internal combustion engine

Abstract

internal combustion engine (10) comprising: a base (20), a cylinder block (30) attached to the base (20), a cylinder head (40) which is attached to the block (30), a structural overhead component (50, 150) attached to the cylinder head (40) such that the cylinder head (40) is positioned between the cylinder block (30) and the structural overhead component (50, 150), and at least one through bolt (70) located in a through bolt opening (72, 74, 76, 78), wherein the through bolt opening (72, 74, 76, 78) extends from the base (20) to the structural overhead component (50, 150) through the cylinder block (30) and the cylinder head (40) to couple the base (20), the cylinder block (30), the cylinder head (40) and the structural overhead component (50, 150).

Description

CROSS-REFERENCE TO RELATED REGISTRATION

[0001] The present application claims priority from provisional US patent application No. 61 / 780,563, filed on March 13, 2013, entitled “INTERNAL COMBUSTION ENGINE”, the contents of which are incorporated herein by reference in their entirety. background

[0002] Modern internal combustion engines are designed to achieve low weight, low cost, and high efficiency. These goals are often in conflict, meaning that achieving one goal can lead to the failure of another. For example, modern engine designers aim to achieve high efficiency by increasing the engine's peak cylinder pressure (PCP). However, given the high forces generated by high PCP acting on engine components, stronger materials and / or greater material mass are required. In most cases, stronger materials are also heavier. Therefore, it is difficult for modern engines to be both highly efficient and lightweight. Furthermore, lightweight materials like aluminum often have relatively poor fracture toughness, which further limits their suitability in high-PCP engines.

[0003] Given the limitations mentioned above, some engines utilize through-bolt designs that keep the block under compression. However, conventional through-bolt designs are not conducive to accommodating other engine components that compete for space, as such bolts occupy a significant amount of room and / or require the repositioning of existing components. The positioning of conventional through-bolts significantly impacts the space available for features associated with the lubrication system, such as the main gallery and main journal feed holes. Furthermore, if an overhead component such as a cam carrier is used, the structural features of the cam carrier that support the engine's camshafts should not be bent by the tension of the through-bolts. DE 196 48 206 A1 relates to a housing for a reciprocating internal combustion engine, comprising a cylinder head and a cylinder crankcase, which is provided with bearing halves and bearing caps that together form the crankshaft bearings. Tension bolts are provided between the bearing caps and the cylinder head, which hold the housing together under preload. US 3 046 952 A discloses internal combustion engines with an engine block assembly consisting of a cylinder block made of aluminum or other lightweight alloy with relatively high expansion, cylinder liners, and a cylinder head made of selected materials. US 2001 / 0035142A1 refers to a cylinder head comprising a support element integral with a vertical wall section for supporting a camshaft, a tappet guide for receiving a tappet, and a tappet lubrication oil receiving section 51 arranged around the tappet guide. DE 39 43 727 A1 relates to a cylinder head of an internal combustion engine, comprising a horizontally split carrier in which camshaft bearings and receptacles for tappets are arranged. SUMMARY

[0004] Various embodiments provide an internal combustion engine according to claim 1 and associated components, and methods for manufacturing and implementing an internal combustion engine and associated components. The internal combustion engine comprises a base comprising a base material, a cylinder block attached to the base, a cylinder head attached to the block, and a structural overhead component attached to the cylinder head such that the cylinder head is located between the cylinder block and the structural overhead component. The cylinder block comprises a cylinder block material. At least one through bolt is located in a through bolt hole, the through bolt hole extending from the base to the structural overhead component through the cylinder block and the cylinder head to couple the base, the cylinder block, the cylinder head, and the structural overhead component together.

[0005] Other embodiments provide the internal combustion engine according to claim 1, wherein the structural overhead component includes a cam carrier. The cam carrier is attached to the cylinder head of the internal combustion engine. The cam carrier comprises a cam support member that supports a camshaft, a base member configured to receive the through bolt, and a neck member positioned between them that couples the cam support member to the base member. The neck member is positioned between the cam support member and the base member and couples them, thus defining a gap under the camshaft between the cam support member and the base.

[0006] In particular embodiments, the internal combustion engine according to claim 1 is provided, wherein the structural overhead component has a cam carrier attached to the cylinder head of the internal combustion engine. The cam carrier includes a valve train support element made of a first material. The valve train support element is attached directly to the cylinder head. The cam carrier also includes a screw fastening element made of a second material. The screw fastening element is configured to receive the through bolt and is attached directly to the cylinder head independently of the valve train support element. The valve train support surrounds the screw fastening element.

[0007] Other various embodiments provide the internal combustion engine according to claim 1, wherein the structural overhead component comprises a cam carrier containing a side wall surrounding a space, a valve train support system positioned in the space, and a valve train lubrication system positioned in the space. The valve train support system comprises an adjuster, an intake camshaft, an exhaust camshaft, a plurality of intake tappets, and a plurality of exhaust tappets. Each tappet comprises an inner part that is movable relative to an outer part. The valve train lubrication system comprises first intake and exhaust lubrication galleries, second intake and exhaust lubrication galleries, a plurality of supply lines fluidically coupling the first intake lubrication gallery and the intake camshaft, and a plurality of supply lines fluidically coupling the first exhaust lubrication gallery and the exhaust camshaft.a multitude of supply lines that fluidically couple the first intake lubrication gallery and the multitude of intake tappets, a multitude of supply lines that fluidically couple the first exhaust lubrication gallery and the exhaust tappets, a multitude of lubricant control valves that control the flow of lubrication between the first intake and exhaust lubrication galleries and the second intake and exhaust lubrication galleries, a multitude of supply lines that fluidically couple the second intake lubrication gallery and the intake tappets, and a multitude of supply lines that fluidically couple the second exhaust lubrication gallery and the multitude of exhaust tappets. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In the drawings, similar reference symbols refer to similar features (e.g., functionally similar and / or structurally similar elements). Fig. Figure 1 illustrates a cross-sectional view of an internal combustion engine according to an embodiment of the present disclosure. Fig. Figure 2 is a perspective cross-sectional view of the internal combustion engine of Fig. 1. Fig. Figure 3 illustrates a cross-sectional view of an internal combustion engine according to an embodiment of the present disclosure. Fig. Figure 4 is a perspective cross-sectional view of the internal combustion engine of Fig. 3. Fig. Figures 5-8 are top views of the valve train support structure of the internal combustion engine of Fig. 3. Fig. Figure 9 is a perspective view of a lubrication source used with lubricating components in the internal combustion engine of Fig. 3 is connected.

