DE4438618B4 - Cylinder head for high-performance combustion engine with internal combustion - Google Patents

Abstract

Cylinder head (10) for a high performance internal combustion engine, the
A separation surface (89A) for bearing on a corresponding parting surface (89B) of a cylinder block (92),
- At least one substantially wedge-shaped combustion chamber (65) and
- outlet and inlet openings (68; 70) opening into the combustion chamber (65) and having outlet or inlet valve seats (71; 76) inclined relative to the separation surface (89A),
characterized in that the outlet and inlet ports (68; 70) open into different wedge sections (66; 69) of the combustion chamber (65) and that the inlet valve seat (76) and exhaust valve seat (71) face the separation surface (89A) the same direction are inclined, wherein the inlet valve seat (76) relative to the separating surface (89A) is inclined slightly lower than the exhaust valve seat (71).

Description

The The invention relates to a cylinder head for a high-performance internal combustion engine with internal combustion with the characteristics of the generic term of the Claim 1.

High-performance internal combustion engines with internal combustion are in great demand by car enthusiasts as well as persons who only have a higher performance of standard vehicles desire. However, such high-performance internal combustion engines not available for racing teams or wagon owners not directly associated with major manufacturers of motor vehicles, Motor vehicle engines, other motor vehicle components or with Lubricant manufacturers communicate. Such financially weak racing teams and people have to Therefore, with standard motors, which, preferably with low cost, modified ("styled") can be.

engine Manufacturer As a rule, they do not produce high-performance racing engines in series production. The high performance motors produced require special processing means and are therefore relatively expensive. As a result, car racing enthusiasts typically modify serial engines with components used by special dealers or manufacturers too to obtain a reasonable price. Among the most common Modified engine components include the cylinder head including the valve control components (such as camshafts), pistons and connecting rods and such components, easy to get from smaller specialized manufacturers are. The cylinder head with its components is the most common Means for increasing performance.

High performance cylinder heads included generally specially shaped combustion chambers, whereby the fuel-air mass flow, the fuel-air mixture and the compression facilitates or to be improved. Usually the combustion chambers have an approximately hemispherical or wedge-shaped shape on to enough room for to create the operation of the valves, which are under opening an angle opposite move the cylinder axis into the combustion chamber. The valve size as well the degree and speed with which the valves open and shut down, have a clear influence on the amount of air that can be sucked into the cylinder. Because the Amount of fuel-air mixture used for combustion in the working stroke can be sucked into the cylinder, a considerable Influence on require the power and the maximum speed of the motor the valve opening and closing characteristics great attention.

A particularly effective improvement in high-performance cylinder heads goes from the US 46 86 948 A (Smith et al) which shows a cylinder head with a wedge-shaped combustion chamber and a quenching surface. The wedge-shaped combustion chamber leads to improved fuel consumption, combined with high braking performance.

Of the intake port the relevant cylinder head has following the intake valve a speed increasing constriction, which the flow of the atomized Fuel improves and evenly around the intake valve distributed around. This structural design increases the entry speed harmful to the fuel charge without the volume of incoming air influence. This as well as other patents have their attention mainly dedicated to the wedge shape of the combustion chamber.

After US 49 19 092 A (Smith et al) finds a metallic mass accumulation around the intake valve around in conjunction with an improved intake port to allow the fuel-air mixture to helically enter the combustion chamber. The inlet passageway described herein facilitates the intake of a rich fuel-air mixture through the intake valve at a location remote from the exhaust valve while a poor fuel-air mixture enters through that portion of the intake port which is closer to the exhaust valve. Of course, this arrangement is intended to reduce the amount of flushing, ie the amount of fuel passing directly from the inlet to the outlet valve during the so-called valve overlap.

As is known, fuel-air mixtures often contain some fuel droplets that have not been properly atomized and, when entering the combustion chamber, are generally flushed out prior to the compression stroke, thus reducing available energy. Another conventional doctrine, as they are the US 50 76 224 A (Smith et al.) Now discloses a high capacity cylinder head in which the inlet port upstream of the inlet valve has an arcuate, rounded elevation, arranged to direct heavier fuel droplets against a heated wall of the inlet port. When hitting the heated wall, the fuel droplets are atomized. The effectiveness of the construction in question depends on the heat conduction through the walls of the intake manifold, and in order to facilitate the heat transfer, there are channels through which the exhaust gas is passed.

In the DE 41 21 504 C2 is described a four-valve cylinder head. The cylinder head includes at least one row of cylinders and a Sam mel suction tube for each cylinder row. In the cover of the cylinder head camshafts are mounted and in the upper and lateral part of the lid is formed immediately adjacent to suction channels of the cylinder head suction line. Furthermore, the cylinder head comprises a suction valve and an exhaust valve which are inclined at a different angle to a separating surface to the combustion chamber.

the State of the art including the previously mentioned Patent literature has in common that the intake valves and the exhaust valves coplanar are arranged in a row. In addition, the centers occur the valve heads with closed valves in a longitudinal center plane of the cylinder. The valves are opposite this level usually arranged at an angle of about 23 °. This valve angle gives the necessary space for the added material, which the leadership of the fuel-air mixture during to improve the inlet and outlet.

On This is the basis of the invention to design a cylinder head after generic term so that he has a improved filling of the cylinder results in reducing the flushing losses.

