Internal combustion engine with top-down cooling concept

Abstract

The invention relates to an internal combustion engine with a top-down cooling concept, in particular with a plurality of cylinders (2), having a liquid-cooled cylinder head (1) with a first cooling chamber (81) adjoining a fire-proof plate (10), and a second cooling chamber (82), the first cooling chamber (81) and the second cooling chamber (82) are fluidically connected to each other in the region of the ignition device (6), and wherein the internal combustion engine has an intake port arrangement (30) on the intake side (3) and an exhaust port arrangement (40) on the exhaust side (4), and wherein the first cooling chamber (81) and the second cooling chamber (82) are fluidically connected to each other in the region of the ignition device (6). Each cylinder of the internal combustion engine has two intake valves (312, 322), two exhaust valves (412, 422), an ignition device (6) which opens centrally into the combustion chamber (5), and an injection device (7) which opens laterally into the combustion chamber (5) and is arranged between a first intake port (31) and a second intake port (32) of an intake port arrangement (30). In order to be able to sufficiently cool the injection device (7), a first intake port (31) and a second intake port (32) of each cylinder (2) in the cylinder head (1) are guided separately from at least one transverse flange surface (33) of the cylinder head (1), and the injection device (7) is at least partially surrounded by a cooling chamber (85), the cooling chamber (85) is fluidly connected to the second cooling chamber (82) or is formed as part of the second cooling chamber (82).

Description

[0001] The present invention relates to an internal combustion engine with a top-down cooling concept, in particular having a plurality of cylinders, the internal combustion engine having a liquid-cooled cylinder head, the cylinder head having a first cooling chamber adjacent to a fireproof plate, and a second cooling chamber, the second cooling chamber being separated from the first cooling chamber by an intermediate (A) plate and being significantly further away from the fireproof plate than the first cooling chamber, wherein the first cooling chamber and the second cooling chamber are flow-connected to each other in the area of ​​an ignition device, the internal combustion engine having an intake port arrangement on the intake side of the cylinder head and an exhaust port arrangement on the exhaust side, each cylinder of the internal combustion engine having two intake valves, two exhaust valves, an ignition device centrally connected to a combustion chamber and an injection device laterally (transversely) connected to the combustion chamber, the injection device being arranged between a first intake port and a second intake port of the intake port arrangement.

[0002] A top-down cooling concept is a cooling concept in which the coolant first flows through a second cooling chamber further away from the fire protection plate and only then through a first cooling chamber closer to the fire protection plate.

[0003] An internal combustion engine of this type is known from AT 524 316 B1, which has two intake valves and two exhaust valves, a central ignition system and a side injection system. An intake port leads to each intake valve, wherein the intake ports in the cylinder head start from a common main intake port. A bore arrangement with a plurality of cooling holes is provided for cooling the injection device arranged between the two intake ports.

[0004] A single-cylinder internal combustion engine with a laterally arranged injector is known from US Pat. No. 5,983,843 A, in which a hole arrangement with a plurality of cooling holes is provided for cooling the injector, which are molded from one end face. Such a hole arrangement is not very suitable for internal combustion engines with more than two cylinders.

[0005] EP 1 443 188 A2 describes a reciprocating internal combustion engine having at least one combustion chamber with direct gasoline injection and having a cylinder head with two intake gas exchange valves, two exhaust gas exchange valves and an ignition device arranged between the gas exchange valves, and a gasoline injection valve arranged between the intake gas exchange valves and the exhaust gas exchange valves, wherein the intake valve stem and the exhaust valve stem each span a plane oriented substantially parallel to the longitudinal axis of the internal combustion engine. The longitudinal axis of the gasoline injection valve is oriented parallel to the cylinder axis.

[0006] WO 2007 / 125400 A2 discloses a spark-ignition internal combustion engine in which an ignition device is arranged centrally and an injection device is arranged eccentrically in a roof-shaped combustion chamber cover between two exhaust valves.

[0007] In internal combustion engines of the type mentioned in the introduction, the free installation space available on the intake side in the region of the injection device is sometimes too small to ensure adequate cooling of the injection device.

