Deflection device for an engine

Abstract

This application relates to deflector devices for engines. Methods and systems for coupling to one or more deflector elements of an engine are provided. In one example, a system includes a deflector element physically coupled to an interface of an edge junction of an engine head and an engine block, where the deflector element extends around a portion of the edge and a screw boss, where the screw boss protrudes from the edge.

Description

[0001] Cross-reference of related applications

[0002] This application claims priority to German patent application No. 102018203286.6, filed on March 6, 2018. The entire contents of the aforementioned application are incorporated herein by reference for all purposes. Technical Field

[0003] This manual generally relates to a deflection device arranged on an engine for deflecting the path of a brake booster. Background Technology

[0004] A vehicle may include an engine in an engine compartment. Other components, such as brake boosters, may also be located in the engine compartment. In some examples, the brake booster is positioned longitudinally within the vehicle, between the engine and the vehicle interior. As vehicle packaging becomes more compact, the space between the brake booster and the vehicle interior can be reduced. This reduction in space can cause the brake booster to extend into the vehicle interior during some vehicle collisions.

[0005] Other attempts to address the footwell space of the brake booster penetrating the vehicle interior include arranging features to deflect the path of the brake booster. Schulz illustrates an example approach in DE 102004008647A1. In this approach, a sliding chamfer / bevel is arranged on the engine mount to avoid high forces on the brake booster. An additional sliding chamfer is provided on the brake booster. In a frontal collision, the engine mount shifts in the direction of the brake booster, and the two sliding chamfers slide against each other, causing the brake booster to rotate.

[0006] However, the inventors have recognized the potential problems of such systems. As an example, the proposed solution disadvantageously requires two sliding chamfers for the desired performance, one on the brake booster and the other on the engine mount. Therefore, mass-producible brake boosters cannot be used, leading to increased manufacturing costs and time. Furthermore, the chamfer on the brake booster still depends on the engine mount moving in a certain direction; otherwise, the brake booster may still penetrate the footrest space during a collision. Finally, due to the shape and arrangement of the engine mount, the brake booster shown by Schulz can still penetrate the footrest space during a lateral vehicle collision. Finally, in the area of ​​the engine mount, for example, the space required for manual intervention activities on the brake booster is very small.

[0007] Another example, as shown by Dollar in US 5,531,135, discloses a predetermined buckling region generated in the front bulkhead of a vehicle. In a frontal impact, the pedal rod connected to the bulkhead displaces. The predetermined buckling region is located near the brake booster. After a frontal impact, the predetermined buckling region, preferably positioned above the brake booster, is generated and thus allows for rotational movement of the rigidly connected component. This disclosed solution does not teach to deflect the brake booster away from the direction of impact, therefore the risk of the pedal being pushed into the passenger compartment via the brake booster remains.

[0008] Senda presents another example in JP 2015223891, which proposes an cladding having a structure for deflecting the brake booster upward into the passenger compartment, which again results in a reduction in the size of the passenger compartment.

[0009] Yamazaki et al. presented another example in JP 2016070092, which described a clamp for a fuel hose that is deformed by a brake booster upon impact in order to prevent damage to the fuel hose.

[0010] Another example of a brake booster arrangement is shown by Bottcher et al. in DE 102010012484, illustrating a brake booster arrangement designed for a motor vehicle. It features a brake booster and a load-bearing structure arrangement that forms at least in a region of the vehicle body's floor structure. The brake booster is spaced apart from the brake pedal and arranged in a region of the vehicle's floor structure. This disclosure does not propose any solutions for accident scenarios, but only suggests an easily accessible arrangement of the brake booster.

[0011] Murayama et al. presented another example in US 8,960,049, which also proposed a brake booster arrangement in an easily accessible area of ​​the engine compartment. Summary of the Invention

[0012] However, each of these previous examples failed to at least partially address the problem recognized by the inventors. In one example, the aforementioned problem can be addressed by a system comprising an engine cylinder head physically coupled to an engine block, wherein a deflector element is arranged at the edge where the engine cylinder head and engine block meet, wherein the deflector element follows the contour of the edge and at least partially traverses a screw boss for securing the engine cylinder head and engine block together. In this way, components near the engine can contact the deflector element during a vehicle collision, wherein the deflector element can deflect the components in a desired direction different from the direction of the vehicle collision.

[0013] As an example, the deflector element includes a chamfer shaped to deflect the component in a direction perpendicular to the direction of the vehicle collision. The chamfer may be angled relative to the direction of the vehicle collision, where the angle may be obtuse. In one example, the direction of the vehicle collision is parallel to the vehicle's longitudinal axis, which extends through the front and rear ends of the vehicle. Thus, in one example, the vehicle collision is a frontal and / or head-on collision. The component may be positioned between the engine and the passenger compartment such that the deflector can deflect the component in a vertical direction, thereby reducing the component's penetration into the passenger compartment when the engine is compressed.

[0014] It should be understood that the above overview is provided to introduce some concepts further described in the detailed embodiments in a simplified form. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0015] Figure 1A The engine compartment, featuring a conventional engine and mechanical brake booster, is shown.