These Task is inventively by the Characteristics of claim 1 solved. The dependent claims give advantageous design options of the relevant Cylinder head on.

Of the Cylinder head concerned thus has with respect to the cylinder axis differently inclined outlet and inlet valves. This is made possible by a generally wedge-shaped designed combustion chamber with different wedge sections. at a typical cylinder head of the claimed type takes the shaft the Einlaflventils opposite a plane containing the cylinder axis at an angle of 13 °, while the Shaft of the exhaust valve across from the same level in conventional Way one of about 23 ° occupies. This arrangement reduces the angle of the valve head of the inlet valve across from the piston end face as well as the interface the cylinder head, with which this sits on the cylinder block. Due to the flatter arrangement of the head of Einlaflventils while maintaining a desired compression ratio the valve travel and therefore the passage area of the inlet valve enlarged as well the inflow the fuel-air mixture are improved in the combustion chamber. Furthermore, where available, the spark plug can be arranged cheaper than at conventional relevant Engines. This requires the novel positioning of the intake valve no replacement of the camshaft.

Of the Cylinder head concerned will usually be of the type as such with hanging Valves is called, and for valve actuation rocker arm in conjunction having pushrods. For V engines (engines with double row, V-shaped cylinder arrangement) the intake pipe usually inside the V and the exhaust sockets are on the outside of the V occur.

Of the Valve seat is, at least as far as the inlet valve, compared to usual Position offset. The offset position does not increase only the distance between the inlet valve and the adjacent Wall of the wedge-shaped Combustion section, but leads Furthermore to a maximum shielding effect of the wedge wall at the outlet opening. The outlet channel the cylinder head can with a throttle point, for example in the form of a tendon-shaped Area, downstream in the Connection to the exhaust valve seat and be provided at a location where the inlet and outlet openings take their smallest distance. In association with the changed Valve arrangement minimizes the exhaust gas flow restriction a cross-flow purge between Inlet and outlet. Meanwhile, with sufficient Displacement of the valves of the cross flow even without special throttling means in the outlet channel be minimized. The changed Angular arrangement of the intake valve allows to get along with reduced dead space in the cylinder and thus the compression ratio to increase.

One Main advantage of the different angular arrangement of the valves is that a larger proportion the fuel-air charge for the next working stroke remains in the cylinder. That the rinse during the valve overlap is reduced. The retention The fuel charge in the cylinder is not comparable to the Achieving a reinforced Charge the cylinder as indicated by a boosted fuel-air mass flow is obtained. A reinforced one Fuel-air mass flow leads namely also to increase that portion of the fuel-air mixture which is in the outlet channel rinsed becomes. The rinse in the outlet channel leads there in addition to a loss of fuel also to an increased heat accumulation and requires accordingly a reinforced one Cooling. Thus, the invention improves the filling of the cylinder with fuel-air mixture without fuel loss and without increased heat accumulation in the outlet channel. This in turn leads to an increased Efficiency of the engine or to improved fuel consumption.

In the same sense, measures of the dependent claims contribute to improve the retention of the fuel in the cylinder and to reduce the flushing losses. The designed in the claimed type, essentially wedge-shaped Brennkam It allows to arrange the outlet opening closer to a wall of the substantially wedge-shaped combustion chamber and thus to shield one side of the outlet opening. This shielding of one side of the outlet opening leads to an increase in the peripheral flow of the exhaust gases into the outlet opening. The aforementioned throttle point in the outlet channel, if present, expediently arranged diametrically opposite the shielding wall, ie on the side of the outlet opening which is closest to the inlet opening. It also causes an increase in the speed of the exhaust gas flow as well as an increase in the peripheral flow into the outlet opening, which reduces the radial flow. The reduction of the radial flow in turn leads to a reduction in the scavenging flow which passes directly from the inlet port to the outlet port, thus contributing to the retention of a maximum amount of fuel-air charge entering the combustion chamber.

Farther gives the new mutual arrangement of the intake and exhaust valves a greater exposure the inlet opening, which in turn leads to an increase the amount of during the intake stroke leads into the cylinder entering air-fuel mixture, and after all can the spark plug cheaper to be ordered. More specifically, the spark plug in the cylinder head a take such a position that their longitudinal axis the face the piston in which also contains the central axis of the piston pin Longitudinal center plane of the cylinder intersects when the piston is moving according to its position a crank angle of 30 ° before takes the top dead center. It has been shown that this arrangement while the combustion of the fuel-air mixture after ignition mediate the spark plug to a substantially uniform pressurization the piston surface leads.

As already said, occur in the fuel-air mixture even using the previous one Some of the prior art improvements have always been few Fuel droplets on. These fuel droplets follow in the inlet channel a line connecting the points of least pressure. To the amount of liquid fuel in the fuel-air stream to reduce or the gasification of the Fuel can improve before entering the combustion chamber in the inlet channel a throttle in the form of a constriction or aperture provided be, thereby reducing the fuel-air mixture flow there an increased Speed gets and in this way, as is known, in the center of the mass flow one Reduces the pressure experiences. Due to this, fuel droplets entrained in the mass flow tend to become to move in the center of the stream.

