internal combustion engine for a motor vehicle as well as motor vehicle

Abstract

The invention relates to an internal combustion engine (10) for a motor vehicle, comprising a crankcase (12) having at least two cylinders (18) arranged side by side and a web (28) arranged between the cylinders (18), and a cylinder head (14) which is formed separately from the crankcase (12) and connected to the crankcase (12). At least one dowel pin (38), formed separately from the crankcase (12) and the cylinder head (14), is provided, engaging in a corresponding first recess (40) formed in the web (28) and in a corresponding second recess (42) formed in the cylinder head (14), by means of which the crankcase (12) and the cylinder head (14) are connected to each other.

Description

[0001] The invention relates to an internal combustion engine for a motor vehicle, in particular for a car, according to the preamble of claim 1 or 8. Furthermore, the invention relates to a motor vehicle, in particular a car, with such an internal combustion engine.

[0002] US Patent 5,961,127 A discloses a sealing structure for a cylinder and a cylinder head in an internal combustion engine designed as a reciprocating piston engine. Furthermore, German Patent DE 10,2011 008,988 A1 discloses an internal combustion engine for a motor vehicle.

[0003] The object of the present invention is to create an internal combustion engine for a motor vehicle and a motor vehicle with such an internal combustion engine, so that a particularly high robustness of the internal combustion engine can be achieved.

[0004] This problem is solved by an internal combustion engine with the features of claim 1 and by a motor vehicle with the features of claim 10. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0005] A first aspect of the invention relates to an internal combustion engine, also referred to as a combustion engine, internal combustion power unit, or motor, for a motor vehicle, also referred to simply as a vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular a passenger car, in its fully manufactured state, has the internal combustion engine and can be driven by means of the internal combustion engine. The internal combustion engine is designed as a reciprocating piston engine, and thus as a reciprocating piston motor, and has a crankcase, also referred to as a cylinder housing or cylinder block. The cylinder housing has at least two cylinders arranged side by side, which are arranged side by side, in particular along an imaginary straight line, especially such that the imaginary straight line passes through the respective imaginary centers of the cylinders.In particular, it is intended that each cylinder partially limits a respective combustion chamber of the internal combustion engine.

[0006] The internal combustion engine also has a cylinder head. The cylinder head is separate from the crankcase and connected to it. For this purpose, separate screws, distinct from both the crankcase and the cylinder head, can be provided, by means of which the cylinder head is bolted to the crankcase, thus connecting the cylinder head to the crankcase and vice versa. In particular, it is provided that each screw has a first thread, especially an external thread, which is screwed, especially directly, to a corresponding second thread, especially an internal thread, in such a way that the first thread is screwed, especially directly, into the second thread.This means that the crankcase and the cylinder head are screwed together and thus connected, i.e., fastened to each other.

[0007] In the combustion chamber of each internal combustion engine, combustion processes take place during operation. The combustion chamber, partially formed and thus bounded by the cylinder, is also partially formed and bounded by the cylinder head. The cylinder head forms the combustion chamber roof. The combustion chamber, partially formed by the cylinder and partially by the cylinder head, is also partially bounded and bounded by the piston, which is movable within the cylinder. During the combustion process, a mixture, also known as a fuel-air mixture, is ignited and burned in the combustion chamber. This mixture comprises at least air and a fuel, which is typically liquid.For example, the internal combustion engine is designed as a spark-ignited internal combustion engine, in particular as a gasoline engine, or as a self-igniting internal combustion engine, in particular as a diesel engine.

[0008] The internal combustion engine, for example, has a crankshaft designed as an output shaft, which can rotate around a crankshaft axis relative to the crankcase and also relative to the cylinder head. Each piston is articulated to the crankshaft via a connecting rod, so that the translational movements of the piston in the respective cylinder and relative to the crankcase can be converted into a rotational movement of the crankshaft. During this rotational movement, the crankshaft rotates around its axis relative to the crankcase and also relative to the cylinder head. In particular, the internal combustion engine can provide drive torque via the crankshaft to propel the vehicle.

[0009] The crankcase also features a web, also referred to as a cylinder web, arranged between the cylinders, particularly along the imaginary straight line. Thus, the cylinders are separated from each other, particularly along the imaginary straight line, by the web. It is conceivable that the web forms at least part of a first cylinder wall and at least part of a second cylinder wall, with the first cylinder wall directly defining the first cylinder and the second cylinder wall directly defining the second cylinder. In particular, it is intended that the crankcase is formed in one piece, that is, from a single component. For example, the crankcase is designed as a cast component and is therefore manufactured by casting. It is also conceivable that the cylinder head is formed in one piece, that is, from a single component.For example, the cylinder head is designed as a cast component and is therefore manufactured by casting.