[0016] Figure 1B The engine compartment, featuring a conventional engine and an electric brake booster, is shown.

[0017] Figure 2A A conventional corner with a screw boss is shown.

[0018] Figure 2B The chamfer of the deflector element according to the invention is shown adjacent to the screw boss.

[0019] Figure 3 A deflector element on an engine is shown, which takes the form of an extension with a free distal end.

[0020] Figure 4 An alternative, extended deflector element adjacent to the engine is shown.

[0021] Figures 2A to 3 The figures are shown to approximate scale, but other relative dimensions may be used if necessary. Detailed Implementation

[0022] The following description relates to a system for arranging one or more deflector elements on an engine. Figure 1A , Figure 1B and Figure 2A Previous examples of various engine layouts with adjacent components are shown. These previous examples do not include a deflector element, and therefore, when the engine is compressed during a vehicle collision, the engine can contact this component, allowing the component to pass through the passenger compartment. Figure 2B , Figure 3 and Figure 4 An example of an engine is shown, which includes one or more deflector elements shaped to deflect components adjacent to the engine away from the passenger compartment during a vehicle collision, which can cause the engine to be compressed.

[0023] In one embodiment, the brake booster may be positioned opposite the corner portion of the engine. During a collision, the engine compartment can be compressed, thus reducing its size. The compression of the engine compartment occurs in a direction parallel to the direction of impact. The corner has at least one portion that is closed and / or extends in that direction, forming an angle of approximately ≤90°. Due to the compression of the engine compartment along the direction of impact, the brake booster moves with the corner in the direction of the engine portion due to the contact therebetween. The brake booster impacts the unfavorably oriented portion of the corner relative to the direction of impact with a higher force. Therefore, an unacceptably high proportion of the energy released during the impact is transmitted to the brake booster along the axis of the direction of impact. Due to the force thus transmitted to the brake booster, the brake pedal connected to the brake booster can be moved into the footwell space of the passenger compartment. This reduces the size of the passenger compartment, particularly the footwell or space behind the dashboard.

[0024] This invention is based on an engine for a vehicle that, in a collision compressing the engine compartment, deflects the brake booster and prevents the brake pedal from shifting into the passenger compartment. Furthermore, the features for deflecting the brake booster are shaped to allow for relatively easy maintenance of the brake booster.

[0025] An engine according to the invention is provided for use in a vehicle. The engine comprises a cylinder block and a cylinder head. Each cylinder block and cylinder head has an edge that surrounds a surface of the cylinder block and cylinder head on one side. The respective surfaces of the cylinder block and cylinder head are positioned relative to each other such that the respective edges are adjacent to and aligned. Therefore, the cylinder block and cylinder head can be in coplanar contact, wherein their edges are aligned such that one edge does not protrude more than the other. The cylinder block and / or cylinder head may have corners. The corners may extend beyond the edges and may at least partially be shaped to be complementary to each other. In other words, the corners may be shaped to extend directly from one of the two edges. The corners may be formed by a wall of the engine. Furthermore, the corners may, for example, have screw bosses.

[0026] In one example, a chamfered deflector element can be arranged on the edge of the corner region. The chamfer causes the outer contour of the corner in the edge region to have a larger angle relative to the collision direction, where the chamfer and the collision direction surround an obtuse angle, unlike the previous example that formed an acute angle.

[0027] If a vehicle collides with a direction aligned with its longitudinal axis (e.g., a frontal collision), the engine compartment can be reduced in size in the direction of impact. If the brake booster is now positioned in the engine compartment opposite the corner, and if the deflector element according to the invention is absent, the brake booster can move along the longitudinal axis along a load path generated by force transmission from the corner to the brake booster. The load path is the stroke of the brake booster or another component generated by the impact force.

[0028] If the brake booster impacts a corner via the deflector element, the brake booster advantageously deflects along the chamfer from the preferred direction, thus altering the load path. The load path is changed via an obtuse angle formed between the chamfer and the vehicle's longitudinal axis. The chamfer allows the deflector element to transfer load to the brake booster or other components in a direction angled to the longitudinal direction, thereby reducing the likelihood of the brake booster or other equipment passing through the footwell space in the passenger compartment.

[0029] In this way, compared to the corner in the previous example, the pedal, mechanically connected to the brake booster and extending into the passenger compartment, can be moved into the passenger compartment without further displacement or can be moved to a smaller extent without the deflector element. In this way, the footwell space inside the vehicle is not obstructed. Furthermore, the brake booster is advantageously positioned for maintenance work because it is located at edge height, making it easily accessible by raising the hood or removing the underfloor lining.

[0030] The load path can be located directly between the right rear corner of the engine block and the brake booster, where the engine can be a four-cylinder inline engine. Alternatively, such a deflector element can be configured to operate the load path directly between the left corner of the engine block and the brake booster, as needed.

[0031] Deflector elements or other deflector elements can also deflect other components. For example, depending on the vehicle layout (e.g., left-hand drive or right-hand drive), the ESP module in a left-hand drive vehicle (located similarly to the brake booster in a right-hand drive vehicle) can generate a load path that enters the bulkhead and thus onto the occupant side of the bulkhead and into the glove box located on the passenger side.