Downstream of the throttle body learns the Fuel-air mixture flow now a sharp deflection immediately in front of the inlet opening. A projection with a knife edge is, with the flow center aligned, arranged immediately behind the deflection. by virtue of the higher one inertia the liquid droplet in the Compared to the atomized Fuel these change direction a greater resistance against and thus meet the lead. The impact leads to a Bursting of the droplets within the fuel-air mixture. It has been shown that already a small-sized projection to improve fuel economy can, but can be with one possible sized Advances the output power with reduced fuel consumption considerably increase.

The broken fuel droplets then pass the knife edge to the projection in a way that they, subject to a shearing effect, further atomized. Thereon become the atomized droplets caught in a bag by a vortex or vortex that the pattern of fuel-air mass flow across the knife edge attributable to. The turbulent flow pattern leads to a further atomization of the fuel, leaving only a minimal amount of fuel in liquid Form reaches the combustion chamber. As a result, the fuel-air mixture is not only in better condition for one optimal combustion, but the fuel will not be like that slightly rinsed out, as is the case when fuel droplets occur in the mixture.

in the Contrary to the prior art requires the claimed cylinder head no heated channels. Although such heating may improve gasification, it is unnecessary through the above measures. In fact, one leads temperature increase of the entering into the combustion chamber fuel-air mixture a reduction in the charge and thus the available power. on the other hand helps the introduction of the fuel-air mixture into the combustion chamber at a lower temperature to a larger temperature change during combustion and thus to a larger amount of energy released for the Drive of the piston. In this way, the improved gasification helps of the fuel by means of the measures indicated above to an increased Energy production from the fuel-air mixture; she turns already immediately after starting the engine, not only after it has started Warming, and last but not least to improved emissions.

Although the invention involves a change in the orientation of the intake valve, it fits the present improved cylinder head without modifications to standard cylinder blocks as currently supplied or previously manufactured by leading engine manufacturers, such as General Motors Corporation or The Ford Motor Company. The replacement of conventional cylinder heads by the invention can be done without sacrificing any of the standard parts except for the old cylinder head itself and perhaps the valves.

following becomes a preferred embodiment of the claimed cylinder head including a slightly modified Form described in more detail with reference to FIGS. It shows

1 an end view of a typical conventional cylinder head of a high-performance internal combustion engine,

2 a reduced bottom view of herkömmli chen cylinder head along the line 2-2 of 1 showing the part of the combustion chamber contained in the cylinder head,

3 a slightly reduced section substantially along the line 3-3 of 2 showing a characteristic configuration of the intake port and port of the conventional cylinder head, the associated valve mechanism and the piston to provide a suitable reference frame,

4 a slightly reduced section substantially along the line 4-4 of 2 showing a characteristic configuration of the exhaust passage of the conventional cylinder head, the associated valve mechanism and the piston,

5 an end view similar to that of 1 but showing a high performance cylinder head according to the principles of the present invention,

6 a reduced bottom view similar to that of 2 , substantially along the line 6-6 of 5 in order to show the part of the combustion chamber contained in the high-performance cylinder head according to the invention,

6A a view similar to that of 6 , however, a variant of the improved high performance cylinder head after 6 shows,

7 a scheme of the arrangement according to 5 in which, however, the structure of the cylinder head itself is omitted, the angular relationships of the valve stems, the vertical displacement of the intake and exhaust valve against the separation surface of the cylinder head, with which it comes to rest on an opposite parting surface of the cylinder block to the system, and the lateral dislocations of Valves facing the cylinder center axis,

8th a reduced cross-section substantially along the line 8-8 of 6 showing the structure of intake port and intake port of the high-performance cylinder head according to the invention, the associated valve mechanism and the piston to provide a suitable reference frame,

8A a view similar to that of the 8th but substantially along line 8A-8A of FIG 6A .

9 also a reduced cross-section substantially along the line 9-9 of FIG 8th showing the construction of the outlet channel and outlet opening of the cylinder head according to the invention, the associated valve mechanism and the piston,

9A a view similar to that of 9 but along line 9A-9A of FIG 6A .

10 a view similar 9 but showing the piston at a crank angle of 30 ° before top dead center,

10A a view similar to that of 10 , however, the variant after the 6A . 8A and 9A shows,

11 a perspective view of a casting with a typical inlet channel, as in the typical conventional cylinder head after the 1 - 4 Likes to use

12 a perspective view of a casting with the inlet channel in the improved cylinder head after the 5 - 10 and

12A a view similar to that of the 12 However, the intake passage in the improved cylinder head after the 6A . 8A . 9A and 10A shows.

In the 5 to 10 For example, a characteristic form of a high-performance cylinder head according to the principles of the invention is shown and generally with 10 designated. To the structural differences between the improved cylinder head 10 and to illustrate a high-performance cylinder head of the prior art, first becomes a typical conventional high-performance cylinder head 20 based on 1 to 4 described.

In the conventional cylinder head 20 are the valve stems 21 the intake valves 23 ( 3 ) and the valve stems 24 the exhaust valves 25 ( 4 ) aligned in a single, along the cylinder head 20 arranged extending level (as best of the 1 and 2 visible). How best that 3 and 4 show are the longitudinal center lines of the valve stems 21 and 24 all within a common first level, 26 arranged. A common second level, 28 passing through the longitudinal axis of the cylinder as well as the longitudinal axis of the piston pin 31 runs, with which each piston 30 with the relevant connecting rod 33 connected, the first plane intersects 26 on the surface of the valve head 27 of the intake valve 23 as well as on the surface of the valve head 29 the exhaust valve 25 with closed valves. The connecting rods 33 are with the crankshaft 34 connected to the engine, not shown, the cylinder head 20 belongs.

