermomechanical fatigue resistance in engine cylinder heads, enables repairing the cracks on the cylinder head flame deck in a shorter period of time and with lower maintenance costs.
  • Another objective of the present invention is to provide a multi-piece cylinder head which, by increasing the strength of the cylinder head, enables to obtain higher in-cylinder temperature and pressure values.
  • a further objective of the present invention is to provide a multi-piece cylinder head which enhances engine performance and life.
  • the multi-piece cylinder head which is defined in the first claim and the other claims dependent on the first claim, and which is developed to fulfill the objective of the present invention, provides a thermomechanical improvement at the region which is located between the intake and exhaust valve openings and in which the fatigue cracks are encountered most intensely.
  • a pre-strain is produced at the points where the cracks are observed the most, and the compressive force at these regions is reduced.
  • the inserts are placed on the valve bridges that are located on the surface facing the combustion chamber, and the resulting deformation is corrected by machining the insert and the cylinder head together.
  • a pre-strain is produced at the bridge regions before the cylinder cover is mounted on the engine block, and formation of cracks on the cylinder head is prevented.
  • the multi-piece cylinder head (1) whose thermomechanical strength is increased by reducing the compressive stress at areas, wherein the compressive stress is intense, by means of the parts made of materials with different or same level of thermal conductivity; comprises
  • the multi-piece cylinder head (1) of the present invention forms the combustion chambers by covering the engine cylinder block and carries thereon the intake and exhaust valves and plugs.
  • the multi-piece cylinder head (1) is comprised of a body (2) which is designed and shaped according to the engine block.
  • the multi-piece cylinder head (1) is under high temperature and pressure since it is directly exposed to the explosion loads.
  • a water jacket (3) is used for cooling the multi-piece cylinder head (1).
  • the water jacket (3) is preferably located in the multi-piece cylinder head (1), i.e. the body (2).
  • the water jacket (3) is in the form of a hollow having different geometric forms within the body (2). The coolant passes through the water jacket (3) and thus the body (2) is cooled.
  • an intake valve opening (4) and an exhaust valve opening (5) are provided on the body (2) of the multi-piece cylinder head (1).
  • An intake valve is mounted on the intake valve opening (4) and an exhaust valve is mounted on the exhaust valve opening (5).
  • the valve bridge (6) is the region which is located between the intake valve openings (4) and/or exhaust valve openings (5) and/or the intake valve opening (4) and the exhaust valve opening (5).
  • the valve bridge (6) is one of the regions which is exposed to the highest heat and strains in the multi-piece cylinder head (1).
  • the valve bridge (6) region which is situated between the two exhaust valve openings (5), is the region which is exposed to the highest temperature, and the most intense thermomechanical fatigue is observed at this valve bridge (6). Since the valve bridge (6) is exposed to more heat than the other regions on the body (2), compressive stress is applied on the valve bridge (6) from the surrounding regions. Thermal cycle takes place in the multi-piece cylinder head (1) at every heating and cooling of the engine, and especially the valve bridge (6) is the region which is affected the most by the said thermal cycle and which undergoes the most intense compressive stress.
  • the seat (7) and insert (8) are used in order to reduce the compressive stress occurring in the valve bridges (6).
  • a pre-strain in tensile direction is achieved at the valve bridge (6) by means of the seat (7) provided on the valve bridge (6) and the insert (8) mounted to this seat (7).
  • the pre-strain obtained by the insert (8) reduces the compressive stress applied on the valve bridge (6).
  • the seat (7) there is at least one seat (7) provided at the region(s) where the valve bridge (6) or valve bridges (6) is/are located.
  • the seat (7) provides a hollow space towards inside of the body (2) at the region where the valve bridge (6) is located.
  • the seat (7) may be of different geometries and sizes.
  • the seat (7) preferably comprises at least one seat recess (7) and at least one protrusion (72).
  • there are two seat recesses (71) in the seat (7) which preferably have the same form and are symmetrical to each other.
  • the sides of the seat recess (71) are preferably flat ( Figure 4 ).
  • the seat (7) there is at least one protrusion (72) in the seat (7) preferably between the seat recesses (71) and towards the body (2) upper surface.
  • the protrusion (72) can be of different geometric forms and it is preferably flat. Width and height of the protrusion (72) vary depending on the body (2) wall thickness and the valve bridge (6).