[0032] In one example, the chamfer is at an obtuse angle to the longitudinal axis of the vehicle and is >90°. Advantageously, the chamfer of the deflector element can form an angle of approximately 150° with the longitudinal axis, where this angle is measured from the outer contour in the corner region. This creates an inclined plane, which significantly reduces forces in the direction of the passenger compartment.

[0033] The deflector element is formed in two different embodiments. The first embodiment includes a deflector element formed from the wall of the engine, particularly the cylinder head or cylinder block. This provides a chamfer, next to which a screw boss is arranged. No other structures can be provided on the chamfer, thus forming a straight plane. Advantageously, no screw boss or corner is formed between the brake booster and the chamfer, and the brake booster can slide unimpeded on the chamfer and thus deflect from the longitudinal axis. In the second embodiment, the deflector element is formed as an extension projecting from the outer contour of the engine. Here, the deflector element may project from the edge of the cylinder head and / or cylinder block. Thus, the chamfer is located ahead of the corner along the longitudinal axis, and the brake booster first collides with the chamfer and is thus deflected. This extended deflector element may be adjacent to the outer contour as a rib or project from the outer contour with a distal, independent end.

[0034] In an advantageous improvement to the extended deflector element, the screw boss of the deflector element located at the corner is at least partially surrounded by the deflector element. Therefore, the protruding outer contour of the screw boss is covered by the deflector element, such that the chamfer of the deflector element is positioned in front of the screw boss. This avoids collision between the brake booster and the screw boss, and allows for deflection of the brake booster.

[0035] The extended deflector element can be integrally formed with the cylinder block or cylinder head. It is preferably formed by a casting process. Alternatively, it can be formed by removing material from the engine. In this way, the deflector element can be provided economically during engine production.

[0036] In a favorable alternative, the deflector element can be secured to the cylinder block or cylinder head via connecting elements such as bolts or pins. Threads or holes can be provided in the engine for the connecting elements, where clamps can be used to secure the deflector element. More specifically, bolts used to secure the cylinder head to the cylinder block can be used to attach the deflector element. In this way, a standardized engine can be later equipped with the deflector element without creating additional holes and threads in the engine walls. That is, the deflector element can be retrofitted to a pre-existing engine as an aftermarket part.

[0037] In addition to the embodiments already described, additional deflector elements may be formed on the engine mount, such that the protruding engine mount may have a chamfer in the same direction along the longitudinal axis, or in different directions along different axes (such as the lateral or vertical axis). The chamfer forms an obtuse angle with the longitudinal axis or both the lateral and vertical axes. In this way, other components or brake boosters in the engine compartment may be deflected in a collision.

[0038] The engine according to the invention is arranged in the engine compartment of a vehicle, particularly in the direction of travel or in the lateral direction relative to the direction of travel, and the deflector element is opposite the brake booster. The brake booster is arranged in the vehicle at an edge height, and the deflector element is arranged on that edge. Therefore, the brake booster is more easily accessible than in previous examples. The brake booster can be an electric or mechanical brake booster, particularly equipped with a lever or push rod or tension anchor.

[0039] In a frontal collision of a vehicle parallel to its longitudinal axis, when the brake booster impacts a corner, the deflector element generates a force of less than 10 kN in the collision direction or in the vehicle's longitudinal direction (X-direction). The deflector element splits the incoming longitudinal force into a reduced longitudinal force and a deflection force component in the vehicle's lateral direction (Y-direction). This lateral movement of the brake booster (in this case) or its rotation about the vehicle's vertical axis (Z-axis) via a chamfered contact with the deflector element allows for a smaller or no reduction in passenger compartment size.

[0040] Depending on the engine compartment architecture, similar relationships may exist, but other components different from the described brake booster (such as, for example, voltage converters, charger equipment, ESP, heater units, etc.) may also be present, which may interact with engine components or have a load path in the bulkhead direction in front of the passenger compartment. That is, the deflector element can deflect the aforementioned components in a manner similar to a brake booster to reduce and / or prevent components from entering the passenger compartment.

[0041] Figures 1A to 4Example configurations with relative positioning of various components are shown. If shown in direct contact or direct coupling, such components may be referred to as being in direct contact or direct coupling, respectively, in at least one example. Similarly, in at least one example, components shown as adjacent to or next to each other may be adjacent to or next to each other, respectively. As an example, components in coplanar contact may be referred to as coplanar contact. As another example, in at least one example, such components may be arranged separately from each other, with only space between them and no other components. As yet another example, components shown vertically opposite each other, laterally opposite each other, or to the left / right of each other may be shown relative to each other. Furthermore, as shown, in at least one example, the topmost component or point of the component may be referred to as the “top” of the component, and the bottommost component or point of the component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figures and used to describe the positioning of the components in the figures relative to each other. Thus, in one example, an component shown above other components is positioned vertically above the other components. As yet another example, the shapes of the elements depicted in the figure may be described as having those shapes (e.g., such as circles, straight lines, planar shapes, curved shapes, circular shapes, chamfered shapes, angular shapes, etc.). Furthermore, in at least one example, elements shown intersecting each other may be described as intersecting elements or intersecting each other. Additionally, in one example, an element shown inside another element or an element shown outside another element may be so named. It should be understood that one or more parts described as “fundamentally similar and / or identical” differ from each other according to manufacturing tolerances (e.g., within 1-5% deviation).