The valves 23 and 25 be through their respective pushrods 35 and 36 forced to open, in turn, by appropriate cams 38 respectively. 39 on a camshaft 40 be driven to a rocker arm 45 against the relevant valve stem 21 respectively. 24 to pan. The valve stems 21 and 24 are each slidable in sockets 41 inside the cylinder head 20 stored. The valves 23 and 25 are each from a compression spring 43 pushed into its closed position. Conventional locking arrangements 44 hold the valve stems 21 and 24 detachable with the respective spring 43 engaged and transmit the power of this on a tight spring seat 47 supporting spring on the respective valve stem 21 respectively. 24 , The locking arrangements 44 are well known as such, so that those skilled in the art will be able to make a choice among the known relevant locking arrangements.

Each rocker arm 45 is on the cylinder head 20 by means of a pen 46 pivotally mounted, which in turn in one eye 54 is held. In a known manner, each rocker arm 45 a substantially hemispherical seat 49 on, in which the relevant push rod 35 respectively. 36 intervenes. Furthermore, each rocker arm has 45 a rounded actuating surface 50 connected to the upper end of the associated valve stem 21 respectively. 24 engages. A mother 51 Holds the rocker arm 45 on the pen 46 and works with a sleeve 48 together to set the valve clearance in a known manner. Arrangements for the adjustable storage of rocker arms on corresponding support pins are sufficiently long in use, so that a more detailed description in structural as well as operational terms is unnecessary.

The push rods 35 and 36 can each be through forked brackets 53 from the pins 46 worn and by a second mother, 57 be held in place, be guided.

The conventional cylinder head 20 has a plurality of wedge-shaped combustion chambers 55 ie one combustion chamber each 55 per cylinder 56 , Each wedge-shaped combustion chamber 55 contains an inlet valve 23 and an exhaust valve 25 , Furthermore, each combustion chamber 55 with a spark plug 58 equipped. As shown, the wedge-shaped combustion chamber 55 the gap 59 the spark plug 58 exposed, in which a spark is generated at the appropriate moment. The spark ignites a fuel-air mixture passing through the wedge-shaped combustion chamber 55 through from an inlet channel 60 in the cylinder 56 occurs when the inlet valve 23 through the cam 38 on the camshaft 40 is opened.

After the fuel-air mixture charge through the spark plug 58 ignited, the piston is 30 by the expanding gas inside the cylinder 56 driven against its bottom dead center. The movement of the piston 30 Forms the working stroke in the engine cycle. During the working stroke, the engine delivers over the crankshaft 34 in a well-known manner, a torque. Essentially at bottom dead center or shortly before, the exhaust valve opens 25 by means of the cam 39 to remove the used charge from the cylinder 56 through the outlet channel 61 let go while the piston 30 moved in exhaust stroke against top dead center.

At about top dead center following the exhaust stroke are the intake valve 23 and the exhaust valve 25 open together for a short period of time. This so-called valve overlap ensures that a maximum amount of spent gas is expelled and promotes the earliest possible introduction of the next fuel-air mixture charge into the cylinder 56 at the intake stroke. The inlet valve 23 remains open during the entire intake stroke. When the piston 30 after the intake stroke leaves the bottom dead center again, is the inlet valve 23 by the action of the spring 43 and the orientation of the cam 38 closed. As a result, when the piston is 30 in the compression stroke again approaches the top dead center, during the intake stroke in the cylinder 56 introduced fuel-air mixture charge compressed. Even before the piston 30 reaches the top dead center, ignites the spark plug 58 for triggering the combustion of the fuel-air mixture charge. The exact time at which the spark plug 58 ignites, depends on a variety of factors, such as speed and pressure of the fuel-air mixture in the intake port 60 , Those skilled in the art are fully familiar with these processes.

The 5 . 6 . 7 . 8th . 9 and 10 give, as I said, a cylinder head 10 according to the present invention. In the verbes serten cylinder head 10 There are a variety of components from the previously described cylinder head 20 according to the prior art again. These include the rocker arms 45 , the pushrods 35 and 36 , the spark plugs 58 etc., just to name a few. The components that are most likely to continue to be used and in the 5 . 6 . 7 . 8th . 9 and 10 as well as the 6A . 8A . 9A and 10A As a result, they bear the same reference numbers as in the 1 to 4 , Accordingly, a description of the structure and function of these components will be omitted.

The cylinder head 10 has a substantially wedge-shaped combustion chamber 65 coming from an outlet wedge section 66 with an outlet opening 68 and an inlet wedge portion 69 with an inlet opening 70 consists. For very important reasons, which will be discussed below, are the wedge sections 66 and 69 not coplanar as in the prior art. The outlet wedge section 66 ( 9 ) includes an exhaust valve seat 71 , the outlet opening 68 surrounds with an exhaust valve 73 that has a valve head 74 and a shaft 75 has to cooperate. The inlet wedge section 69 ( 8th ) also includes an intake valve seat 76 , the inlet opening 70 surrounds to an intake valve 78 with a valve head 79 and a shaft 80 co. It is not essential to have the intake and exhaust valves 23 and 25 the conventional cylinder head 20 through the in the improved cylinder head 10 illustrated valves 73 and 78 to replace. However, in many high performance engines it is desirable to use special valves with improved cooling and reduced mass.