  • the seat recess (71) and the protrusion (72) are quadrangular.
  • depth of the seat recess (71) is less than the body's (2) wall thickness
  • height of the protrusion (72) is less than the body's (2) wall thickness ( Figure 4 ).
  • the middle part of the protrusion (72) in the seat (7) is open.
  • the hollow between the protrusions (72) continues along the whole body (2).
  • a hollow is formed in the body (2) up to the water jacket (3).
  • the insert (8) placed in the seat (7) contacts the coolant travelling within the water jacket (3) ( Figure 5 ).
  • an insert (8) is mounted into the seat (7).
  • the insert (8) is preferably made of a material whose thermal conductivity is higher than that of the seat (7) and the body (2). Thus thermal resistance of the insert (8) is further enhanced.
  • the insert (8) preferably comprises at least one insert body (81) and at least one tab (82).
  • the insert (8) comprises an insert body (81) and two tabs (82) which start from both sides of the insert body (81) and extend downwards.
  • the insert (8) is preferably "U" shaped ( Figure 4 ).
  • the insert (8) comprises an insert body (81) and two tabs (82), which start from both sides of the insert body (81) and extend downwards; and a third tab (82) that is the middle tab (82), which is located in between the tabs (82) at the sides and which is longer and wider than the side tabs (82).
  • the insert (8) is preferably "T" shaped ( Figure 5 ).
  • the insert (8) completely fits into the seat (7) and fills in the empty space within the seat (7) almost completely.
  • the tabs (82) provided on both sides of the insert body (81) fit into the seat recess (71) within the seat (7). Size, width and shape of the seat recess (71) and the tabs (82) are the same. Thus the tabs (82) completely fit into the seat recess.
  • the hollow remaining between the insert body (81) tabs fits over the protrusion (72) provided in the seat (7).
  • the insert tabs (82) and the hollow remaining between the tabs (82) fit to the seat recess (71) and the protrusion (72) thereby enabling mounting of the insert (8) to the seat (7).
  • the distance between the insert (8) tabs (82) is shorter than the distance between the seat recesses (71). This distance difference between the tabs (82) and the seat recesses (71) causes the insert (8) to be fitted by applying a force to the seat (7).
  • the insert (8) is mounted to the seat (7) upon applying a force on the upper surface of the insert (8). Since the distance between the insert (8) tabs (82) is smaller than the distance between the seat recesses (71) and a force is applied on the insert (8) when it is being fitted, a pre-strain occurs on the tabs (82) in tensile direction.
  • the inserts (8) are mounted on the body (2), i.e.
  • the insert (8) is preferably "T" shaped.
  • the tab (82) located in the middle is much wider and larger than the tabs (82) on the sides ( Figure 5 ).
  • the seat (7) has the same "T” form like the insert (8).
  • the insert (8) side tabs (82) fit into the seat recesses (7).
  • the insert (8) middle tab moves up to the water jacket (3) and contacts the coolant. Thus direct cooling is provided for the insert (8).
  • a force is applied to the insert (8) from the top for the insert (8) side tabs (82) to fit into the seat recesses (7).
  • a pre-strain occurs on the tabs (82) in tensile direction. Intensity of the pre-strain force is controlled by changing the distance between the insert (8) tabs (82) or the distance between the seat recesses (71).
  • the resistance against thermomechanical fatigue at the valve bridge (6) on the surface (Y) of the body (2) facing the combustion chamber is increased.
  • valve bridge (6) The hollow located between the intake and exhaust valve openings (4, 5) provided on the body (2) of the multi-piece cylinder head (1) of the present invention is named as valve bridge (6), and it is the region where fatigue is observed the most.
  • seats (7) are provided at the valve bridges (6) located on the surface (Y) of the body (2) facing the combustion chamber, and inserts (8), which provide pre-strain in tensile direction, are arranged in the said seats (7).
  • insert (8) tabs (82) When the insert (8) tabs (82) are being fitted into the seat recesses (71), they produce a tensile force on the seat recesses (71), and this force causes pre-strain.
  • the pre-strain enabled by the insert (8) reduces the compressive stress applied on the valve bridge (6) region and enhances thermomechanical resistance. Thus, formation of cracks at the valve bridge (6) region is substantially prevented.
  • the insert (8) By means of the pre-strain provided by the insert (8), the compressive force applied on the valve bridges (6) and the stress occurring in these regions are reduced.
  • the thermomechanical fatigue in the multi-piece cylinder head (1) increases too much and causes damages/losses, a crack / fracture occurs in the insert (8). In such a case, only the insert (8) is replaced. The entire cylinder head is not required to be replaced.

