Engine cylinder head with temperature-reducing pressure sensor bore

Abstract

In one case, an engine cylinder head (100) comprises: an inlet port (150); an outlet port (160); a coolant port (140) with a first outer surface comprising a first section (128) and a second section (129), wherein the first section (128) is common with the inlet port (150) and the second section (129) with the outlet port (160); a lubricant port (130); and a bore (120) for an internal cylinder pressure sensor (ICPS), which is defined at least partially by at least one wall having at least one second outer surface comprising a third section and a fourth section, wherein the third section is common with the coolant port (140) and the fourth section is common with the lubricant port (130).

Description

Technical field

[0001] The present disclosure relates generally to engine cylinder heads and in particular to an engine cylinder head with a temperature-reducing pressure sensor bore. background

[0002] Engines, such as internal combustion engines (ICEs), generate torque that can be used to drive a machine by converting the pressure produced by combustion in one or more engine cylinders into the rotation of a drive shaft. To operate efficiently, some engines measure the pressure in the engine cylinders to more precisely control one or more engine components, for example, using a control unit that coordinates the engine's operation. Therefore, it is desirable for the engine to include one or more pressure sensors capable of measuring the pressure in the engine cylinders, such as an internal cylinder pressure sensor (ICPS). However, placing a pressure sensor close enough to an engine cylinder to measure the cylinder pressure can expose the sensor to the heat generated by combustion within the cylinder, potentially damaging or otherwise rendering it ineffective.Therefore, preventing the pressure sensor from overheating due to the heat generated in the engine cylinders is advantageous for the efficient operation of the engine.

[0003] A cylinder pressure sensor capable of eliminating the influence of temperature on the cylinder pressure sensor readings and / or outputs is described in U.S. Publication No. 2017 / 0146415 (the “415 Publication”). For example, the cylinder pressure sensor described in the 415 Publication may include a heating element and / or a thermal insulation element configured to heat the cylinder pressure sensor to a predetermined temperature higher than the temperature the cylinder pressure sensor would reach if exposed to the heat of combustion within an engine cylinder, and to maintain the cylinder pressure sensor at the elevated predetermined temperature so that the cylinder pressure sensor readings and / or outputs are not affected by the heat of combustion.However, publication '415 does not describe an engine cylinder head with a pressure sensor bore configured to reduce the temperature of a pressure sensor located therein.

[0004] The methods and systems of this disclosure can solve one or more of the problems mentioned above and / or other problems in this field. However, the scope of the protection afforded by this disclosure is defined by the accompanying claims and not by the ability to solve a specific problem. Summary

[0005] In one embodiment, an engine cylinder head may comprise: an inlet port; an outlet port; a coolant port with a first outer surface comprising a first section and a second section, wherein the first section is common to the inlet port and the second section is common to the outlet port; a lubricant port; and a bore for an internal cylinder pressure sensor (ICPS), which is at least partially defined by at least one wall comprising at least one second outer surface comprising a third section and a fourth section, wherein the third section is common to the coolant port and the fourth section is common to the lubricant port.

[0006] In a further embodiment, an engine cylinder head may comprise: a central longitudinal axis, a central transverse axis, and a central normal axis orthogonal to the central longitudinal axis and the central transverse axis, wherein the central longitudinal axis and the central normal axis define a first plane with a first side and a second side, and wherein the central transverse axis and the central normal axis define a second plane with a third side and a fourth side; an inlet port located on the first side of the first plane; an exhaust port located on the second side of the first plane; an inlet manifold located on the third side of the second plane; and a bore for an internal cylinder pressure sensor (ICPS) located within the engine cylinder head on the first side of the first plane and on the fourth side of the second plane.

[0007] In a further embodiment, an engine cylinder head system may comprise: an engine cylinder head comprising: an intake port; an exhaust port; a coolant port with a first outer surface comprising a first section and a second section, wherein the first section is shared with the intake port and the second section is shared with the exhaust port; a lubricant port;and a bore for an internal cylinder pressure sensor (ICPS) comprising a first section with a first diameter and defined at least partially by a first wall with a second outer surface, wherein the first wall shares a third section of the second outer surface with the coolant channel, and a second segment with a second diameter smaller than the first diameter and defined at least partially by a second wall with a third outer surface, wherein the second wall shares a fourth section of the third outer surface with the lubricant channel; and an ICPS arranged within the ICPS bore. Brief description of the drawings