The valve heads 74 and 79 the exhaust and intake valves 73 and 78 Both are frusto-conical, although they are, as are the respective valve seats 71 and 76 , have different diameters. The exhaust valve seat 71 acts with the frusto-conical edge 81 the exhaust valve head 74 together to the combustion chamber 65 opposite the outlet channel 85 in the cylinder head 10 seal. Likewise, the intake valve seat acts 76 with a frustoconical edge 84 of the intake valve head 79 together to the combustion chamber 65 opposite the inlet channel 83 seal. As shown, the base of each of the frusto-conical valve heads is located 74 and 79 on the side of the combustion chamber 65 , so that the valve heads when opening the valves 73 and 78 in the relevant wedge section 66 respectively. 69 to be able to enter.

How best of the 7 to 9 can be seen, cuts the longitudinal, ie movement axis 86 the exhaust valve 73 the second level 28 (along which the piston 30 moved) at an angle α _A , preferably on the order of about 23 °, while the longitudinal or movement axis 88 of the intake valve 78 the level 28 at an angle α _B , which is preferably on the order of about 13 °. The angular deviation between the valve stems 75 and 80 , in 7 Accordingly, the angle α _C is preferably on the order of 10 °. To achieve this angular deviation is the inlet wedge portion 69 the generally wedge-shaped combustion chamber 65 opposite the interface 89 of the cylinder head 10 flatter than the Auslaßkeilabschnitt 66 , By correspondingly the valve head 79 of the intake valve 78 opposite the interface 89 of the cylinder head 10 is oriented flat, is between valve head 79 and pistons 30 achieved a wide margin, even if the intake valve 78 approaching the piston 30 is still open at top dead center.

The angle α _C between the valve stems 75 and 80 requires that also the pins 46A for the intake valves 78 arranged differently than the pins 46B for the exhaust valves 73 , Preferably, the pins are 46A arranged at an angle which is the difference between the angle α _B , in which the valve stem 80 opposite the plane 28 - henceforth also called reference plane - is inclined, and halved the angle α _E , under which the push rod 35 opposite the plane 28 inclined. Likewise, the pins 46B preferably arranged at an angle which is the difference between the angle α _A , below which the shaft 75 the exhaust valve 73 opposite the plane 28 is inclined, and bisected by the angle α _F , below which the push rod 36 opposite the plane 28 inclined. The angular difference between the pins 46A and 46B , which is referred to in the drawings as angle α _G , ensures that the actuating surface 50 the rocker arm 45A most favorable to the valve stems 75 and the actuating surface 50 the rocker arm 45B most favorable to the valve stems 80 attacks. The angle difference between the pushrods 35 and 36 is designated in the drawings as angle α _D and is of the order of 3 °. The angle α _G between the center lines 52 _A and 52 _B of the pens 46A and 46B is preferably of the order of 12 °.

As can be seen, the push rod runs 35 at a lower angle to the longitudinal axis 88 of the intake valve 78 as the pushrod 36 opposite the axis of movement 86 the exhaust valve 73 , In this way a more effective function is achieved. Preferably, the angular difference between the push rod 35 and the intake valve stem 80 about 11 ° to an angular difference of about 18 ° in a conventional cylinder head as the previously described cylinder head 20 ,

As can be seen from the two preceding paragraphs, a particular element or arrangement may be applied to more than one place. When generally speaking of such an element or arrangement, a common reference numeral applies thereto. If, however, such an element or such an arrangement is to be addressed individually, an addition has been added to its reference symbol in order to designate precisely this element or this arrangement. Thus, for example, occur here two groups of rocker arms, which generally with 45 but especially, depending on their affiliation to one or the other group 45A (Rocker arm of the intake valves) or 45B (Exhaust lever rocker arms) are designated. The same indexing is used throughout the description.

As may be clear from the previous description, the valve heads are 74 and 79 normal to the axis 86 respectively. 88 the valve stems 75 and 80 arranged. In this way corresponds to the inclination of the valve stems 75 and 80 opposite the reference plane 28 a similar inclination of the valve heads 74 and 79 opposite the interface 89 _a with which the cylinder head 10 to the relevant interface 89B of the cylinder block 92 followed.

The valve seats 71 and 76 can in the cylinder head 10 incorporated or separately prepared as inserts, as known in the art. The angles that the bases of the valve seats 71 and 76 opposite the interface 89A are identical to the angles of the axes 86 and 88 the relevant valve stems 75 and 80 opposite the reference plane 28 , This means that the angle under which the valve head 74 the exhaust valve 73 opposite the separation surface 89A is arranged, the angle α _A and the angle at which the valve head 79 of the intake valve 78 opposite the interface 89 _a is arranged, the angle α _B corresponds.