[0010] To achieve particularly high robustness of the internal combustion engine, the invention provides at least one dowel pin, formed separately from the crankcase and cylinder head, by means of which the crankcase and cylinder head are connected. The dowel pin engages, in particular with a first fit, in a corresponding first recess in the crankcase. The dowel pin engages, in particular with a second fit, in a corresponding second recess in the cylinder head. This means that the second recess is formed in the cylinder head, i.e., in a wall of the cylinder head. The first recess is formed in the web of the crankcase and is thus, in particular when viewed along the straight line, located between the cylinders.In particular, in the first aspect of the invention, it is provided, for example, that the crankcase and the cylinder head are connected to each other by means of the dowel pin and are aligned with each other, without a sealing element designed as a solid body and sealing the crankcase and the cylinder head being arranged between the crankcase and the cylinder head in addition to the dowel pin and in addition to the crankcase and the cylinder head.

[0011] The invention is based in particular on the following findings and considerations: It has been found that in highly stressed engines, which are operated with high load, high cylinder pressure and high combustion temperature and / or perform frequent cold starts followed by strong or high acceleration, so that high temperature and pressure fluctuations occur in the cylinders and thus in the combustion chambers, relatively large relative movements occur between the crankcase and a conventionally provided cylinder head gasket, which is designed separately from the crankcase and the cylinder head and is arranged between the crankcase and the cylinder head and / or between the cylinder head and the conventionally provided cylinder head gasket and / or between the crankcase and the cylinder head.These relative movements, which can occur particularly in a plane containing the aforementioned straight line, can cause deformation of the base material, especially the cylinder head, at a bearing surface of the crankcase where the conventionally used cylinder head gasket rests directly against it. This can lead to gas leaks and, due to superimposed stress and notch effects, to cracks in the crankcase if no appropriate countermeasures are taken. This means that the aforementioned relative movements can lead to crack formation due to frictional wear. In particular, the deformation of the cylinder head is transmitted to the crankcase via the cylinder head gasket in the area of ​​a so-called stop ring of the gasket, resulting in the aforementioned crack formation in the area of ​​the stop ring at the cylinder's edge.The well-known stopper ring of the cylinder head gasket lies in the edge area of ​​a cylinder, enclosing the cylinder between the crankcase and the cylinder head, and additionally seals the combustion chamber.

[0012] The invention makes it possible to avoid such relative movements between the crankcase and the cylinder head, particularly those occurring in the aforementioned plane, since such relative movements are at least limited and prevented by means of the dowel pin.Furthermore, this allows for the avoidance of conventionally occurring relative movements between the crankcase and the cylinder head and a cylinder head gasket located between the crankcase and the cylinder head, since it is preferably provided that, compared to conventional solutions, the cylinder head gasket is omitted and the crankcase and the cylinder head are connected without a sealing element, designed separately from the crankcase and the cylinder head, provided in addition to the crankcase and the cylinder head, being arranged between the crankcase and the cylinder head as a solid body and sealing the crankcase and the cylinder head against each other.

[0013] In order to particularly advantageously avoid excessive relative movements between the crankcase and the cylinder head and thus to be able to represent a particularly high robustness of the internal combustion engine, it is provided in one embodiment of the invention that the first fit and / or the second fit is a transition fit, so that the dowel pin engages in at least or exactly one of the recesses with a transition fit, i.e. that the dowel pin engages with a transition fit in the first recess and / or with a transition fit in the second recess.

[0014] In order to achieve a particularly high robustness of the internal combustion engine in a particularly cost-effective manner, it is further provided in the invention that the first fit and / or the second fit is a clearance fit, so that the dowel pin engages in at least or exactly one of the recesses with a clearance fit, i.e., that the dowel pin engages in the first recess and / or in the second recess with a clearance fit.

[0015] Another embodiment is characterized in that the crankcase and the cylinder head are bonded together by means of an adhesive arranged between the crankcase and the cylinder head. This advantageously prevents cracking in the crankcase and the cylinder head, resulting in particularly high robustness.

[0016] To advantageously avoid excessive relative movement between the crankcase and the cylinder head, and thus to achieve particularly high robustness of the internal combustion engine, a further embodiment of the invention provides that the adhesive is incorporated as a filler in at least or exactly one of the recesses, i.e., in the first recess and / or in the second recess, wherein the adhesive as the filler is incorporated particularly in the recess into which the dowel pin engages with the aforementioned clearance fit. This prevents excessive relative movement between the dowel pin and the crankcase and the cylinder head, in whose recess the adhesive is incorporated.Furthermore, for example, the dowel pin can be bonded to the crankcase or the cylinder head, in whose recess the adhesive is received, so that excessive, undesirable relative movements between the crankcase and the cylinder head can be reliably avoided.