[0008] The accompanying drawings, which form part of this description, illustrate various exemplary embodiments and, together with the description, serve to explain the principles of the disclosed embodiments. Fig. Figure 1 shows a schematic and cutaway view of an engine cylinder head and an engine cylinder; Fig. Figure 2 shows a perspective view of an engine cylinder head with a temperature-reducing pressure sensor bore; Fig. Figure 3 shows a sectional view of an engine cylinder head with a temperature-reducing pressure sensor bore; and Fig. 4A and Fig. Figure 4B shows sectional views of an engine cylinder head with a temperature-reducing pressure sensor bore. Detailed description

[0009] Both the preceding general description and the following detailed description serve only for illustration and explanation and do not limit the claimed features. As used herein, the terms "comprises," "comprising," "with," "including," or other variations thereof are intended to denote non-exclusive inclusion, such that a process, method, article, or device comprising a list of elements may include not only those elements but also other elements not expressly listed or inherent in such process, method, article, or device. Furthermore, relative terms such as "about," "essentially," "generally," and "approximately" are used in this disclosure to indicate a possible deviation of ±10% of the stated value.

[0010] Fig. Figure 1 shows a schematic sectional view of an engine cylinder head 100 and an engine cylinder 180 of an engine 10. As in Fig. As shown in Figure 1, the engine cylinder head 100 can be configured to form part (e.g., the top) of a combustion chamber 181. For example, the top of the combustion chamber 181 can be defined by a bottom surface 103 of the engine cylinder head 100, the sides of the combustion chamber 181 can be defined by an inner surface 182 of the engine cylinder 180, and the bottom of the combustion chamber 181 can be defined by the top of a piston 183 located within the engine cylinder 180. The engine cylinder head 100 can be configured to be integrated into a cylinder block together with a variety of other similar engine cylinder heads.

[0011] The engine cylinder head 100 can include one or more intake ports 150 and one or more exhaust ports 160, which are open to the underside 103 of the engine cylinder head 100. The one or more intake ports 150 can be configured to accommodate one or more intake valves 151, which function to allow or prevent a fluid connection between the one or more intake ports 150 and the combustion chamber 181. Similarly, the one or more exhaust ports 160 can be configured to accommodate one or more exhaust valves 161, which function to allow or prevent a fluid connection between the one or more exhaust ports 160 and the combustion chamber 181. The engine cylinder head 100 can also include an intake manifold 170 ( Fig. 4A and Fig. 4B) which is configured to allow air to enter the one or more intake ports 150. In addition to the one or more intake ports 150, the one or more exhaust ports 160, and / or the intake manifold 170, the engine cylinder head 100 may also have one or more openings or bores configured to accommodate one or more electronically controlled engine components and sensors, such as a fuel injector, a spark plug, an ion sensor, and / or an internal cylinder pressure sensor (ICPS) 190. As described in more detail below, the engine cylinder head 100 may, for example, have an ICPS bore 120 configured to accommodate an ICPS 190. The ICPS 190, also referred to as a "cylinder pressure transducer," may be an electronic sensor that detects and / or outputs a signal corresponding to the pressure in a combustion chamber 181.The ICPS 190 can be a piezoelectric sensor that generates a voltage change in response to a force change, e.g., pressure, applied to a probe of the ICPS 190. A voltage change generated by the ICPS 190, which is located in a combustion chamber 181, can therefore be used to determine a corresponding pressure change in the combustion chamber 181. However, the ICPS 190 can also include any other suitable sensor type, for example, a strain gauge. An engine cylinder head system can include an engine cylinder head 100 and an ICPS 190 located in an ICPS bore 120 of the engine cylinder head 100.

[0012] With reference to Fig. 2. The engine cylinder head 100 can define a central longitudinal axis 102 and a central transverse axis 104, which is perpendicular to the central longitudinal axis 102. Both the central longitudinal axis 102 and the central transverse axis 104 can bisect a central bore 105 (e.g., for receiving a fuel injector). The central bore 105 can be centered about a central normal axis 106, which is orthogonal to both the central longitudinal axis 102 and the central transverse axis 104. The central normal axis 106 and the central longitudinal axis 102 can define a first plane 112, which divides the engine cylinder head 100 into two substantially equal halves. The central normal axis 106 and the central transverse axis 104 can define a second plane 114, which is orthogonal to the first plane 112.