How best 6 can be seen, the outlet is located 68 closer to the side wall 90 the Auslaßkeilabschnitts 66 at one point substantially diametrically opposite the smallest distance between the inlet opening 70 and the outlet port 68 , In the outlet channel 85 can, essentially following the outlet opening 68 and diametrically opposite the side wall 90 a constriction 91 be poured. The constriction 91 reduces the cross flow between inlet port 70 and outlet 68 , It has the shape of a chord surface downstream of the outlet opening 68 how best in 6 to recognize. However, as in 6 Shrouding the spark plug may cause slight shielding 58 by corrugations in the combustion chamber wall, as in 106 and 108 shown, the constriction 91 unnecessary.

The change in position of the outlet opening 68 to achieve a shield and to add the constriction 91 to the outlet 68 results in a desired flow guidance, which leads to an increase in the flow velocity of the outlet opening 68 entering exhaust gas and causes the gas flow is more in the circumferential direction, as in 6 indicated by the arrows A and B. A purge flow immediately between the inlet port 70 and outlet 68 is thus minimized, which leads to an increased whereabouts of the fuel-air mixture in the cylinder. How best 6 to see, it allows the oblique arrangement of the inlet wedge section 69 opposite the outlet wedge section 66 also, the inlet opening 70 not only with respect to the outlet 68 but also on the midline 93 of the cylinder head 10 to arrange laterally offset. The displacement and flattening of the inlet opening 70 allows the valve head 79 of the intake valve 78 opposite the face 94 of the piston 30 to maintain a suitable distance while the inlet flow into the combustion chamber 65 improves and the desired compression ratio is maintained.

From the 10 and 6 It can be seen that the wedge portions canted with respect to each other (both horizontally and vertically) 66 and 69 also another arrangement of the spark plug 58 , Namely, allow in a position from which it ignites the fuel-air mixture more effective and during the working stroke a more uniform application of the end face 94 of the piston 30 causes. The midline 95 the spark plug 58 Aligns better with that part of the combustion chamber 65 that is between the valves 73 and 78 lies. More important: the midline 95 the spark plug 58 cuts the face 94 of the piston 30 where these are the reference plane 28 cuts (in which the central axis of the cylinder falls). In fact, the angle α _H ( 10 ) is selected so that the aforementioned cut takes place at a piston position corresponding to 30 ° before top dead center, which is the most favorable relationship between the spark plug 58 and pistons 30 was determined.

In order to achieve better atomization of the fuel-air mixture, the inlet channel 83 with a lead 96 which extends into the flow area of the incoming fuel-air mixture. How best of the 8th . 10 and 12 seen, has the rear end of the projection 96 the shape of a knife edge 98 , 12 shows a casting of the inlet channel 83 , More specifically, the inlet channel 83 shown from the outside, so that the projection 96 appears as a recess. Above the ledge 96 owns the inlet channel 83 a rejuvenation or Dros selstelle 99 , The entrained by the fuel-air mixture fuel droplets get there in the middle of the flow, especially when arriving at the throttle point 99 , Almost immediately afterwards, downstream of the throttle 99 , learns the inlet channel 83 a radical change of direction - nearly 90 ° - before entering the inlet wedge section 69 the combustion chamber 65 entry. Because the fuel droplets have a larger mass than the vapor fuel-air mixture, they do not follow the directional change as readily as the vapor. Therefore, the fuel droplets hit on a baffle 100 at the projection 96 immediately above the knife edge 98 on. The powerful impact of the droplets on the baffle 100 at the lead 96 causes the droplets to burst, and the ruptured droplets cause the knife edge 98 a shearing effect causes evaporation of the crushed droplets. Immediately following and downstream of the knife edge 98 is a bag 101 is formed, which causes turbulence or vortex in the fuel-air mass flow, and the turbulence distributes the now atomized fuel droplets in the combustion chamber 65 entering fuel-air mixture even more complete.

Because the fuel-air mixture is less liquid fuel in the combustion chamber 65 enters, takes place a much lower purging of the fuel. This advantage in combination with the mutually inclined wedge sections 66 and 69 results in lower fuel consumption of the engine with the improved cylinder head 10 ,

The knife edge 98 extends to 6 over a circumferential angle of the inlet opening 70 of about 35 °, and this circumferential extent is sufficient to initiate the bursting of the fuel droplets to an extent which represents a significant improvement in fuel economy but with only modest increases in power. However, if the knife edge - 98 _A in 6A - Is increased to about a full quadrant, ie about 90 °, it comes through the use of the relevant cylinder head 10 _A with modified inlet channel 83 _a also to a considerable improvement in performance.

Previously, it has already been stated that the addition of a letter to the reference numbers applies when it is meant to use a particular structural element or arrangement that occurs at multiple locations. Where in the modified version of the cylinder head 10 _A the components are the same as in the previously described embodiment, find the same reference numerals without adding a letter use. This also applies, as the preceding paragraph shows, if structural elements or arrangements are the same but not exactly the same. However, if the same or almost identical components are addressed individually, this is done by adding a letter index to the relevant reference number, which is used for the general identification of this component. Thus, for example, in the two exemplary embodiments described here, similar but specific knife edges occur. Accordingly, in the previously described embodiment of the cylinder head 10 the knife edge consistent with 98 designated. On the other hand, found in the modified cylinder head 10 _A a similar, but different knife edge use, accordingly, in the description and drawings, the alphanumeric designation 98 _A wearing.

Also this alphanumeric designation will henceforth be found throughout Description throughout application.