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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)

Claims (15)

  1. Culasse en plusieurs parties (1), dont la résistance thermomécanique est augmentée en réduisant la contrainte de compression par endroits, dans laquelle la contrainte de compression est intense, comprenant essentiellement
    - au moins un corps (2),
    - au moins une ouverture de soupape d'admission (4) qui est située sur le corps (2),
    - au moins une ouverture de soupape d'échappement (5) qui est située sur le corps (2),
    - au moins un coupleur de soupapes (6) ; et dans lequel
    - au moins un siège (7), qui comporte des évidements de siège (71) et au moins une saillie (72), qui est située sur le coupleur de soupapes (6) sur la surface (Y) tournée vers la chambre de combustion, et dont la profondeur est égale ou inférieure à l'épaisseur de la paroi du corps (2), et caractérisé par
    - au moins un insert (8), qui comprend au moins un corps d'insert (81) et des languettes (82), qui est amovible et qui, lors de son montage dans le siège (7), produit une précontrainte dans la zone du coupleur de soupapes (6) dans le sens de la traction, dans lequel, étant donné que la distance entre ses languettes (82) est inférieure à la distance entre les évidements du siège (71), une force est appliquée sur celui-ci lorsqu'il est monté dans le siège (7), une précontrainte se produit sur ses languettes (82) dans le sens de la traction, et qui réduit la force de compression appliquée au coupleur de soupapes (6) grâce à la précontrainte qu'il fournit.
  2. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par le coupleur de soupapes (6) qui est situé entre l'ouverture de la soupape d'admission (4) et l'ouverture de la soupape d'échappement (5) sur la surface (Y) du corps (2) faisant face à la chambre de combustion.
  3. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par le coupleur de soupapes (6) qui est situé entre les ouvertures des soupapes d'admission (4) et/ou d'échappement (5) et/ou l'ouverture des soupapes d'admission (4) et l'ouverture des soupapes d'échappement (5).
  4. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par le siège (7), qui est situé dans la région où se trouve le coupleur de soupapes (6), et qui forme un espace vide vers l'intérieur du corps (2).
  5. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'évidement du siège (71) qui forme un creux adjacent aux parois du corps (2) des deux côtés du siège (7) décrochant du niveau de la surface supérieure du corps (2) et allant vers le bas.
  6. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par deux évidements de siège (71) dans le siège (7) ayant de préférence la même forme et étant symétriques l'un par rapport à l'autre.
  7. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par au moins une saillie (72), qui est située à l'intérieur du siège (7), de préférence entre les évidements du siège (71), qui s'étend vers la surface supérieure du corps (2), et dont la partie médiane est ouverte et s'étend le long du corps (2).
  8. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'évidement du siège (71), qui est de préférence quadrangulaire et dont la profondeur est inférieure à l'épaisseur de la paroi du corps (2), et la saillie (72), dont la hauteur est inférieure à l'épaisseur de la paroi du corps (2).
  9. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'insert (8) qui est fait d'un matériau différent dont la conductivité thermique est de préférence supérieure à celle du siège (7) et du corps (2).
  10. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'insert (8), qui comprend un corps d'insert (81) et deux languettes (82) partant des deux côtés du corps d'insert (81) et s'étendant vers le bas, et qui est de préférence en forme de "U".
  11. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'insert (8) comprenant deux languettes (82) partant des deux côtés du corps d'insert (81) et s'étendant vers le bas, et une languette centrale (82), qui est située entre les languettes (82) sur les côtés et qui est plus longue et plus large que les languettes latérales (82) ; et qui est de préférence en forme de "T".
  12. Culasse en plusieurs parties (1) selon la revendication 11, caractérisé par la languette centrale (82) qui est prévue au milieu du corps d'insert (81) et s'insère dans le creux entre les saillies (72) du siège (7).
  13. Culasse en plusieurs parties (1) selon la revendication 10, caractérisé par les languettes (82) qui sont prévues des deux côtés du corps d'insert (81) et s'insèrent dans l'évidement du siège (71) à l'intérieur du siège (7).
  14. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'évidement du siège (71) et les languettes (82) dont les dimensions, les largeurs et les formes sont presque identiques.
  15. Culasse en plusieurs parties (1) selon la revendication 1, caractérisé par l'insert (8), qui est placé dans le siège (7) qui est prévu dans les coupleurs de soupapes (6) situés sur la surface (Y) du corps (2) faisant face à la chambre de combustion, et qui assure la précontrainte dans le sens de la traction dans le siège (7).
EP16828999.9A 2015-11-11 2016-11-11 Culasse à pièces multiples Active EP3374621B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR201514157 2015-11-11
PCT/TR2016/050433 WO2017082846A1 (fr) 2015-11-11 2016-11-11 Culasse à pièces multiples

Publications (2)

Publication Number Publication Date
EP3374621A1 EP3374621A1 (fr) 2018-09-19
EP3374621B1 true EP3374621B1 (fr) 2020-10-28

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WO (1) WO2017082846A1 (fr)

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WO2017082846A1 (fr) 2017-05-18
EP3374621A1 (fr) 2018-09-19

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