[0008] The object of the invention is to enable sufficient cooling of the injection device in an internal combustion engine of the type mentioned at the outset in a simple manner.

[0009] According to the invention, this object is achieved in an internal combustion engine of the type mentioned at the outset in that a first intake port and a second intake port of each cylinder in the cylinder head are arranged (guided) separately from at least one lateral flange surface of the cylinder head and the injection device is at least partially surrounded by a cooling chamber which is flow-connected to the second cooling chamber or forms part of the second cooling chamber.

[0010] The fact that the first intake port and the second intake port of each cylinder in the cylinder head are arranged (guided) separately from at least one lateral flange surface of the cylinder head ensures that sufficient installation space can be provided between the intake ports for arranging and cooling the injection device. The cooling chamber surrounding at least the injection device can sufficiently cool the injection device.

[0011] In an embodiment variant of the invention, provision is made for the cooling chamber to be connected to the cooling jacket of the cylinder block adjacent to the cylinder head via at least one connecting duct arranged in the fire protection plate on the upper intake side. This allows the injection device to be cooled directly with coolant from the cylinder block.

[0012] Preferably, at least one first cylinder head screw is arranged between the first intake port and the injection device, and / or at least one second cylinder head screw is arranged between the second intake port and the injection device. Thus, the intake ports are each arranged between two cylinder head screws, wherein the intake ports are arranged around the cylinder head screws in an arc shape adjacent to the intake device. This makes it possible to provide sufficient installation space for the arrangement of cooling ducts and cooling chambers for cooling the injection device.

[0013] In a variant embodiment of the invention, at least two adjacent intake ports of two adjacent cylinders extend from a common flange surface. Advantageously, at least two intake ports of these adjacent cylinders are arranged directly on either side of a transverse engine plane extending between the two adjacent cylinders. Thus, the first intake port and the second intake port of each cylinder are spaced as far apart as possible, wherein the maximum spacing between the two intake ports corresponds approximately to the bore diameter of the cylinder.

[0014] At least one third cylinder head screw can be arranged in at least one transverse engine plane region between two adjacent cylinders, wherein, preferably, the third cylinder head screw is at a shorter distance from the longitudinal engine plane spanned by the cylinder axis than the first cylinder head screw and / or the second cylinder head screw.

[0015] An embodiment variant of the invention provides that the first cooling chamber has at least one first cooling duct arranged between the first air inlet port and the injection device, and at least one second cooling duct arranged between the second air inlet port and the injection device, wherein the first cooling duct and / or the second cooling duct are preferably cast. The first cooling duct and the second cooling duct at least partially surround the injection device and extend from a third web duct, which extends close to the fire protection plate in the area of ​​the air inlet valve seat between the two air inlet ports.

[0016] The intake valve and / or exhaust valve are preferably substantially parallel to the cylinder axis, with a maximum deviation of ±5°.

[0017] Preferably, provision is made for the distance between the orifice of the injection device and the cylinder axis to be 35% to 45% of the cylinder bore diameter. This ensures that the fuel is injected into the intake air flow, preferably a cylindrical intake air flow, in an optimal manner.

[0018] If tumble is generated in at least one of the intake ports, preferably both intake ports, a significant tumble charge motion is initiated in the combustion chamber.

[0019] In order to support the tumble charge movement, it is also advantageous if at least one, preferably asymmetrical, chamfer is machined into the fire plate of the cylinder head on the side of at least one intake valve seat facing the exhaust side.

[0020] In order to start the symmetrical inlet rolling flow Advantageously, the first intake port and the second intake port of at least one cylinder are designed symmetrically with respect to a transverse engine plane containing the cylinder axis. Advantageously, the longitudinal axis of the injection device is arranged in the transverse engine plane containing the cylinder axis.

[0021] In a further embodiment of the invention, provision is made for at least one exhaust port to adjoin the first cooling chamber and the second cooling chamber, wherein the second cooling chamber is at least partially, preferably completely, arranged on a side of the exhaust port facing away from the first cooling chamber.