[0042] Figure 1A and Figure 1B The engine 10 of the previous example is shown, which does not include the deflector element. Figure 1A The embodiment has a mechanical brake booster 40, which is actively connected to the pedal via a pull rod, push rod, or tension anchor. Figure 1B An embodiment with an electric brake booster is shown, which is also connected to a pedal arranged in the passenger compartment. Figure 1A and Figure 1B The brake booster 40 is located in the engine compartment 38 between the engine 10 and the passenger compartment (not shown). The pedals are located in the passenger compartment. The passenger compartment and the engine compartment are separated by bulkheads.

[0043] Figure 1A and Figure 1BThis illustrates how, due to a collision, the vehicle's engine compartment 38 is compressed in the collision direction 1, thereby causing the brake booster 40 to move relative to the corner 13. In a frontal impact, the engine 10 is displaced onto the brake booster 40. The brake booster 40 then collides with the corner 13 of the engine 10. The corner 13, with its screw boss 28, transmits force directly to the brake booster 40 in the preferred direction. The force can be greater than 10 kN. Thus, the pedal connected to the brake booster 40 can be pushed into the passenger compartment by this force.

[0044] Screw boss 28 is arranged in Figure 1A and Figure 1B At corner 13. The screw boss 28 forms a protrusion 27 oriented transversely to the collision direction 1, so that a high force acts on the brake booster 40 in the collision direction 1.

[0045] The engine 10 is arranged laterally to the collision direction 1, so that the crankshaft of the engine 10 can be oriented laterally to the collision direction 1.

[0046] Figure 2A It shows that it includes Figure 1A and Figure 1B The screw boss 28 shown in the previous example is located at corner 13. The screw boss 28 forms a protrusion 27 that protrudes from the outer contour 22 of the edge 16 and edge 18 of the cylinder block 12 and cylinder head 14.

[0047] The cylinder block side edge 16 surrounds the surface 17 of the lower wall 42 of the cylinder block 12, while the cylinder head side edge 18 surrounds the upper surface 17 of the wall 42 of the cylinder head 14. The wall 42 defines the interior 11 of the engine 10. The corresponding surfaces 17 are oriented transversely to the walls 42, wherein the cylinder block 12 and the cylinder head 14 are joined together through their surfaces 17 such that their edges are adjacent to each other after assembly.

[0048] Turn now Figure 2B To reduce the force acting on the brake booster, according to the invention, the deflector element 20 is arranged on the corner 13, providing a chamfer 24 on which the brake booster 40 can slide upon impact. This deflector element 20 is physically attached to the wall 42. The deflector element 20 can be continuous with the wall 42, such that no intermediate parts are provided between them.

[0049] To form the chamfer 24, a portion of the wall 42 is angled away from the collision direction 1, directly at the corner 13, such that the longitudinal axis 100 and the inclined portion of the wall 42 form an obtuse angle 26, which is greater than 90°. The screw boss 28 is relative to... Figure 2AThe example shown is moved and positioned next to the inclined portion and on a portion of wall 42 oriented generally perpendicular to the longitudinal axis 100 of the vehicle. Therefore, the screw boss 28 moves out of the impact direction of the brake booster 40, and upon impact with the chamfer 24, the brake booster 40 can slide with a small force in the impact direction 1. The force acting on the brake booster 40 in the impact direction 1 is <10 kN. This can be achieved if angle 26 is an obtuse angle. In some examples, angle 26 is between 100 and 170 degrees. In some examples, additionally or alternatively, angle 26 is between 120 and 170 degrees. In some examples, additionally or alternatively, angle 26 is between 130 and 170 degrees. In some examples, additionally or alternatively, angle 26 is between 140 and 170 degrees. In some examples, additionally or alternatively, angle 26 is between 140 and 165 degrees. In some examples, additionally or alternatively, angle 26 is between 145 and 165 degrees. In some examples, additionally or alternatively, angle 26 is between 145 and 160 degrees. In some examples, additionally or alternatively, angle 26 is between 145 and 155 degrees. In one example, angle 26 is exactly 150 degrees.

[0050] exist Figure 2B In this example, deflector element 20 may extend outward from corner 13. The extent of the extension (e.g., length) may be equal to... Figure 2A The screw boss 28 is shown to extend to a certain size. By doing so, the force previously provided by the screw boss 28 can be applied by the deflector element 20. However, due to the shape of the deflector element 20, the force load transmitted by the deflector element 20 differs from that of the screw boss 28. Figure 2A The force load transmitted by the screw boss 28 shown.

[0051] In some examples, the screw boss 28 can be maintained relative to Figure 2A The deflector element 20 is positioned as shown and arranged at corner 13. However, due to the circular shape of the screw boss 28, such embodiments may not provide as much force as possible in directions perpendicular to the longitudinal axis 100 (such as the vertical direction away from the ground where the wheel is positioned). By repositioning the screw boss 28 to the wall 42 away from the brake booster (e.g., Figure 1A As part of the brake booster 40, in the event of a collision, it enables greater control over the direction of travel of the brake booster.