[0017] The first recess and / or the second recess is, for example, designed as a bore and thus produced by machining. In particular, it is conceivable that the dowel pin is held in the recess, into which the adhesive is placed as a filler, by means of the adhesive, thereby advantageously preventing undesired relative movement.

[0018] Another embodiment is characterized in that the crankcase and the cylinder head are bonded directly to each other by means of the adhesive arranged between the crankcase and the cylinder head, without the need for a sealing element, designed as a solid body, to seal the crankcase and the cylinder head against each other. This means, for example, that the crankcase has a first bonding surface and the cylinder head a second bonding surface. The bonding surfaces face each other. In particular, each bonding surface lies in a plane, with the planes being parallel to or coinciding with each other. It is conceivable that the respective plane coincides with or runs parallel to the aforementioned plane.The adhesive directly contacts the bonding surfaces, without any additional, separate, and solid component being positioned between them. This means that, apart from the adhesive, no other solid component is positioned between the bonding surfaces, and thus between the crankcase and cylinder head. Therefore, the bonding surfaces, and thus the crankcase and cylinder head, are directly bonded together by the adhesive, creating a material-bonded connection.In contrast to conventional solutions, this embodiment eliminates the need for a cylinder head gasket located between the crankcase and the cylinder head, which is separate from the crankcase and the cylinder head and is supported against each other as in conventional solutions.

[0019] The adhesive surfaces are or function, for example, as support surfaces which are directly or indirectly supported by the adhesive, without an element being arranged between the adhesive surfaces that is provided in addition to the adhesive and in addition to the crankcase and the cylinder head and is designed separately from the crankcase and the cylinder head and is designed as a solid body, so that the crankcase and the cylinder head are directly or, in particular, only indirectly supported by the adhesive.

[0020] Preferably, in this embodiment of the invention, an adhesive layer formed by the adhesive is arranged between the crankcase and the cylinder head, in particular between the bonding surfaces, by means of which the crankcase and the cylinder head, in particular the bonding surfaces, and thus the crankcase and the cylinder head, are directly bonded to one another and thereby connected to each other. In particular, the adhesive layer, also referred to as the adhesive layer, directly contacts the bonding surfaces without an additional element, provided separately from the crankcase and the cylinder head and in addition to the adhesive layer, being arranged between the bonding surfaces and thus between the crankcase and the cylinder head.

[0021] Preferably, in order to avoid the aforementioned disadvantages, the cylinder head gasket is omitted compared to conventional solutions, and the crankcase and cylinder head are bonded directly to each other by means of the adhesive. In other words, the cylinder head is preferably bonded directly to the crankcase, preferably without a cylinder head gasket or any other element, provided separately from the crankcase and cylinder head and designed as a solid, sealing the crankcase and cylinder head against each other, being arranged between the crankcase and the cylinder head.

[0022] The adhesive thus creates, for example, a bonded connection between the crankcase and the cylinder head, which are preferably bonded directly to each other. In addition to the adhesive connection, screws, for example designed as cylinder head bolts, can be used to create a screwed connection between the crankcase and the cylinder head, which are screwed together and thereby connected. The invention is also based on the understanding that the adhesive connection alone might not be sufficient to hold the cylinder head and the crankcase together gas-tight and with sufficient strength.The invention makes it possible, on the one hand, to dispense with a conventionally used cylinder head gasket between the crankcase and the cylinder head, thus eliminating the need for such a gasket, and on the other hand, to create a gas-tight connection between the crankcase and the cylinder head, particularly over a long service life of the internal combustion engine. Consequently, the relative movements described above can be avoided, thereby preventing undesirable effects resulting from such movements, such as the previously described cracking and gas leaks.It was found that, due to a force component of the adhesive and the high combustion pressure (e.g., 200 bar) occurring in the combustion chamber during the firing operation of the internal combustion engine, the expansion of the cylinder, particularly in its upper region, can be advantageously kept low when using cylinder head bolts. This prevents excessive relative movement between the crankcase and the cylinder head and the resulting undesirable effects. Thus, high specific power outputs from the internal combustion engine can be achieved without the aforementioned undesirable effects.

[0023] In order to be able to connect the crankcase and the cylinder head particularly firmly and gas-tight, especially without a cylinder head gasket or another sealing element, provided separately from the crankcase and the cylinder head and designed as a solid body and sealing against each other, being arranged between the crankcase and the cylinder head in addition to the adhesive and in addition to the crankcase and the cylinder head, it is provided, for example, that the adhesive is an anaerobic adhesive or a silicone.

[0024] Preferably, the adhesive has a temperature resistance of at least 210 degrees Celsius. This means that the adhesive can withstand temperatures of up to 210 degrees Celsius and thus firmly bond the crankcase and the cylinder head together up to a temperature of 210 degrees Celsius, thereby ensuring a particularly high robustness of the internal combustion engine.