[0022] Advantageously, in the region of the ignition device, the first cooling chamber is flow-connected to the second cooling chamber via at least one connecting duct arranged on the outlet side and / or on the inlet side, wherein the connecting duct is preferably a cast duct.

[0023] Preferably, provision is made that in the region of the ignition device, the first cooling chamber is flow-connected to the second cooling chamber via at least one connecting line, which is preferably arranged on the exhaust side, wherein the connecting line is preferably a cast line. The coolant preferably enters the second cooling chamber directly from the cylinder block in the region of the injection device and reaches the first cooling chamber near the fire protection plate in the region of the ignition device via at least one connecting line.

[0024] In the context of the present invention, it is further provided that an ignition device sleeve is arranged in the cylinder head for accommodating the ignition device, wherein the ignition device sleeve is preferably of wet design and directly adjoins the first cooling chamber and / or the second cooling chamber.

[0025] Furthermore, for good cooling of the injection device it is advantageous if an injector sleeve is provided in the cylinder head for accommodating the injection device, wherein the injector sleeve is preferably of wet design and directly adjoins the (first) cooling chamber and / or the second cooling chamber.

[0026] The invention is explained in more detail with reference to non-limiting exemplary embodiments shown in the accompanying drawings, in which:

[0027] Figure 1 Along the Figure 5 The sectional view taken along line II in FIG. 1 shows a cylinder head of an internal combustion engine according to the present invention;

[0028] Figure 2 Shown from Figure 1 Detailed view of the cylinder head;

[0029] Figure 3 The intake port of the cylinder head is shown in an isometric core view;

[0030] Figure 4 Based on Figure 6 The sectional view taken along line IV-IV in FIG. 1 shows the cylinder head;

[0031] Figure 5 Along the Figure 4 The sectional view taken along line VV in FIG. 1 shows the cylinder head;

[0032] Figure 6 Based on Figure 2 The sectional view taken along line VI-VI in FIG. 1 shows the cylinder head;

[0033] Figure 7 shows a view of the cylinder head from the combustion chamber side;

[0034] Figure 8 An axonometric view of a piston groove of an internal combustion engine piston is shown;

[0035] Fig. 9 Along the Figure 8 The sectional view taken along line IX-IX in FIG. 1 shows the piston groove;

[0036] Fig.10 Along the Figure 8 The cross-sectional view taken along line XX in FIG. 1 shows the piston groove; and

[0037] Fig.11 Along the Figure 8The sectional view taken along line XI-XI in FIG. 1 shows the piston groove.

[0038] Figures 1 to 7 The cylinder head 1 of the multi-cylinder internal combustion engine shown in the drawing is provided with an intake port arrangement (intake port structure) 30 on the intake side 3 for each cylinder 2, and an exhaust port arrangement (exhaust port structure) 40 on the exhaust side 4. The intake-side longitudinal side wall 13 of the cylinder head 1 extends in the longitudinal direction of the internal combustion engine and is oriented, for example, parallel to the longitudinal engine plane 12. The intake port arrangement 30 for generating tumble flow has a first intake port 31 and a second intake port 32, the first intake port 31 having a first intake valve seat 311 for a first intake valve 312, and the second intake port 32 having a second intake valve seat 321 for a second intake valve 322. The two intake ports 31, 32 extend from the intake side 3 of the cylinder head 1 and are each guided completely separately between a flange surface 33 on the intake side 3 and the intake valve seats 311, 312 ( Figure 2 , Figure 7 ).

[0039] In the cylinder head 1 shown, eight cylinder head screws 15 are assigned to at least one cylinder 2, which can be arranged, for example, in the shape of a regular octagon when viewed in plan and at the same radial distance from the cylinder axis 2a. The cylinder head screws 15 arranged in the region of the transverse engine plane 111 between two adjacent cylinders 2 are assigned to two adjacent cylinders 2.