[0013] With reference to Fig. 3. The engine cylinder head 100 can have a substantially flat top surface 101 (e.g., for receiving a valve cover) that defines a third level 111. The engine cylinder head 100 can also have a substantially flat bottom surface 103 (e.g., for connecting to an engine block) that defines a fourth level 113, which is parallel to the third level 111. Both the third level 111 and the fourth level 113 can be orthogonal to the first level 112 and the second level 114. The ICPS bore 120 can be formed or arranged within the engine cylinder head 100 at an angle relative to the first level 112, the second level 114, the third level 111, and the fourth level 113. As in Fig. As shown in Figure 3, the ICPS bore 120 can be defined by the inner surface(s) of one or more walls within the engine cylinder head 100. In some aspects, the position and orientation of the ICPS bore 120 can reduce the amount of heat to which the ICPS 190, located within the ICPS bore 120, is exposed during engine 10 operation. This reduction in heat can be achieved by positioning the ICPS 190 away from one or more passages configured to receive a relatively hot gas, and / or by positioning the ICPS 190 at a location adjacent to one or more channels configured to receive a relatively cool liquid medium (e.g., engine oil and / or engine coolant).

[0014] For example, in some cases, such as in Fig. Figure 3 shows that the ICPS borehole 120 defines a longitudinal axis extending along a direction 121 that runs at acute or obtuse angles to one or both of the third plane 111 and the fourth plane 113. In the Fig. In the example shown, direction 121 extends from the third plane 111 towards the fourth plane 113 and intersects the third plane 111 at a point 123 and the fourth plane 113 at a point 125. In this example, direction 121 forms an acute angle α with both plane 111 and plane 113. Thus, the ICPS borehole 120 can be positioned as shown in Fig. 3, extending upwards and away from a combustion chamber 181, which is partially formed by the engine cylinder head 100. Additionally or alternatively, the ICPS bore 120, as shown in Fig. 3 shown, arranged along a direction 121 that runs perpendicular to the first plane 112. In the Fig. In the example shown, direction 121 intersects the first plane 112 at a point 127.

[0015] The ICPS bore 120 can also be arranged within the engine cylinder head 100 such that only a lowermost tip of the ICPS bore 120 or a lowermost tip of the ICPS 190 arranged within the ICPS bore 120 is exposed to a combustion chamber 181 that is partially formed by the engine cylinder head 100 (as described above), e.g., the lowermost tip of the ICPS bore 120 can be located at point 125. In this way, the ICPS bore 120 can extend not only upwards and away from a combustion chamber 181 that is partially formed by the engine cylinder head 100, but also away from an exhaust port 160, which is generally hotter than the intake port 150 during the operation of an engine that includes the engine cylinder head 100.During operation of the engine 10, the exhaust port 160 is generally hotter than the intake port 150, because relatively cool air is directed through the intake manifold 170 into the intake port 150 and relatively hot exhaust gases from the combustion chamber are expelled through the exhaust port 160.

[0016] With reference to the Fig. 4A and Fig. 4B shows Fig. 4A a cross-sectional view of the engine cylinder head 100 along a fifth plane that lies between the third plane 111 and the fourth plane 113 and is parallel to them, such that Fig. Figure 4A shows a cross-sectional view of the first segment 122 of the ICPS borehole 120. Fig. Figure 4B shows a cross-sectional view of the engine cylinder head 100 along a sixth plane, which lies between the third plane 111 and the fourth plane 113 and closer to the fourth plane than to the fifth plane, such that Fig. Figure 4B shows a cross-sectional view of the second segment 124 of ICPS borehole 120.

[0017] In some cases, such as in the Fig. 4A and Fig. As shown in Figure 4B, the first level 112 can divide the engine cylinder head 100 into a first side, on which an intake port 150 is located, and a second side, on which an exhaust port 160 is located. In this example, the ICPS bore 120 can be located on the first side of the first level 112, which, due to a temperature difference between the intake port 150 and the exhaust port 160, as described above, may be cooler than the second side of the first level 112.

[0018] Additionally or alternatively, in some cases, such as in the Fig. 4A and Fig. As shown in Figure 4B, the second level 114 divides the engine cylinder head 100 into a third side, on which the intake manifold 170 is located, and a fourth side, on which the lubrication channel 130 is located. In this example, the ICPS bore 120 can be located on the fourth side of the second level 114, which, due to its closer location to the lubrication channel 130 and / or its greater distance from the exhaust port 160, may be cooler than the third side of the second level 114.

[0019] Thus, as in the Fig. 4A and Fig. As shown in Figure 4B, in some cases the ICPS bore 120 may be located within a quadrant defined by the first side of the first level 112 and the fourth side of the second level 114, which is furthest from the exhaust duct 160 and closest to the lubrication duct 130, thereby reducing the amount of heat to which the ICPS 190 located within the ICPS bore 120 is exposed during the operation of an engine containing the engine cylinder head 100, more than any other quadrant defined by the first level 112 and the second level 114.