[0025] In particular, the dowel pin is designed as a solid body and is inherently rigid. The feature that the dowel pin engages in the first recess with its first contact means that a first contact is formed between the dowel pin and the first recess. The feature that the dowel pin engages in the second recess with its second contact means that a second contact is formed between the second recess and the dowel pin.

[0026] To achieve particularly high robustness of the internal combustion engine, a further embodiment of the invention provides for an intermediate element, formed separately from the crankcase and cylinder head and preferably also separately from the dowel pin, between the crankcase and the cylinder head, by means of which the crankcase and the cylinder head are supported against each other. In particular, the intermediate element is arranged between the aforementioned bonding surfaces. Thus, for example, the bonding surfaces face the intermediate element.

[0027] The intermediate element is directly bonded to the cylinder head, in particular to the second bonding surface of the cylinder head, by means of a first adhesive layer arranged between the intermediate element and the cylinder head, in particular between the intermediate element and the second bonding surface. The intermediate element is directly bonded to the crankcase, in particular to the first bonding surface of the crankcase, by means of a second adhesive layer arranged between the intermediate element and the crankcase, in particular between the intermediate element and the first bonding surface of the crankcase.The characteristic that the intermediate element is bonded directly to the crankcase or the cylinder head, i.e., directly to the respective adhesive surface of the crankcase or the cylinder head, means that, with the exception of the respective adhesive layer, also referred to as the respective adhesive layer, between the intermediate element and the respective adhesive surface, and thus between the intermediate element and the crankcase and the cylinder head, no other, further component of the internal combustion engine is arranged that is provided in addition to the adhesive, in addition to the intermediate element, and in addition to the crankcase and the cylinder head, and that is designed separately from the intermediate element and separately from the crankcase and the cylinder head.The underlying principle is the realization that an adhesive placed between the crankcase and the cylinder head, particularly between the bonding surfaces, by means of which the crankcase and the cylinder head, especially the bonding surfaces, can be directly bonded together, must accommodate a relative movement between the crankcase and the cylinder head, even if very slight, but technically unavoidable. For this purpose, the adhesive must possess advantageous elasticity. If the adhesive, when considered in isolation, does not exhibit sufficiently high elasticity to accommodate such, however slight, relative movements between the cylinder head and the crankcase, then the intermediate element is preferably used, which allows the aforementioned two adhesive layers to be formed.Compared to a single adhesive layer positioned between the crankcase and the cylinder head, the use of two adhesive layers allows for double the elasticity when using an identical adhesive for both layers, thus advantageously accommodating relative movements between the crankcase and the cylinder head while ensuring that the crankcase and cylinder head remain firmly and gas-tightly connected.

[0028] Preferably, the intermediate element is a dummy, also known as a dummy, which, for example, has an outline and / or shape like a conventional cylinder head gasket. This allows, for example, the continued use of openings in the crankcase and cylinder head that are used for coolant transfer between the crankcase and the cylinder head. The openings in the crankcase and cylinder head are generally undesirably large because, for casting reasons, they cannot be produced with advantageously small cross-sections, especially when the crankcase and cylinder head are formed as a single casting and thus manufactured by casting.When using the intermediate element, it is possible to design the intermediate element with additional openings, configured as through-holes, which are arranged in overlap with the openings of the crankcase and the cylinder head, so that the coolant can flow between the crankcase and the cylinder head via these additional openings of the intermediate element. The additional openings of the intermediate element can advantageously be manufactured with small cross-sections, so that they can act as a throttling mechanism for the exchange of coolant between the crankcase and the cylinder head, i.e., for the initial flow of coolant between the crankcase and the cylinder head.In particular, the cross-sectional area of ​​the flow through each additional opening, through which the coolant flows, is smaller than the cross-sectional areas of the openings with which the respective additional openings of the intermediate element are arranged in overlap. This allows the coolant flowing between the crankcase and the cylinder head to be advantageously throttled, and the crankcase and cylinder head can be manufactured more efficiently.

[0029] In order to achieve a particularly high robustness of the internal combustion engine, in one embodiment of the second aspect of the invention it is provided that the intermediate element is made of a metallic material, in particular sheet metal.

[0030] A third aspect of the invention relates to a motor vehicle, also referred to simply as a vehicle, and preferably designed as a motor car, in particular a passenger car, which has an internal combustion engine according to the second aspect of the invention and can be driven by means of the internal combustion engine. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0031] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0032] The drawing shows in: Fig. 1. Partially a schematic sectional view of a first embodiment of an internal combustion engine for a motor vehicle; Fig. 2 a partial schematic underside view of a cylinder head of the internal combustion engine according to the first embodiment; Fig. 3. Partially shown, a further schematic sectional view of the internal combustion engine according to the first embodiment; Fig. 4. Partially shown is another schematic underside view of the cylinder head of the internal combustion engine according to the first embodiment; Fig. 5 a schematic cross-sectional view of a dowel pin of the internal combustion engine according to the first embodiment; and Fig. 6 a schematic top view of an intermediate element of a second embodiment of the internal combustion engine.