[0040] At least one first cylinder head screw 151 is arranged between the first intake port 31 and the injection device 7, and at least one second cylinder head screw 152 is arranged between the second intake port 32 and the injection device 7. In the region of the transverse engine plane 111 between two cylinders 2, at least one third cylinder head screw 153 is arranged between two adjacent intake ports 31, 32, each of which belongs to a different cylinder 2. The third cylinder head screw 153 has a smaller distance b to the longitudinal engine plane 12 spanned by the cylinder axis 2a than the first cylinder head screw 151 or the second cylinder head screw 152, the distance of the first or second cylinder head screw to the longitudinal engine plane being indicated by c ( Figure 2 ).

[0041] Therefore, each intake port 31, 32 is arranged (guided) between two cylinder head screws 151, 152, wherein the intake ports 31, 32 are arranged (guided) in an arc shape around the cylinder head screws 151, 152 adjacent to the intake device 7. This makes it possible to provide sufficient installation space for the provision of a cooling duct and a cooling chamber for cooling the injection device 7.

[0042] The intake ports 31, 32 are designed to generate a cylindrical charge movement in the combustion chamber 5. The valve axes of the first intake valve 312 and the second intake valve 322 are indicated by reference numerals 312a, 322a ( Figure 2 , Figure 3 , Figure 7 ).

[0043] In at least one cylinder 2, the first intake port 31 and the second intake port 32 are arranged at a distance from each other that is as large as possible, wherein, for example, the maximum distance A between the two intake ports 31 and 32 corresponds approximately to the bore diameter D of the cylinder 2 ( Figure 2 ).

[0044] The exhaust port arrangement 40 has a first exhaust port 41 with a first exhaust valve seat 411 for a first exhaust valve 412 and a second exhaust port 42 with a second exhaust valve seat 421 for a second exhaust valve 422. For each cylinder 2, the two exhaust ports 41, 42 open into a common main exhaust port 45. The valve axes of the first exhaust valve 412 and the second exhaust valve 422 are indicated with reference numerals 412a, 422a ( Figure 2 , Figure 7 ).

[0045] The ignition device 6 opening into the combustion chamber 5 is arranged centrally in the region of the cylinder axis 2a of the cylinder 2, wherein the ignition device 6 is received by an ignition device sleeve 60 arranged in the cylinder head 1. The eccentricity of the longitudinal axis 6a of the ignition device 6 to the cylinder axis 2a is a maximum of 2-3 mm or a maximum of 2% of the bore diameter D ( Figure 7 ).

[0046] The injection device 7 for injecting fuel directly into the combustion chamber 5 is arranged between the two intake ports 31, 32 at a first distance a from the cylinder axis 2a, wherein the first distance a between the orifice 71 of the injection device 7 and the cylinder axis 2a is approximately 35% to 45% of the bore diameter D of the cylinder 2. The first distance a here is greater than the second distance b measured between the valve axes 312a, 322a of the intake valves 312, 322 and the cylinder axis 2a. In the exemplary embodiment, the injection device 7 is arranged in an injector sleeve 70, which is firmly connected to the cylinder head 1 ( Figure 7 ). Alternatively, the injection device 7 can also be arranged directly in the cylinder head 1 , ie without the injector sleeve 70 .

[0047] The combustion chamber cover 14 of the cylinder head 1 formed by the combustion plate 10 is substantially flat, in particular planar, and orthogonal to the cylinder axis 2a, i.e. not "roof-shaped". The valve axes 312a, 322a of the inlet valves 312, 322 and the valve axes 412a, 422a of the exhaust valves 412, 422 are inclined at most 5° relative to the cylinder axis 2a and are preferably parallel to the cylinder axis 2a. The longitudinal axis 7a of the injection device 7 is inclined at a first angle α of 45° relative to the cylinder axis 2a.