[0020] With reference to the Fig. 4A and Fig. 4B The engine cylinder head 100 can include a lubrication channel 130 and a coolant channel 140. The Fig. 4A and Fig. Figure 4B shows a cross-sectional view of the engine cylinder head 100. As shown in the Fig. 4A and Fig. As shown in Figure 4B, the lubricant channel 130 can be in fluid communication with a lubrication system (not shown) of an engine into which the engine cylinder head 100 is installed, so that a lubricant, e.g., engine oil, can be drawn through the engine cylinder head 100. The lubrication system can include a lubricant tank, a lubricant pump, and a network of lubricant channels configured to supply lubricant to various engine components. A lubricant can be drawn through the engine cylinder head 100, for example, via the lubricant channel 130, to lubricate various components of the engine cylinder head 100 or various engine components located within the engine cylinder head 100. In addition to lubrication, the lubricant can also be used to clean and / or cool components contained in or arranged within the engine cylinder head 100.

[0021] The coolant channel 140 can be in fluid communication with a cooling system (not shown) of an engine into which the engine cylinder head 100 is installed, so that a coolant, e.g., antifreeze, can be drawn through the engine cylinder head 100. The cooling system can include a coolant tank, a coolant pump, and a network of coolant channels configured to supply coolant to various components of an engine. Coolant can be drawn through the engine cylinder head 100 to cool various components of the engine cylinder head 100 or various engine components located within the engine cylinder head 100. Both the lubrication channel 130 and the coolant channel 140 can be configured to lower the temperature within the engine cylinder head 100 during operation of an engine into which the engine cylinder head 100 is installed. As shown in the Fig. 4A and Fig. As shown in 4B, the coolant channel 140 can share a first section 142 of its outer surface with the inlet channel 150 and a second section 144 of its outer surface with the outlet channel 160.

[0022] With reference to the Fig. 3, Fig. 4A and Fig. 4B A wall that at least partially defines the ICPS bore 120 can share various sections of its outer surface with the lubricant channel 130 or the coolant channel 140. As mentioned above, either the lubricant channel 130 or the coolant channel 140, or both, can be used to reduce the temperature inside the engine cylinder head 100 during the operation of an engine 10 that includes the engine cylinder head 100. Accordingly, by arranging a wall that at least partially defines the ICPS bore 120 so that it is in contact with one or both of the lubricant channel 130 and the coolant channel 140 (for example, by sharing one or more sections of their outer surface), the amount of heat to which the ICPS 190 arranged in the ICPS bore 120 is exposed during the operation of the engine 10 can be reduced. For example, as shown in the Fig. 3 and Fig. As shown in Figure 4A, a first wall 107, which at least partially defines the ICPS bore 120, shares a first section 128 of its outer surface with the lubricant channel 130. Additionally or alternatively, as shown in the Fig. 3 and Fig. 4B shows a second wall 109, which at least partially defines the ICPS bore 120, sharing a second section 129 of its outer surface with the coolant channel 140.

[0023] Furthermore, with reference to the Fig. 3, Fig. 4A and Fig. 4B The ICPS bore 120 can comprise different segments, and the different segments of the ICPS bore 120 can be defined by different walls that are in contact with different combinations of the lubricant channel 130 and the coolant channel 140. For example, the ICPS bore 120, as in the Fig. 3, Fig. 4A and Fig. As shown in Figure 4B, the ICPS bore 120 may comprise a first segment 122, defined at least partially by the first wall 107, which encompasses the first section 128 of its outer surface, shared with the lubricant channel 130 as described above. The ICPS bore 120 may comprise a second segment 124, defined at least partially by the second wall 109, which encompasses the second section 129 of its outer surface, shared with the coolant channel 140. However, the ICPS bore 120 may comprise any number of segments defined by any number of walls in contact with any combination of the lubricant channel 130 and the coolant channel 140.For example, the first segment 122 may be defined at least partially by a wall that is in contact only with the lubricant channel 130, while the second segment 124 may be defined at least partially by a wall that is in contact with both the lubricant channel 130 and the coolant channel 140.