[0033] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0034] Fig. Figure 1 shows a partial schematic sectional view of a first embodiment of an internal combustion engine 10 of a motor vehicle, designed as a reciprocating piston engine. The internal combustion engine 10 has a crankcase 12. The internal combustion engine 10 also has a cylinder head 14. The crankcase 12 and the cylinder head 14 are designed separately from each other and connected to each other.

[0035] The internal combustion engine 10 has combustion chambers, wherein in Fig. Figure 3 shows two of the combustion chambers partially visible and labeled 16. Each combustion chamber 16 is partially formed, i.e., delimited, by a respective cylinder 18, partially by a respective combustion chamber roof 20, and partially by a respective piston that is movably mounted within the respective cylinder 18. The cylinders 18 are cylinders of the crankcase 12 and are thus formed by the crankcase 12. In other words, the crankcase 12 contains the cylinders 18. The combustion chamber roofs 20 are formed by the cylinder head 14, and are therefore combustion chamber roofs of the cylinder head 14.

[0036] For example, the crankcase 12 is designed as a first casting and is therefore manufactured by casting. Alternatively or additionally, the cylinder head 14 is a second casting and is therefore manufactured by casting. For example, the crankcase 12 is designed as a single piece, that is, formed from a single part. Preferably, the cylinder head 14 is designed as a single piece, that is, formed from a single part.

[0037] Fig. Figure 2 shows a section of the cylinder head 14 in a schematic bottom view. From Fig. 2. It is evident that each combustion chamber 16 is assigned, in particular, exactly four gas exchange valves. Specifically, two of the gas exchange valves assigned to each combustion chamber 16 are designated 22 as inlet valves, and, in particular, exactly two of the four gas exchange valves assigned to each combustion chamber 16 are designated 24 as exhaust valves.

[0038] Out of Fig. Figure 3 shows that the combustion chambers 16, and thus the cylinders 18, are arranged successively in a row along a straight direction of arrangement, illustrated by a double arrow 26, i.e., along an imaginary straight line, wherein a respective web 28 of the crankcase 12 is arranged between each pair of cylinders 18 adjacent to each other along the direction of arrangement. The respective cylinders 18, arranged directly adjacent to each other along the direction of arrangement, are separated from each other by the respective web 28 arranged between them.

[0039] The gas exchange valves are held on the cylinder head 14 so as to be movable, particularly translationally.

[0040] For example, each combustion chamber 16 is assigned a respective injector by means of which a fuel, in particular liquid, can be introduced, in particular injected, into the respective assigned combustion chamber 16, in particular directly. The respective injector is at least partially arranged in a respective, corresponding receptacle of the cylinder head 14, one of the receptacles being located in Fig. 3 is recognizable and labelled with 30.

[0041] In the first embodiment, the separately formed crankcase 12 and cylinder head 14 are connected to each other such that the crankcase 12 and the cylinder head 14 are bonded directly to each other by means of an adhesive K arranged between the crankcase 12 and the cylinder head 14, without the need for a sealing element, separate from the crankcase 12 and the cylinder head 14 and separately from the adhesive K, to seal the crankcase 12 and the cylinder head 14 against each other. The crankcase 12 has a first bonding surface F1, and the cylinder head 14 has a second bonding surface F2. The bonding surfaces F1 and F2 face each other. The respective bonding surfaces F1 and F2 lie in the same plane.The surface planes are parallel to each other or coincide. The adhesive K is positioned between the bonding surfaces F1 and F2 and directly contacts them, without a sealing element being arranged between the bonding elements F1 and F2. This sealing element would be a solid body, separate from the adhesive K and the crankcase 12 and cylinder head 14, and would seal the crankcase 12 and cylinder head 14 against each other. As a result, the bonding surfaces F1 and F2 are directly bonded to each other, thus directly bonding and connecting the crankcase 12 and cylinder head 14.It is also evident that between the adhesive surfaces F1 and F2 exactly one adhesive layer S, also referred to as an adhesive layer, is arranged, formed by the adhesive K, which directly touches the adhesive surfaces F1 and F2 and thereby bonds them directly together, without a sealing element being arranged between the adhesive surfaces F1 and F2 in addition to the adhesive K and in addition to the crankcase 12 and the cylinder head 14, which is formed separately from the crankcase 12 and the cylinder head 14 and separately from the adhesive K, is formed as a solid body and seals the crankcase 12 and the cylinder head 14 against each other.In the first embodiment, no additional, solid-body component of the internal combustion engine 10 is arranged between the adhesive surfaces F1 and F2, in addition to the adhesive K and in addition to the crankcase 12 and the cylinder head 14.