[0048] The liquid-cooled cylinder head 1 has a cooling chamber arrangement 8 which is particularly designed for a top-down cooling concept, and which has a first cooling chamber 81 and a second cooling chamber 82, wherein the second cooling chamber 82 is arranged above the first cooling chamber 81, away from the fireproof plate. An intermediate plate 16 of the cylinder head is formed between the first cooling chamber 81 and the second cooling chamber 82, separating the two cooling chambers 81 and 82 from each other. The first cooling chamber 81 is arranged below the exhaust ports 41, 42, adjacent to the fireproof plate 10, i.e., between the exhaust ports 41, 42 and the fireproof plate 10. The first cooling chamber 81 has an inner annular duct 811 formed circumferentially around the ignition device 6, the inner annular duct being located between the ignition device 6 and the intake ports 31, 32 and the exhaust ports 41, 42, and also has an outer annular duct 812 ( Figure 4 ). In the top-down cooling concept, the coolant first flows through the second cooling chamber 82 which is farther away from the fire protection plate, and then flows through the first cooling chamber 81 which is closer to the fire protection plate.

[0049] On the exhaust side 4, the inner annular duct 811 is flow-connected to the outer annular duct 812 via a cast first web duct 813, which is arranged between the exhaust valve seats 411, 421 of the exhaust valves 412, 422 in the region of the transverse engine plane 11 extending through the cylinder axis 2a. Furthermore, in the region of the longitudinal engine plane 12 containing the cylinder axis 2a, the inner annular duct 811 is flow-connected to the outer annular duct 812 via a cast second web duct 814, wherein the second web duct 814 is each arranged between the exhaust valve seats 411, 421 and the intake valve seats 311, 321. Furthermore, a third web duct 815 is arranged between the intake valve seats 311, 321 in the region of the transverse engine plane 11, which duct is divided into a first cooling duct 816 and a second cooling duct 817 and connects the inner annular duct 811 to the outer annular duct 812 via these cooling ducts 816, 817. Cooling ducts 816 and 817 surround the injection device 7 on both sides of the transverse engine plane 11 and serve in particular to cool the region of the orifice 71 of the injection device 7 .

[0050] The third web duct 815 and the cooling ducts 816, 817 are produced by casting and extend substantially radially relative to the cylinder axis 2a in a plane orthogonal to the cylinder axis 2a, wherein the first cooling duct 816 is arranged between the first intake port 31 and the injection device 7, and the second cooling duct 817 is arranged between the second intake port 32 and the injection device 7. The cooling ducts 816, 817 each extend substantially centrally between the intake ports 31, 32 and the injection device 7, and are therefore substantially equidistant from the intake ports 31, 32 and the injection device 7 ( Figure 4 ).

[0051] Seen in plan view, the first cooling duct 816 and the second cooling duct 817 span an angle β between about 20° and 45°, preferably about 30°±5°. The first cooling duct 816 and the second cooling duct 817 are arranged symmetrically about a transverse engine plane 11 containing the cylinder axis 2a and the longitudinal axis 7a of the injection device 7 ( Figure 4 ).

[0052] The second cooling chamber 82 is arranged above the exhaust ports 41, 42, i.e. on the side of the exhaust ports 41, 42 facing away from the first cooling chamber 81, which is connected to the inner annular duct 811 of the first cooling chamber 81 via a cast connecting duct 83 in the region of the ignition device 6. The main cooling water transfer between the upper second cooling chamber 82 and the lower first cooling chamber 81 is carried out via the connecting duct 83, which is arranged, for example, on the exhaust side 4. Figure 6 As can be seen in the figure, the ignition device sleeve 60 is directly adjacent to the first cooling chamber 81, the connecting pipe 83 and the second cooling chamber 82. The connecting pipe 83 forms the main cooling water transmission between the second cooling chamber 82 and the first cooling chamber 81. Figure 5 and Figure 6 As shown by the arrow P in the figure, the cooling water flows from the second cooling chamber 82 into the inner annular pipe 811 of the first cooling chamber 81 via the connecting pipe 83, and flows from the inner annular pipe 811 into the outer annular pipe 812 of the first cooling chamber 81 via the first web pipe 813, the second web pipe 814 and the third web pipe 815 on the intake side in the longitudinal engine plane 12 through the cooling pipes 816 and 817 on both sides of the injection device 7.