In the 6A and 12a can be seen that the fuel droplets on a baffle 100A at the projection 96 _A immediately upstream of the knife edge 98 _A incident. The powerful impact of the droplets on the baffle 100 _A at the projection 96 _A This leads to a fragmentation of the droplets, and if the smashed droplets the knife edge 98 _A happen, they are evaporated by a shearing action. A pocket 101 _A immediately afterwards and downstream from the knife edge 98 _A causes turbulence and turbulence in the fuel-air mass flow, whereby the now atomized fuel droplets in the fuel-air mixture more evenly distributed in the combustion chamber 65 _A enter.

It should also be noted that the knife edge 98 like the knife edge 98 _A is arranged substantially so that it extends laterally from the section line 8-8 and 8A-8A. More precisely, the knife edges are located 98 and 98 _A on the "wet" side of the inlet opening 70 respectively. 70 _A , It is known that the wet side of the intake port, such as with General Motors engines, typically occurs on the side of the intake port which is farthest from the exhaust port, whereas the wet side of the intake port of Ford engines typically occurs at the exhaust port. The projections 96 respectively. 96 _A and the baffles 100 respectively. 100 _A are expediently as well as the knife edges 98 respectively. 98 _A aligned with the wet side of the inlet opening.

It should be noted that through the corrugations 106 and 108 Shielding caused the flow of air through the inlet port 70 _A slightly reduced. Meanwhile, this reduction will be overcompensated by the fuel control by means of the arrangement of the projection 96 _A and the associated structure, as far as the fuel vapor is kept in suspension and thus a condensation of the fuel at or around the spark plug 58 around is avoided.

It is extremely significant that this rather inconspicuous change greatly increases the efficiency of an engine with the improved cylinder head 10 _A achieved braking performance has resulted.

It should also be noted that in the embodiment of the 6A . 8A . 9A and 10A between the interface 89 _a on the cylinder head 10 _A and the combustion chamber 65 _A a chamfer 110 was provided. The chamfering 110 extends along the side of the outlet opening 68 _A on which the spark plug 58 into the combustion chamber 65 _A entry.

Finally, it should be noted that Z-shaped bent guide pieces 102 can be used to find the pushrods 35 and 36 respectively. The greatest possible guidance results when the pushrods are guided as close as possible to their outer ends. For this purpose, have the guide pieces 102 according to 5 one base each 103 pointing to one of the pins 46 is set so that it is on the eye 54 resting, and there by a mother 57 is held. A jetty 104 extends substantially perpendicularly from the base 103 and ends in a forked guide leg 105 who is at the footbridge 104 again essentially perpendicularly connects and the pushrods 35 and 36 encloses. After between the push rods, as I said, a small angular difference occurs and also the angular positions of the pins 46 on which the leader pieces 102 are mounted, are not identical, allows the bend and bifurcation of the guide pieces 102 a slight adaptation to this small diversity, which makes it unnecessary to own leaders for the two push rods.

Although previously only a preferred embodiment of the invention with a slight Variant has been described, it is understood that the erfindngungsgemäße cylinder head can undergo numerous modifications by those skilled in the art. Consequently the preceding description is more specific, in the figures illustrated embodiments does not limit the scope of the invention as defined by the claims becomes.

Claims (29)