[0042] Preferably, the adhesive K is an anaerobic adhesive or a silicone. Preferably, the adhesive K has a temperature resistance of at least 210 degrees Celsius. In principle, all temperature-resistant and sealing adhesives with sufficient elasticity are conceivable. It is also conceivable that the adhesive K is made of a plastic. Furthermore, it is conceivable that the adhesive K is made of a metallic material, and thus, for example, of a liquid metal.

[0043] To ensure a particularly strong and gas-tight connection between the crankcase 12 and the cylinder head 14, especially over a long service life of the internal combustion engine 10, the internal combustion engine 10, according to the first embodiment, has screws 32, which are designed separately from the crankcase 12 and the cylinder head 14 and separately from the adhesive K. These screws 32 are designed, for example, as cylinder head screws. The crankcase 12 and the cylinder head 14 are screwed together and thus connected by means of the screws 32. In the first embodiment, each screw 32 has a first thread designed as an external thread. In the first embodiment, each screw 32 is associated with a screw element designed as an internal thread.The screw elements are designed separately from the screws 32, separately from the crankcase 12 and the cylinder head 14, and separately from each other. Each screw element has a second thread in the crankcase 12, corresponding to the first thread and designed as the internal thread. The first thread of each screw 32 is screwed, in particular directly, into the second thread of the screw element associated with that screw 32, thereby screwing the crankcase 12 and the cylinder head 14 together. It can be seen that each screw 32 penetrates the adhesive K and thus the adhesive layer S. Furthermore, each screw 32 penetrates a corresponding first through-opening 34 in the cylinder head 14. Each screw 32 engages in a corresponding opening 36 in the cylinder head 14.For example, the respective opening 36 is a respective second through-opening which is penetrated by the respective screw 32 engaging in the respective opening 36.

[0044] To detach the bonded cylinder head 14 from the crankcase 12, and thus to separate the bonded crankcase 12 and cylinder head 14, various methods are conceivable. In one method, for example, a local heating, particularly overheating, of the adhesive K is caused by means of an energy beam, in particular a laser beam, thereby negatively impairing, and in particular destroying, the adhesive K, at least with regard to its ability to bond the crankcase 12 and the cylinder head 14 together. Alternatively or additionally, such local heating or overheating of the adhesive K can be caused by means of an oven in which the crankcase 12 and the cylinder head 14 are placed.The described heating, in particular overheating, of the adhesive K by means of the energy beam and / or the oven can negatively impair, i.e., destroy, the adhesive K's ability or function to bond the crankcase 12 and the cylinder head 14 together, so that, as a result of the heating, in particular overheating, of the adhesive K, the crankcase 12 and the cylinder head 14 can be separated from each other, in particular without causing undesirable damage to the crankcase 12 and the cylinder head 14. In a second possibility, heating wires, in particular made of a metallic material, are arranged in the adhesive layer S and thus in the adhesive K. These wires are supplied with electrical energy and thereby electrically heated.This causes the adhesive K to heat up, in particular to overheat, thereby negatively impairing, in particular destroying, the adhesive K, at least with regard to its function or ability to bond the crankcase 12 and the cylinder head 14 together, so that, as a result of the heating, in particular overheating, of the adhesive K, the crankcase 12 and the cylinder head 14 can be separated from each other, in particular non-destructively, i.e., in such a way that no damage or destruction of the crankcase 12 and the cylinder head 14 occurs. In a third possibility, a solvent is used by means of which the adhesive K is at least partially dissolved and thereby negatively impaired, i.e., destroyed, at least with regard to its ability to bond the crankcase 12 and the cylinder head 14 together.In a fourth method, pressure screws are used which are rotated relative to the crankcase 12 and the cylinder head 14, thereby causing the bonding surfaces F1 and F2 to move away from each other. In a fifth method, a wedge is used by means of which the bonding surfaces F1 and F2 are moved away from each other, in particular by driving the wedge between the bonding surfaces F1 and F2. In a sixth method, a spreading wedge, in particular a hydraulic spreading wedge, is used by means of which the bonding surfaces F1 and F2 are moved away from each other, in particular by placing the spreading wedge at a suitable point between the bonding surfaces F1 and F2.

[0045] Preferably, a heat-resistant adhesive is used as adhesive K. Adhesive K can be a one-component adhesive. It is also conceivable that adhesive K is a two-component adhesive. Particularly preferably, a silicone is used as adhesive K. Preferably, a heat-resistant silicone is used. Silicone can be used both as a sealant and as an adhesive. Silicones are characterized by high elasticity, high heat resistance, and the ability to compensate for movement between components. Silicones also possess adhesive properties and can be used, among other things, for flexible bonding, especially where elasticity and temperature resistance are required.In the method for manufacturing the internal combustion engine 10, for example, the adhesive K is applied in a liquid, in particular pasty, state to the bonding surface F1 and / or the bonding surface F2, whereupon the bonding surfaces F1 and F2 are bonded together by means of the adhesive K, in particular directly. In particular, the adhesive can be applied with a roller or brush, sprayed on, or laid down as a matrix.