[0053] Alternatively, a coolant supply directly from the cylinder block, not further shown, connected to the cylinder head 1 can also be used for cooling the injection device 7. Figure 6 As shown by the arrow S in FIG. 1 , the coolant enters the cooling chamber 85 at least partially surrounding the injector sleeve from the cooling jacket of the cylinder block through the connecting pipe 84 arranged on the intake side 3 in the fireproof plate, and passes through Figure 6At least one overflow channel not shown in the figure reaches the second ejector. Then, the second cooling chamber 82 and the first cooling chamber 81 flow through using the top-down cooling method already described above, and the ejection device 7 is cooled via the cooling pipes 816, 817 branching from the third web pipe.

[0054] The cylinder head 1 is particularly suitable for combustion processes using hydrogen, ethanol or methane as fuel.

[0055] The arrangement and orientation of the ignition device 6 and the injection device 7, as well as the "vertical" arrangement of the intake valves 312, 322 and the exhaust valves 412, 422, i.e., parallel to the cylinder axis 2a, enable a tumble combustion process. The generation of the tumble charge movement is supported by a suitable geometry of the intake port arrangement 30 and an asymmetrical machining of the intake valve seats 311, 321, wherein on the side of each intake valve seat 311, 321 facing the exhaust side 4, an asymmetrical or one-sided chamfer 311a, 321a is machined in the fireproof plate 10 of the cylinder head 1 (see Figure 7 ) to guide the flow from the intake side 3 to the exhaust side 4. Figure 2 and Figure 3 As shown, the intake ports 31 , 32 are formed in an arcuate shape and / or inclined relative to the cylinder axis 2 a so that a tumble charge movement toward an ignition position of the ignition device 6 is generated in the combustion chamber 5 .

[0056] The tumble charge movement in the combustion chamber 5 is additionally supported by the piston 9 having a piston recess 90 which has a so-called “pentagonal roof shape”. Figures 8 to 11 The piston groove 90 shown in the figure causes the tumble flow to decay in time and to be transformed into turbulence before reaching the ignition position of the ignition device 6. This forms an optimal turbulence field around the centrally arranged ignition device 6.

Claims

1. An internal combustion engine with a top-down cooling concept, in particular with a plurality of cylinders (2), the internal combustion engine having a liquid-cooled cylinder head (1), the cylinder head having a first cooling chamber (81) adjacent to a fire protection plate (10), and having a second cooling chamber (82), the second cooling chamber being separated from the first cooling chamber (81) by an intermediate plate and being significantly further away from the fire protection plate (10) than the first cooling chamber (81), wherein: The first cooling chamber (81) and the second cooling chamber (82) are flow-connected to each other in the region of the ignition device (6), the internal combustion engine having an intake port arrangement (30) on the intake side (3) of the cylinder head (1) and an exhaust port arrangement (40) on the exhaust side (4), each cylinder of the internal combustion engine having two intake valves (312, 322), two exhaust valves (412, 422), an ignition device (6) opening centrally into the combustion chamber (5) and an injection device (7) opening laterally into the combustion chamber (5), the injection device being arranged at The intake port arrangement (30) is arranged between a first intake port (31) and a second intake port (32), characterized in that the first intake port (31) and the second intake port (32) of each cylinder (2) in the cylinder head (1) are guided separately from at least one lateral flange surface (33) of the cylinder head (1), and the injection device (7) is at least partially surrounded by a cooling chamber (85), which is flow-connected to the second cooling chamber (82) or is formed as a part of the second cooling chamber (82).

2. The internal combustion engine according to claim 1, characterized in that The cooling chamber (85) is connected to a cooling jacket of a cylinder block adjacent to the cylinder head (1) via at least one connecting duct (84) arranged in a fire protection plate (10) on the intake side (3).

3. The internal combustion engine according to claim 1 or 2, characterized in that At least one first cylinder head screw (151) is disposed between the first intake port (31) and the injection device (7).

4. Internal combustion engine according to one of claims 1 to 3, characterized in that At least one second cylinder head screw (152) is disposed between the second intake port (32) and the injection device (7).

5. Internal combustion engine according to one of claims 1 to 4, characterized in that At least two adjacent intake ports (31, 32) of two adjacent cylinders (2) extend from a common flange surface (33).