[0052] In one example, the deflector element 20 is positioned to disrupt the stacking and / or connection between the bend 13 and the master cylinder foot. In some examples, the deflector element 20 may be shaped by machining the screw boss 28 to a chamfer 24. In one example, the chamfer 24 is at an angle of 150° relative to the longitudinal axis 100 and 45° relative to a vertical axis perpendicular to the longitudinal axis and parallel to the direction of gravity. By shaping the chamfer 24 in this way, the brake booster can be pushed at least slightly along the vertical axis rather than the longitudinal axis, thereby reducing the displacement of the brake pedal or other components into the passenger interior.

[0053] In some examples, additionally or alternatively, the deflector element 20 may extend around the screw boss 28, as shown by dashed line 102. By doing so, the deflector element 20 can be shaped to reduce the force load along the longitudinal axis for use in a greater number of collision directions. In one example, the deflector element 20 including dashed line 102 can deflect a collision direction angled to collision direction 1 by ±45°.

[0054] The deflector element 20 may include a curved profile. Thus, the deflector element 20 may not include corners or other 90° shapes. A chamfer 24 may be formed on the edge of the deflector element 20, wherein the chamfer is formed to facilitate the distribution of force along the longitudinal axis 100. More specifically, the chamfer 24 is formed to transmit some force along the longitudinal axis 100 to the vertical axis in a direction away from the passenger interior.

[0055] The deflector element 20 may be cast and / or integrated into the edges 16 and 18 of the engine block and engine cylinder head, respectively. Additionally or alternatively, the deflector element 20 may be attached to engine cylinder head bolts. Load transfer between the deflector element 20 and the engine may occur via surface loading. In this way, without departing from the scope of this disclosure, the deflector element 20 may be arranged in the cylinder block / cylinder head during or after engine manufacturing.

[0056] Figure 3 An alternative embodiment of a deflector element 20 arranged on the engine 10 is shown. The deflector element 20 is formed as an extension and protrudes from edges 16 and 18. It may include a free distal end 23 extending along a longitudinal axis 100. A vertical axis 104 is shown extending in a direction perpendicular to the longitudinal axis 100. Thus, the free distal end 23 may extend in a direction perpendicular to the vertical axis 104.

[0057] The wall forming corner 13 (e.g., Figure 2B The wall 42) is not inclined relative to the longitudinal axis 100, such as Figure 2BAs shown. Conversely, the deflector element 20 is arranged in the longitudinal direction 1 in front of the corner 13, such that the brake booster 40 first impacts the deflector element 20. In one example, including Figure 3 The deflector element 20 in the example includes Figure 2B The deflector element 20 of the example with dashed line 102 is the same. The deflector element 20 may include a generally triangular cross-section in the longitudinal direction, having a base and a rounded tip at the free distal end 23.

[0058] Chamfer 24 is oriented toward corner 13, wherein chamfer 24 may have a straight or curved profile. In the case of a straight profile, the cross-section is preferably triangular, while for a curved profile, the cross-section may be specifically shaped like a shark fin, wherein the sides of the triangle (e.g., fins) are curved and shaped like an arc. The force acting on the brake booster 40 in the preferred direction 1 is <10kN. The angle of chamfer 24 relative to the vertical axis 104 is at least partially about 45° to generate the desired force in the vertical direction. Suitably, in the longitudinal axis ( Figure 3 An obtuse angle is provided between (not shown in the image) and chamfer 24.

[0059] like Figure 3 As shown, the deflector element 20 can be connected to or integrally manufactured with the cylinder block 12 or the cylinder head 14. The deflector element 20 is manufactured during the manufacture of the engine 10 using a casting process, or during the machining of the engine 10 using a material removal process. Alternatively, the deflector element 20 can be later mounted (e.g., bolted to) the engine 10. Specifically, this can be achieved using bolts 27 for securing the cylinder head 14 to the cylinder block 12. Preferably, a clamp is used to secure the deflector element 20.

[0060] Figure 3 The deflector element 20 is oriented along edges 16 and 18 such that the chamfer 24 extends in a transverse direction perpendicular to the longitudinal axis 100 and the vertical axis 104. Alternatively, the deflector element 20 may be vertically oriented, in which case the chamfer 24 is then arranged in a vertical direction.

[0061] In addition to deflector element 20, an additional deflector element 30 may be arranged on engine mount 32. Engine mount 32, projecting from cylinder block 12, then forms a notch 33 with an inner angle, wherein the additional deflector element 30 extends from the distal end 35 of engine mount 32 to cylinder block 12. The additional deflector element 30 extends to the corner 35 of cylinder block 12. In this way, along longitudinal axis 100, no part of engine mount 32 is in contact with components (such as, for example, brake booster 40 in engine compartment), but slides on the forward-arranged additional deflector element 30. The additional deflector element 30 forms an obtuse angle 36 with longitudinal axis 100. In one example, the additional deflector element 30 is substantially similar to a deflector. That is, the additional deflector element 30 may contact components before engine mount 32, wherein the additional deflector element 30 may alter the trajectory of components and / or engine mount 32 such that engine mount 32 and components do not contact.