[0046] The adhesive K creates a bonded connection, also known as an adhesive bond or adhesive joint, by which the crankcase 12 and the cylinder head 14 are directly bonded together and thus connected. The optionally provided screws 32 create a screwed connection by which the crankcase 12 and the cylinder head 14 are bolted together and thus connected. The screwed connection is optional and can be provided in addition to the adhesive connection.

[0047] Furthermore, a dowel pin connection is provided between the crankcase 12 and the cylinder head 14, the dowel pin connection being explained in more detail below. The dowel pin connection is provided in addition to the adhesive connection and preferably in addition to the screw connection. The dowel pin connection is formed by dowel pins of the internal combustion engine 10, wherein in Fig. 3. One of the dowel pins is identifiable and designated 38. This means that the dowel pins 38 form, i.e., create, the dowel pin connection. The dowel pins 38 are separate from the crankcase 12 and the cylinder head 14, and are designed separately from each other. They are provided in addition to the crankcase 12 and the cylinder head 14, and also in addition to the adhesive K. If the screw connection is provided, the dowel pins 38 are provided in addition to the screws 32 and are designed separately from the screws 32.

[0048] Recognizable from Fig. 3 is that the respective dowel pin 38 engages in a respective, corresponding first recess 40 of the crankcase 12 and in a respective, corresponding second recess 42 of the cylinder head 14.

[0049] Out of Fig. Figure 4 shows that the combustion chamber roofs 20, as well as the combustion chambers 16 and the cylinders 18, are arranged successively along the direction of arrangement illustrated by the double arrow 26, and thus in a series, with a further web 44 of the cylinder head 14 being arranged between two combustion chamber roofs 20 that are directly adjacent to each other along the direction of succession. Fig. 4 For example, that in the respective web 44 and thus correspondingly in the respective web 28 of the crankcase 12, in particular exactly, two recesses 40, 42 are formed, into which, in particular exactly, one of the dowel pins 38 engages. For example, the respective recess 40, 42 is formed as a respective bore produced by machining.

[0050] The respective dowel pin 38 can, for example, engage with the respective recess 40 with a specific fit. This fit could be, for example, a transition fit such as h6 / N6. It is conceivable that the respective dowel pin 38 engages with the respective recess 42 without a specifically manufactured fit. Conversely, it is conceivable that the respective dowel pin 38 engages with the respective recess 42 with a specific fit, such as a transition fit, and engages with the respective recess 40 without a specifically manufactured fit. For example, in this case, the recess 42 has an interference of, for example, 200 µm with respect to the dowel pin 38 engaging in the recess 42. Thus, the dowel pin 38 engages with play in the respective recess 42. In this case, the adhesive K is provided for in the respective recess 42 and thus acts as a filler.In particular, the adhesive K is a curing adhesive which is applied in liquid state to the bonding surface F1 and / or the bonding surface F2, whereupon the bonding surfaces F1 and F2 are bonded together by means of the adhesive K and the adhesive K cures.

[0051] Fig. Figure 5 shows a schematic cross-sectional view of one of the dowel pins 38. Fig. Figure 5 also shows the adhesive K, which is included as a filler in the recess 42, into which the dowel pin 38 engages, in particular with play.

[0052] Finally, based on Fig. Figure 6 illustrates a second embodiment of the internal combustion engine 10. In this second embodiment, an intermediate element 46, designed separately from the crankcase 12 and the cylinder head 14, is arranged between the crankcase 12 and the cylinder head 14. The crankcase 12 and the cylinder head 14 are supported against each other by means of this intermediate element. The rigid intermediate element 46, designed as a solid body, is bonded directly to the adhesive surface F1 and thus directly to the cylinder head 14 by means of a first adhesive layer arranged between the intermediate element 46 and the adhesive surface F2, and thus between the intermediate element 46 and the cylinder head 14. The intermediate element 46 is bonded directly to the crankcase 12 by means of a second adhesive layer arranged between the intermediate element 46 and the adhesive surface F1, and thus directly to the crankcase 12.For this purpose, the intermediate element 46 has two further adhesive surfaces, namely a third adhesive surface F3 and one in . Fig.6. A fourth, unidentifiable adhesive surface. Adhesive surface F3 faces away from the fourth adhesive surface, and vice versa. The third adhesive surface F3 faces towards adhesive surface F2, and vice versa, so that the third adhesive surface F3 faces away from the first adhesive surface F1. The fourth adhesive surface faces towards the first adhesive surface F1, and vice versa, with the fourth adhesive surface facing away from both the third adhesive surface F3 and the second adhesive surface F2.The first adhesive layer is arranged between the third adhesive surface F3 and the second adhesive surface F2 and directly contacts the adhesive surfaces F2 and F3, thereby bonding the adhesive surfaces F2 and F3 directly to each other, without a sealing element being arranged between the adhesive surfaces F2 and F3 in addition to the adhesive layers and in addition to the crankcase 12 and the cylinder head 14 and in addition to the intermediate element 46, and which is formed separately from the crankcase 12 and the cylinder head 14 and separately from the adhesive layers and separately from the intermediate element 46, sealing the cylinder head 14 against the intermediate element 46.