[0024] The various segments of the ICPS 120 borehole can have similar or different diameters. For example, as shown in the Fig. 4A and Fig. As shown in Figure 4B, the first segment 122 and the second segment 124 have different diameters, i.e., the diameter of the first segment 122 can be larger than the diameter of the second segment 124. Or, for example, as in Fig. Figure 3 shows that the ICPS borehole 120 comprises a first segment 122, a second segment 124 and a third segment 126 with progressively smaller diameters (e.g. three different segments with three different diameters). Industrial applicability

[0025] The devices and systems disclosed herein can be used in any machine that uses a 100-size engine cylinder head.

[0026] In particular, the devices and systems disclosed herein can be advantageously used in any machine where it is desirable to measure the pressure inside a combustion chamber of an engine of the machine.

[0027] Referring to Fig.1. As mentioned above, the engine cylinder head 100 can be configured to form part of a combustion chamber 181. During an exemplary operation of an engine 10 comprising the engine cylinder head 100 (e.g., an engine operating according to a typical four-stroke engine cycle), an intake valve 151 can allow air supplied by the intake manifold 170 to enter the combustion chamber 181 through an intake port 150 as the piston 183 moves away from the bottom 103 of the engine cylinder head 100, e.g., during an intake stroke. The air in the combustion chamber 181 can then be compressed as the piston 183 moves toward the bottom 103 of the engine cylinder head 100, e.g., during a compression stroke.An air-fuel mixture within the combustion chamber 181 can then be ignited to produce combustion, which increases both the pressure and temperature within the combustion chamber 181 and drives the piston 183 away from the bottom 103 of the engine cylinder head 100, for example during a power stroke. An exhaust valve 161 can then allow the exhaust gases within the combustion chamber 181 to escape through an exhaust port 160 when the piston 183 moves back towards the bottom 103 of the engine cylinder head 100, for example during an exhaust stroke.

[0028] Throughout the operation of the engine 10, an ICPS 190, located within the engine cylinder head 100, for example within the ICPS bore 120, can be configured to detect and output a signal corresponding to the pressure within the combustion chamber 181. For example, the ICPS 190 can be configured to detect and output a signal corresponding to the highest pressure reached in the combustion chamber 181 during the compression stroke or the power stroke, or to detect and output any pressure deviations observed in the combustion chamber 181 during the intake stroke or the exhaust stroke (e.g., pressures higher than an expected pressure). The pressure data generated by the ICPS 190 can be transmitted to a controller, such as an electronic control module (not shown), which coordinates the operation of the engine 10 in order to optimize its operation.

[0029] As mentioned above, in general, at least part of the ICPS 190 can be located in the immediate vicinity of the combustion chamber 181 to detect the pressure in that chamber. However, under certain circumstances, a combustion chamber 181 can generate an amount of heat that can impair or even damage the operation of the ICPS 190. As described in more detail above and below, various features of the ICPS bore 120 can serve to reduce the amount of heat to which the ICPS 190, located in the engine cylinder head 100, is exposed during the operation of the engine 10.

[0030] For example, by arranging the ICPS bore 120 of the engine cylinder head 100 on a side or within a quadrant that is away from the exhaust port 160 of the engine cylinder head 100 (as described above), the ICPS bore 120 can reduce the amount of heat to which the ICPS 190 arranged in the ICPS bore 120 is exposed during the operation of the engine 10 due to the temperature difference between the exhaust port 160 and the intake port 150.By arranging the ICPS bore 120 of the engine cylinder head 100 along a direction 121 that runs transversely to the first plane 112 defined by the central normal axis 106 and the central longitudinal axis 102, and / or transversely to the second plane 114 defined by the central normal axis 106 and the central transverse axis 104 (as described above), the ICPS bore 120 can reduce the amount of heat to which the ICPS 190 located inside the ICPS bore 120 is exposed during operation of the engine 10 by extending the ICPS 190 upwards and away from a combustion chamber partially formed by the engine cylinder head 100.By arranging the ICPS bore 120 inside the engine cylinder head 100 such that a section of an outer surface of the ICPS bore 120 is in contact with the lubricant channel 130 and / or the coolant channel 140 (as described above), the ICPS bore 120 can reduce the amount of heat to which the ICPS 190 arranged in the ICPS bore 120 is exposed during operation of the engine 10 by cooling the ICPS 190 through a lubricant and / or coolant that is absorbed by and through the engine cylinder head 100.