[0062] Figure 4 As shown Figure 3 Additional deflector element 30 arranged as shown. Figure 4 The deflector element 20 shown is located between the first screw boss 28 and the second screw boss 31 in the outer contour 22 of the edge 16 of the cylinder block 12. Due to the deflector element 20, the screw bosses 28 and 31 do not form protrusions 27 that extend beyond the contour of the deflector element 20. Therefore, the screw bosses 28 and 31 do not need to contact the component before the deflector element 20. The contours of the screw bosses 28 and 31 are compensated by the deflector element 20. The first screw boss 28 is surrounded by the deflector element 20 relative to the preferred direction 1. The deflector element 20 forms a curved rib-like structure arranged in front of the edge 16.

[0063] The deflector element 20 has a radius 21 on at least one portion. A chamfer 24 is formed by the radius 21, such that the chamfer 24 is curved. Figure 4 The deflector element 20 does not always extend upwards into the surface 17 in the vertical direction. Therefore, the deflector element 20 terminates vertically before the surface 17. The force acting on the brake booster 40 in the preferred direction 1 is <10kN. Preferably, if the chamfer 24 has the preferred direction 1... Figure 2B This is achieved at least in the portion of approximately 150° shown at angle 26.

[0064] and Figure 3 The implementation examples are similar, Figure 4 The deflector element 20 may also be integrally formed with the engine 10. Similarly, it may be attached, for example, by bolting it into place. The deflector element 20 may also be oriented vertically such that its chamfer is oriented in a direction transverse to the edge 16.

[0065] In one example Figure 4 The example shows a side / rear view of an engine including a first deflector element 20 and a second deflector element 30 for deflecting brake boosters or other vehicle components during a vehicle collision. The axis system 490 includes three axes: an x-axis parallel to the lateral direction, a y-axis parallel to the vertical direction, and a z-axis parallel to the longitudinal direction. In one example, the vehicle may be propelled in the longitudinal direction.

[0066] Each of the first deflector element 20 and the second deflector element 30 may be shaped to apply an impact force in a direction parallel to the y-axis (e.g., vertical). More specifically, each of the first deflector element 20 and the second deflector element 30 may include a first chamfer 24 and a second chamfer 34. Each of the chamfers may be angled, wherein the angle is between 30° and 70°. In some examples, additionally or alternatively, the angle is 40° to 60°. In one example, the angle is 45°.

[0067] The axis extending through each of the first chamfer 24 and the second chamfer 34 may form an angle relative to the z-axis (e.g., the longitudinal direction). An obtuse angle 36 illustrates an example of such an angle, where the obtuse angle 36 may be between 91 degrees and 179 degrees. An obtuse angle 36 may be substantially equal to... Figure 2B Angle 26. Thus, the first chamfer 24 and the second chamfer 34 of the first deflector element 20 and the second deflector element 30 can each form substantially the same angle. In one example, the obtuse angle 36 is exactly 150°.

[0068] The first deflector element 20 may include a J-shape, wherein the first deflector element 20 extends in a straight path before rotating and extending about the screw boss 28. As shown, the first deflector element 20 extends about all screw bosses 28 in a longitudinal direction parallel to the z-axis, such that if the screw bosses are displaced along the z-axis, the first deflector element 20 can contact the component before the screw bosses 28.

[0069] The second deflector element 30 may be arranged vertically below the first deflector element 20. The second deflector element 30 may include a triangular shape. Thus, although the second chamfer 34 and the first chamfer 24 are substantially the same, the shape of the second deflector element 30 may differ from the shape of the first deflector element 20.

[0070] Each of the first deflector element 20 and the second deflector element 30 is configured to redirect a portion of the force along the z-axis to the y-axis, thereby reducing displacement of components contacted by the engine in the z-direction. It should be understood that a brake booster or other component may be arranged along the z-axis between the passenger interior and the engine. A collision may cause displacement of the engine and the brake booster or other component. However, while the first deflector element 20 and the second deflector element 30 reduce displacement of the brake booster or other component along the z-axis, they introduce a force onto the brake booster or other component along the y-axis when the engine is damaged along the z-axis. In this way, the passenger interior may not be penetrated by the brake booster or other component. Additionally or alternatively, the passenger interior may be penetrated and / or penetrated by the brake booster or other component by a distance less than a threshold. In some examples, the threshold distance is less than 150 mm. In some examples, the threshold distance is less than 120 mm. In some examples, the threshold distance is less than 105 mm. In one example, the threshold distance is less than 90 mm.

[0071] In this manner, one or more deflector elements can be arranged between the engine and the passenger compartment, wherein the deflector elements can be shaped to guide the components between the engine and the passenger compartment in a direction perpendicular to the vehicle collision direction. The technical effect of deflecting the components via one or more deflector elements is to reduce and / or prevent the components from penetrating the passenger compartment.