6. Internal combustion engine according to one of claims 1 to 5, characterized in that At least two adjacent intake ports (31, 32) of adjacent cylinders (2) are arranged directly on either side of a transverse engine plane (11) extending between the two adjacent cylinders (2).

7. Internal combustion engine according to one of claims 1 to 6, characterized in that In at least one cylinder (2), the first intake port (31) and the second intake port (32) are spaced as far apart as possible, wherein the maximum distance (A) between the two intake ports (31, 32) preferably corresponds approximately to the bore diameter (D) of the cylinder (2).

8. Internal combustion engine according to one of claims 1 to 7, characterized in that At least one third cylinder head screw is arranged in the area of ​​at least one transverse engine plane (11) between two adjacent cylinders (2), wherein the third cylinder head screw (153) is preferably at a shorter distance (b) from a longitudinal engine plane (12) spanned by the cylinder axis (2a) than the first cylinder head screw (151) and / or the second cylinder head screw (152).

9. Internal combustion engine according to one of claims 1 to 8, characterized in that The first cooling chamber (81) has at least one first cooling duct (816) arranged between the first air intake port (31) and the injection device (7) and at least one second cooling duct (817) arranged between the second air intake port (32) and the injection device (7), wherein the first cooling duct (816) and / or the second cooling duct (817) are preferably cast and at least partially surround the injection device (7).

10. Internal combustion engine according to one of claims 1 to 9, characterized in that The intake valve (312, 322) and / or the exhaust valve (412, 422) are arranged parallel to the cylinder axis (2a) with a maximum deviation of ±5°.

11. Internal combustion engine according to one of claims 1 to 10, characterized in that The injection device (7) opens into the combustion chamber (5) at an angle (α) of approximately 45°±15° to the cylinder axis (2a).

12. Internal combustion engine according to one of claims 1 to 11, characterized in that The distance (a) between the orifice (71) of the injection device (7) and the cylinder axis (2a) is 35% to 45% of the bore diameter (D) of the cylinder (2).

13. Internal combustion engine according to one of claims 1 to 12, characterized in that At least one of the inlet ports (31, 32), preferably both inlet ports (31, 32) are designed to generate a tumble flow.

14. An internal combustion engine according to claims 1 to 13, characterized in that At least one, preferably asymmetrical, chamfer (311a, 321a) is machined into the fire protection plate (10) of the cylinder head (1) on the side of at least one intake valve seat (311, 321) facing the exhaust side (4).

15. Internal combustion engine according to one of claims 1 to 14, characterized in that The first intake port (31) and the second intake port (32) of at least one cylinder (2) are designed symmetrically with respect to at least one transverse engine plane (11, 111).

16. Internal combustion engine according to one of claims 1 to 15, characterized in that The longitudinal axis (7a) of the injection device (7) is arranged in a transverse engine plane (11) containing the cylinder axis (2a).

17. Internal combustion engine according to one of claims 1 to 16, characterized in that At least one exhaust port (41, 42) is adjacent to the first cooling chamber (81) and the second cooling chamber (82), wherein the second cooling chamber (82) is at least partially, preferably completely, arranged on a side of the exhaust port (41, 42) facing away from the first cooling chamber (81).

18. Internal combustion engine according to one of claims 1 to 17, characterized in that A first cooling chamber (81) in the region of the ignition device (6) is flow-connected to the second cooling chamber (82) via at least one connecting pipe (83), the connecting pipe (83) being preferably arranged on the exhaust side (4) and / or on the intake side (3), wherein the connecting pipe (83) is preferably a cast pipe.

19. Internal combustion engine according to one of claims 1 to 18, characterized in that An ignition device sleeve (60) is arranged on the cylinder head (1) to accommodate the ignition device (6), wherein the ignition device sleeve (60) is preferably of wet design and directly adjacent to the first cooling chamber (81) and / or the second cooling chamber (82).

20. Internal combustion engine according to one of claims 1 to 19, characterized in that An injector sleeve (70) is arranged in the cylinder head (1) for receiving the injection device (7), the injector sleeve (70) preferably being of wet design and directly adjoining the cooling chamber (85) and / or the second cooling chamber (82).

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