[0031] Those skilled in the art will recognize that various modifications and variations can be made to the disclosed devices and systems without departing from the scope of the disclosure. Other embodiments of the devices and systems will be apparent to those skilled in the art from considering the description and practice of the devices and systems disclosed herein. The specifications and examples are to be regarded merely as examples, the actual scope of the disclosure being defined by the following claims and their equivalents. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2017 / 0146415

[0003]

Claims

[1] Engine cylinder head (100), comprising: an inlet channel (150); an outlet channel (160); a coolant channel (140) with a first outer surface comprising a first section (128) and a second section (129), wherein the first section (128) is shared with the inlet channel (150) and the second section (129) is shared with the outlet channel (160); a lubricant channel (130); and a bore (120) for an internal cylinder pressure sensor (ICPS) which is defined at least partially by at least one wall with at least one second outer surface comprising a third section and a fourth section, wherein the third section is used jointly with the coolant channel (140) and the fourth section is used jointly with the lubricant channel (130). [2] Engine cylinder head (100) according to claim 1, wherein: the ICPS bore (120) comprises a first segment (122) with a first diameter and a second segment (124) with a second diameter that is smaller than the first diameter; the first segment (122) comprises the third section of at least one second outer surface; and the second segment (124) comprises the fourth section of at least one second outer surface. [3] Engine cylinder head (100) according to one of the preceding claims, wherein the ICPS bore (120) comprises three different segments with three different diameters. [4] Engine cylinder head (100) according to any one of the preceding claims, further comprising: an essentially flat top surface (101); and a substantially flat underside (103), wherein the ICPS bore (120) is arranged within the engine cylinder head (100) along a direction (121) which is perpendicular to a first plane (111) defined by the top (101) and a second plane (113) defined by the bottom (103) at an acute or obtuse angle. [5] Engine cylinder head (100) according to any one of the preceding claims, further comprising: a central longitudinal axis (102); a central transverse axis (104); and a central normal axis (106) which runs orthogonally to the central longitudinal axis (102) and to the central transverse axis (104), wherein the ICPS bore (120) is arranged within the engine cylinder head (100) along a direction (121) which is transverse to a plane (112) defined by the central longitudinal axis and the central normal axis (106). [6] Engine cylinder head (100) according to any one of the preceding claims, further comprising: a central longitudinal axis (102), a central transverse axis (104) and a central normal axis (106) that runs orthogonally to the central longitudinal axis (102) and to the central transverse axis (104); and a substantially flat top surface (101) and a substantially flat bottom surface (103), wherein the ICPS bore (120) is arranged within the engine cylinder head (100) along a direction (121) that is transverse to a first plane (112) defined by the central longitudinal axis and the central normal axis (106), and transverse to a second plane (111) defined by the top (101), and a third plane (113) defined by the bottom (103)) at acute or obtuse angles. [7] Engine cylinder head (100) according to any one of the preceding claims, further comprising: a central longitudinal axis (102); a central transverse axis (104); and a central normal axis (106) which runs orthogonally to the central longitudinal axis (102) and to the central transverse axis (104), wherein the inlet channel (150) is arranged on a first side of a plane (112) defined by the central longitudinal axis (102) and the central normal axis (106), wherein the outlet channel (160) is arranged on a second side of the plane (112), and wherein the ICPS bore (120) is located inside the engine cylinder head (100) on the first side of the plane (112). [8] Engine cylinder head (100) according to any one of the preceding claims, further comprising: a central longitudinal axis (102); a central transverse axis (104); a central normal axis (106) that runs orthogonally to the central longitudinal axis (102) and to the central transverse axis (104); and an intake manifold (170) arranged on a first side of a plane (114) defined by the central transverse axis (104) and the central normal axis (106), wherein the ICPS bore (120) is arranged inside the engine cylinder head (100) on a second side of the plane (114). [9] Engine cylinder head (100) according to any one of the preceding claims, further comprising: an intake manifold (170); and a central longitudinal axis (102), a central transverse axis (104) and a central normal axis (106) that runs orthogonally to the central longitudinal axis (102) and to the central transverse axis (104), wherein the central longitudinal axis (102) and the central normal axis (106) define a first plane (112) with a first side and a second side, wherein the central transverse axis (104) and the central normal axis (106) define a second plane (114) with a third side and a fourth side, wherein the inlet channel (150) is arranged on the first side of the first level (112), wherein the outlet channel (160) is arranged on the second side of the first level (112), wherein the inlet manifold (170) is arranged on the third side of the second level (114), and wherein the ICPS bore (120) is located inside the engine cylinder head (100) on the first side of the first level (112) and on the fourth side of the second level (114). [10] Engine cylinder head (100) according to one of the preceding claims, further comprising a bottom surface (103) configured to form a top surface of a combustion chamber (181).

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