[0053] It is conceivable that the adhesive layers are formed from the same adhesive. Furthermore, it is conceivable that the first adhesive layer is formed from a first adhesive and the second adhesive layer from a second adhesive. The first and second adhesives can be the same adhesive, or the first adhesive can be a different adhesive.

[0054] The second adhesive layer is arranged between the adhesive surface F1 and the fourth adhesive surface and directly contacts the fourth adhesive surface and the first adhesive surface F1, thereby bonding the first adhesive surface F1 and the fourth adhesive surface directly to each other, without a sealing element being arranged between the adhesive surface F1 and the fourth adhesive surface, in addition to the crankcase 12 and the cylinder head 14 and in addition to the intermediate element 46 and in addition to the adhesive layers, which is formed separately from the crankcase 12 and the cylinder head 14, separately from the adhesive layers and separately from the intermediate element 46 and seals the crankcase 12 against the intermediate element 46. Reference symbol list 10 Internal combustion engine 12 cylinder housings 14 Cylinder head 16 combustion chamber 18 cylinders 20 Combustion chamber roof 22 inlet valves 24 exhaust valves 26 Double Arrow 28 Bridge 30 recordings 32 screw 34 Passage opening 36 Opening 38 Dowel pin 40 Exclusion 42 Exclusion 44 Bridge 46 Intermediate element F1 first adhesive surface F2 second adhesive surface F3 third adhesive surface K adhesive S adhesive layer 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 5 961 127 A

[0002] DE 10 2011 008 988 A1

[0002]

Claims

Internal combustion engine (10) for a motor vehicle, comprising a crankcase (12) which has at least two cylinders (18) arranged side by side and a web (28) arranged between the cylinders (18), and a cylinder head (14) which is formed separately from the crankcase (12) and is connected to the crankcase (12), characterized by at least one dowel pin (38) formed separately from the crankcase (12) and the cylinder head (14), engaging in a corresponding first recess (40) formed in the web (28) and in a corresponding second recess (42) formed in the cylinder head (14), by means of which the crankcase (12) and the cylinder head (14) are connected to each other. Internal combustion engine (10) according to claim 1, characterized in that the dowel pin (38) engages with a transition fit in at least or exactly one of the recesses (40, 42). Internal combustion engine (10) according to claim 1 or 2, characterized in that the dowel pin (38) engages with a clearance fit in at least or exactly one of the recesses (40, 42). Internal combustion engine (10) according to one of the preceding claims, characterized in that the crankcase (12) and the cylinder head (14) are bonded together by means of an adhesive (K) arranged between the crankcase (12) and the cylinder head (14). Internal combustion engine (10) according to claim 4, characterized in that the adhesive (K) is included as a filler in at least or exactly one of the recesses (40, 42). Internal combustion engine (10) according to claim 4 or 5, characterized in that the crankcase (12) and the cylinder head (14) are bonded directly to each other by means of the adhesive (K) arranged between the crankcase (12) and the cylinder head (14), without a sealing element being arranged between the crankcase (12) and the cylinder head (14) in addition to the adhesive (K) and in addition to the crankcase (12) and the cylinder head (14), which seals the crankcase (12) and the cylinder head (14) against each other. Internal combustion engine (10) according to one of claims 1 to 3, characterized in that: - an intermediate element (46) formed separately from the crankcase (12) and the cylinder head (14) is arranged between the crankcase (12) and the cylinder head (14), by means of which the crankcase (12) and the cylinder head (14) are supported against each other; - the intermediate element (46) is bonded directly to the cylinder head (14) by means of a first adhesive layer arranged between the intermediate element (46) and the cylinder head (14); and - the intermediate element (46) is bonded directly to the crankcase (12) by means of a second adhesive layer arranged between the intermediate element (46) and the crankcase (12). Internal combustion engine (10) according to claim 7, characterized in that an adhesive forming at least one of the adhesive layers is included as a filler in at least one of the recesses (40, 42). Internal combustion engine (10) according to claim 8, characterized in that the intermediate element (46) is made of a metallic material. Motor vehicle, with an internal combustion engine (10) according to one of the preceding claims.

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