[0072] In another representation, the engine for a vehicle includes a cylinder block and a cylinder head, wherein the cylinder block and cylinder head each have an edge on which they are joined together, and the cylinder block and / or cylinder head have a corner, wherein a deflector element with a chamfer is arranged at the corner such that the outer contour on the edge of the corner forms at least partially an obtuse angle with the chamfer relative to a preferred direction, which is preferably oriented in the direction of travel of the vehicle.

[0073] Examples of engines including the above examples include those in which the chamfer surrounds an angle of approximately 150° in a preferred direction, the angle being arranged on the outer contour in the corner region.

[0074] Examples of engines including any of the above examples further include those in which the deflector element is an extension protruding from the outer contour.

[0075] Examples of engines including any of the above examples further include: where a screw boss is arranged at a corner, forming a protrusion that is at least partially surrounded by a deflector element.

[0076] Examples of engines including any of the above examples further include those in which the deflector element is integrally formed with the cylinder block or cylinder head, preferably cast as a single piece.

[0077] Examples of engines including any of the above examples further include those in which the deflector element is bolted to the cylinder block or cylinder head by means of a fixing element (such as, for example, bolts), wherein in particular, bolts are used to fix the cylinder head to the cylinder block.

[0078] Examples of engines including any of the above examples further include: wherein the deflector element has a radius such that the chamfer has a curvature / bend pointing outward or inward.

[0079] Examples of engines including any of the above examples further include: wherein an additional deflector element is arranged on the engine mount such that a chamfer is formed in a preferred direction, the chamfer being an obtuse angle surrounded by the outer contour.

[0080] A vehicle including any of the above examples further includes: an engine compartment containing an engine having a cylinder head and a cylinder block joined together at respective edges, wherein a brake booster is opposite a corner of the engine with respect to a preferred direction, wherein a deflector element is formed on the edge at the corner such that a chamfer is formed at which the brake booster can deflect compression of the engine compartment from the preferred direction, wherein the brake booster is positioned at the height of an edge of the cylinder head or cylinder block of the engine at which the cylinder head and cylinder block are joined together.

[0081] Vehicles including any of the above examples further include those in which the brake booster can be deflected by a force of less than 10 kN.

[0082] Embodiments of the system include: an engine cylinder head physically coupled to an engine block, wherein a deflector element is arranged at the edge where the engine cylinder head and engine block meet, wherein the deflector element follows the contour of the edge and at least partially traverses a screw boss for fastening the engine cylinder head and engine block together. A first example of the system further includes wherein the screw boss is shaped as a protrusion extending outside the contour of the edge. A second example of the system (optionally including the first example) further includes wherein the deflector element is arranged between the screw boss and a brake booster. A third example of the system (optionally including the first and / or second examples) further includes wherein the deflector element is arranged closer to the passenger interior than to the front of the vehicle. A fourth example of the system (optionally including one or more of the first to third examples) further includes wherein the deflector element comprises a J-shape. A fifth example of the system (optionally including one or more of the first to fourth examples) further includes wherein the deflector element comprises a chamfer, wherein the chamfer is shaped to form an obtuse angle with the longitudinal axis of the vehicle. A sixth example of the system (optionally including one or more of the first to fifth examples) further includes a chamfer arranged on the top side of the deflector element, closer to the engine cylinder head than the engine block.

[0083] Embodiments of the vehicle include an engine mount configured to mount an engine, the engine including an engine cylinder head that engages with an engine block along an edge; a first deflector element disposed on the edge, wherein the first deflector element follows a curved profile of the edge; and a second deflector element disposed on the engine mount and extending from a portion of the mount to the engine block. A first example of the vehicle further includes a second deflector element comprising a triangle. A second example of the vehicle, optionally including the first example, further includes a first deflector element comprising a first chamfer and a second deflector element comprising a second chamfer, each of the first and second chamfers forming an obtuse angle relative to the longitudinal axis of the vehicle, wherein the vehicle travels in the direction of the longitudinal axis. A third example of the vehicle, optionally including the first and / or second examples, further includes a component disposed between the engine and the passenger compartment in a vertical direction perpendicular to the longitudinal axis, wherein each of the first and second chamfers is shaped to deflect in a vertical direction perpendicular to the longitudinal axis. A fourth example of the vehicle (optionally including one or more of the first to third examples) further includes a component that is a brake booster. A fifth example of a vehicle (optionally including one or more of the first to fourth examples) further includes a second deflector element shaped to contact the component prior to the first deflector element. A sixth example of a vehicle (optionally including one or more of the first to fifth examples) further includes a second deflector element arranged closer to the passenger interior than the first deflector element. A seventh example of a vehicle (optionally including one or more of the first to sixth examples) further includes a first deflector element vertically positioned above the second deflector element.