Cylinder head ( 10 ) for a high-performance internal combustion engine, the - a separation surface ( 89A ) to rest on a corresponding parting surface ( 89B ) of a cylinder block ( 92 ), - at least one substantially wedge-shaped combustion chamber ( 65 ) and - in the combustion chamber ( 65 ) outlet opening and inlet openings ( 68 ; 70 ) with respect to the interface ( 89A ) inclined arranged outlet or inlet valve seats ( 71 ; 76 ), characterized in that the outlet and the inlet openings ( 68 ; 70 ) into different wedge sections ( 66 ; 69 ) of the combustion chamber ( 65 ) and that the inlet valve seat ( 76 ) and the exhaust valve seat ( 71 ) opposite the interface ( 89A ) are inclined in the same direction, wherein the intake valve seat ( 76 ) opposite the interface ( 89A ) is less inclined than the exhaust valve seat ( 71 ). Cylinder head ( 10 ) according to claim 1, characterized in that the angle (α _B ) of the inlet valve seat ( 76 ) opposite the interface ( 89A ) is on the order of 13 °. Cylinder head ( 10 ) according to claim 1 or 2, characterized in that the angle (α _A ) of the exhaust valve seat ( 71 ) opposite the interface ( 89A ) is on the order of 23 °. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that the inlet opening ( 70 ) with respect to a reference plane containing the cylinder axis as well as the piston pin axis ( 28 ) offset from the outlet ( 68 ) is arranged. Cylinder head ( 10 ) according to claim 4, characterized in that the center of the inlet opening ( 70 ) relative to the reference plane ( 28 ) is arranged offset, while the center of the outlet ( 68 ) at least approximately in the reference plane ( 28 ) falls. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that a spark plug ( 58 ) between the two wedge sections ( 66 . 69 ) in the combustion chamber ( 65 ) entry. Cylinder head ( 10 ) according to claim 6, characterized in that the center line ( 95 ) of the spark plug ( 58 ) in a between outlet and inlet opening ( 68 ; 70 ) passing, parallel to the cylinder axis plane falls. Cylinder head ( 10 ) according to claim 6 or 7, characterized in that the center line ( 95 ) of the spark plug ( 58 ) a reference plane containing the cylinder axis as well as the piston pin axis ( 28 ) within the face ( 94 ) of the piston ( 30 ) cuts when the piston is in its position a crank angle of about 30 ° before top dead center. Cylinder head ( 10 ) according to one of claims 6 to 8, characterized in that the wall of the combustion chamber ( 65 ) on both sides of the spark plug ( 58 ) these enclosing corrugations ( 106 . 108 ) having. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that the to the outlet ( 68 ) in the cylinder head subsequent outlet channel ( 85 ) immediately downstream of the outlet opening a constriction ( 91 ) having. Cylinder head ( 10 ) according to claim 10, characterized in that the constriction ( 91 ) a chord surface in the outlet channel ( 85 ) on which the inlet opening ( 70 ) facing side forms. Cylinder head ( 10 ) according to claim 11, characterized in that the chord surface diametrically opposite and immediately adjacent to the outlet opening ( 68 ) a side wall ( 90 ) of the combustion chamber ( 65 ) occurs. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that it is connected to the inlet opening ( 70 ) in the cylinder head subsequent inlet channel ( 83 ) a lead ( 96 ) and downstream of this accelerator. Cylinder head ( 10 ) according to claim 13, characterized in that the acceleration means from a throttle point or rejuvenation ( 99 ) of the inlet channel ( 83 ) consist. Cylinder head ( 10 ) according to claim 13 or 14, characterized in that the projection ( 96 ) within the incoming fuel-air mixture flow an impact surface ( 100 ) forms for entrained fuel droplets. Cylinder head ( 10 ) according to claim 15, characterized in that the projection ( 96 ) downstream of the baffle ( 100 ) a knife edge ( 98 ), which is capable of exerting a shearing action on remaining fuel droplets. Cylinder head ( 10 ) according to claim 16, characterized in that the knife edge ( 98 ; 98 _A ) about 35 ° to 90 ° around the inlet channel ( 83 ) extends around. Cylinder head ( 10 ) according to claim 16 or 17, characterized in that downstream of the projection ( 96 ) following the knife edge ( 98 ) in the inlet channel ( 83 ) a vortex-forming bag ( 101 ) is arranged. Cylinder head ( 10 ) according to one of claims 13 to 18, characterized in that the inlet channel ( 83 ) immediately downstream of the projection ( 96 ) in front of the inlet opening ( 70 ) experiences a sharp deflection. Cylinder head ( 10 ) according to claim 19, characterized in that the deflection is of the order of 90 °. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that the with the valve seats ( 71 . 76 ) cooperating exhaust or intake valves ( 73 . 78 ) in the cylinder head slidably guided valve stems ( 75 . 80 ) exhibit. Cylinder head ( 10 ) according to claim 21, characterized in that the valve stems ( 75 . 80 ) with respect to a reference plane containing the cylinder axis as well as the piston pin axis ( 28 ) assume the same different angles (α _A , α _B ) as the valve seats ( 71 . 76 ) opposite the interface ( 89A ) of the cylinder head. Cylinder head ( 10 ) according to claim 21 or 22, characterized in that the valves ( 73 . 78 ) by a camshaft ( 40 ) via pushrods ( 36 . 35 ) and tilt lever ( 45 ), wherein the rocker arms on pins ( 46 ) are mounted, and that the pins according to the different inclination of the valve stems ( 75 . 80 ) of the exhaust and intake valves ( 73 ; 78 ) are inclined differently. Cylinder head ( 10 ) according to claim 23, characterized in that the inclination of the respective pin ( 46 ) relative to the reference plane containing the cylinder axis as well as the piston pin axis ( 28 ) is about half the difference of the angles (α _A , α _F , α _B , α _E ), among which the associated valve stem ( 75 ; 80 ) or the associated push rod ( 36 ; 35 ) relative to the reference plane ( 28 ) is inclined. Cylinder head ( 10 ) according to claim 24, characterized in that the two pins ( 46A . 46B ) relative to the reference plane ( 28 ) are inclined differently by about 12 °. Cylinder head ( 10 ) according to one of claims 23 to 25, characterized in that the two push rods ( 35 . 36 ) with respect to a reference plane containing the cylinder axis as well as the piston pin axis ( 28 ) are inclined differently by about 3 °. Cylinder head ( 10 ) according to one of claims 23 to 26, characterized in that the push rod ( 35 ) of the intake valve ( 78 ) relative to the valve stem ( 80 ) of the intake valve ( 78 ) is inclined by about 11 °. Cylinder head ( 10 ) according to one of claims 23 to 27, characterized in that the pushrods ( 35 . 36 ) by individual ones of the respective pen ( 46 ), Z-shaped bent and bifurcated at its free end guide pieces ( 102 ) are guided. Cylinder head ( 10 ) according to one of the preceding claims, characterized in that it comprises a plurality of similar combustion chambers ( 65 ) and a corresponding number of exhaust and intake valves ( 73 . 78 ), Exhaust and intake valve seats ( 71 . 76 ) etc. and that the valve stems ( 75 . 80 ) of the outlet and the inlet valves are arranged in each case in a common plane.