[0084] A vehicle engine compartment includes an engine mount shaped to mount an engine, the engine including an engine cylinder head and an engine block, wherein the engine cylinder head is physically coupled to the engine block via one or more fasteners extending through screw bosses disposed at the edges where the engine cylinder head and engine block meet; a first deflector element disposed along the edge and extending over at least a portion of the screw boss; a second deflector element physically coupled to the engine mount and engine block; and a component disposed along the longitudinal axis of the vehicle between the engine and the passenger compartment. A first example of a vehicle engine compartment further includes wherein the screw boss is shaped as a protrusion projecting from the profile of the edge, and wherein the first deflector element linearly follows the profile before bending and traversing at least a portion of the screw boss. A second example of a vehicle engine compartment (optionally including the first example) further includes wherein the first deflector element comprises a J-shape and wherein the second deflector element comprises a triangle. A third example of a vehicle engine compartment (optionally including the first and / or second examples) further includes a second deflector element arranged closer to the component than the first deflector element, and wherein each of the first and second deflectors includes a chamfer greater than 90° relative to the longitudinal axis of the vehicle. A fourth example of a vehicle engine compartment (optionally including one or more of the first to third examples) further includes a component comprising one or more of a brake booster, a voltage converter, a charger device, an electronic stability program module, and a heater unit.

[0085] Note that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored as executable instructions in non-transitory memory and can be implemented by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Thus, the various steps or functions shown can be executed in the shown order, in parallel, or omitted in some cases. Similarly, the order of processing is not necessarily necessary to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the shown steps, operations, or functions can be repeated according to the specific strategy used. Furthermore, the described actions, operations, and / or functions can be graphically represented as code in non-transitory memory of a computer-readable storage medium to be programmed into an engine control system, wherein the actions are performed by combining instructions in a system including various engine hardware components with an electronic controller.

[0086] It should be understood that the configurations and procedures disclosed herein are exemplary in nature, and these specific examples should not be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4-cylinder, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or characteristics.

[0087] As used herein, unless otherwise stated, the term “about” is interpreted as ±5% of the range.

[0088] The appended claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may relate to a "one" element or a "first" element or their equivalents. Such claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by presenting new claims in this application or related applications. Such claims, whether broader, narrower, equal to, or different in scope from the original claims, are also considered to be included within the subject matter of this disclosure.

Claims

1. A system for an engine, comprising: An engine cylinder head, physically connected to an engine block, wherein deflector elements are arranged at the edge where the engine cylinder head and the engine block meet, wherein the deflector elements trace the contour of the edge and at least partially traverse the bolt boss to secure the engine cylinder head and the engine block together; and The deflector element is arranged between the screw boss and the brake booster.

2. The system of claim 1, wherein the screw boss is shaped as a protrusion extending outside the contour of the edge.

3. The system of claim 1, wherein the deflector element is arranged closer to the passenger interior than to the front of the vehicle.

4. The system of claim 1, wherein the deflector element comprises a J-shape.

5. The system of claim 1, wherein the deflector element includes a chamfer, wherein the chamfer is shaped to form an obtuse angle with the longitudinal axis of the vehicle.

6. The system of claim 5, wherein the chamfer is arranged on the top side of the deflector element, closer to the engine cylinder head than to the engine block.

7. A vehicle comprising: An engine mount, configured to mount an engine, the engine including an engine cylinder head that is connected to an engine block along its edge; A first deflector element is disposed on the edge, wherein the first deflector element follows the curved profile of the edge; as well as A second deflector element is disposed on the engine mount and extends from a portion of the engine mount to the engine block; The first deflector element includes a first chamfer, and the second deflector element includes a second chamfer, each of the first and second chamfers forming an obtuse angle relative to the longitudinal axis of the vehicle, wherein the vehicle travels in the direction of the longitudinal axis.

8. The vehicle of claim 7, wherein the second deflector element comprises a triangular shape.

9. The vehicle of claim 7, wherein each of the first chamfer and the second chamfer is shaped to deflect a component disposed between the engine and the passenger interior in a vertical direction perpendicular to the longitudinal axis.

10. The vehicle according to claim 9, wherein the component is a brake booster.

11. The vehicle of claim 9, wherein the second deflector element is shaped to contact the component prior to the first deflector element.

12. The vehicle of claim 7, wherein the second deflector element is arranged closer to the passenger interior than the first deflector element.

13. The vehicle of claim 7, wherein the first deflector element is vertically positioned above the second deflector element.

14. A vehicle engine compartment, comprising: An engine mount, the engine mount being shaped to mount an engine including an engine cylinder head and an engine block, wherein the engine cylinder head is physically connected to the engine block via one or more fasteners extending through screw bosses disposed at the edges where the engine cylinder head and the engine block meet; A first deflector element is arranged along the edge and extends over at least a portion of the screw boss; A second deflector element is physically connected to the engine mount and the engine block; as well as Components arranged along the longitudinal axis of the vehicle between the engine and the passenger compartment; The screw boss is shaped as a protrusion protruding from the contour of the edge, and the first deflector element linearly follows the contour before bending and traversing at least a portion of the screw boss.

15. The vehicle engine compartment of claim 14, wherein the first deflector element comprises a J-shape, and wherein the second deflector element comprises a triangle.

16. The vehicle engine compartment of claim 14, wherein the second deflector element is arranged closer to the component than the first deflector element, and wherein each of the first deflector element and the second deflector element includes a chamfer at an angle greater than 90° relative to the longitudinal axis of the vehicle.

17. The vehicle engine compartment of claim 14, wherein the component is one or more of a brake booster, a voltage converter, a charger, an electronic stability program module, and a heater unit.

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