[0009] The features and advantages of the concepts of the invention disclosed herein will become apparent from the following detailed description when considered together with the drawings. DETAILED DESCRIPTION

[0010] References in this specification to “an embodiment” or similar expressions mean that a particular feature, structure, or property described in connection with the embodiment is included in at least one embodiment of the present invention. Uses of the expression “in an embodiment” and similar expressions at different locations in this specification may, but do not necessarily, always refer to the same embodiment. Similarly, the use of the term “implementation” means an implementation with a particular feature, structure, or property described in connection with one or more embodiments of the present disclosure; however, unless an explicit correlation indicates otherwise, an implementation may be associated with one or more embodiments.

[0011] To better understand the advantages of the subject matter, a more specific description of the subject matter, which has been briefly described above, will be discussed with reference to specific embodiments illustrated in the attached drawings. It is understood that these drawings represent only typical embodiments of the subject matter and are therefore not to be considered as limiting its scope. The subject matter will be further described and explained in more detail and with reference to the accompanying drawings.

[0012] The subject matter of the present application was developed in response to the current state of the art and, in particular, in response to the problems and requirements in the technology of internal combustion engines that are not yet fully solved by currently available systems. In particular, in some embodiments, the engine system of the present disclosure includes an engine that utilizes a stacked configuration of several components to develop an engine with a relatively low weight and at a relatively low cost, capable of high peak cylinder pressure. Furthermore, in some embodiments, the engine system includes a high-strength structural overhead component (e.g., cam carrier) that has been specially configured to allow the installation of a through bolt without straining the structure supporting the camshafts.Furthermore, in certain embodiments, the engine system includes a cam carrier with a high-strength section to which the through bolts are attached, and a lightweight component that houses the camshaft valve train and lubrication systems. Additionally, in some embodiments, the engine system includes a lightweight, overhead structural component in a stacked, multi-component configuration, accommodating multiple camshaft components and systems within a single package.

[0013] With reference to Fig. Figure 1 includes an embodiment of an internal combustion engine 10, comprising a stacked arrangement of components. For example, as shown, engine 10 includes a base 20, a block 30, a cylinder head 40, a structural overhead component (e.g., a cam carrier 50), and a cover 60. The block 30 is directly attached to the base 20, which can be defined as a base plate or ladder frame. The cylinder head 40 is directly attached to the block 30, and the structural overhead component or cam carrier 50 is directly attached to the cylinder head 40. Finally, the cover 60 is positioned over the cam carrier 50 and attached to the cylinder head 40. In some implementations, a relatively thin gasket may be positioned between one or more elements of the base 20, block 30, cylinder head 40, cam carrier 50, and cover 60 (see, for example, gasket 32 ​​positioned between the block 30 and the cylinder head 40).As defined herein, given the relative thinness of the gasket, one component is still considered to be mounted directly on top of the other component, with a gasket positioned between them.

[0014] The base 20 and the cam carrier 50 are made of a higher-strength, heavier (higher specific gravity) material such as iron or steel, using various manufacturing techniques such as machining or casting. In contrast, the block 30 and cylinder head 40 are made of a lower-strength and lighter (e.g., lower specific gravity) material, such as aluminum, using various manufacturing techniques such as machining and casting. In this way, the lightweight components are effectively sandwiched between the high-strength components. Furthermore, composite construction techniques could be employed in one of the higher-strength components, enabling load management of the high cylinder pressure in conjunction with the lighter overall weight. The base, for example, has two functions: to support the crankshaft and to enclose the crankcase.The crankshaft support function could be achieved with a high-strength material, and the crankcase could be constructed of a lighter material. The base 20, the block 30, the cylinder head 40, and the cam carrier 50 are fastened together by a plurality of through bolts 70 extending through the respective openings 72, 74, 76, 78 in the base, block, cylinder head, and cam carrier, respectively. In the illustrated embodiment, the head 71 of the bolt 70 is positioned at the base 20, and the opposite end 73 of the bolt shank engages in the opening 78 of the cam carrier 50 (which may contain internal threads that engage with the external threads of the bolt). Alternatively, the head of the bolt 70 can be positioned at the cam carrier 50, and the opposite end of the bolt shank can engage in the opening 72 of the base 20.In both configurations, tightening the screw 70 secures the base 20 and the cam carrier 50 to the block 30 and cylinder head 40. This presses the block 30 and cylinder head 40 together across the entire operating range of the engine 10. Furthermore, each through-bolt 70 is positioned to extend through a cavity in a cross plate formed within the block 30. Each cross plate of the engine 10 can be defined as a partition formed within the block 30, dividing or separating the combustion cylinders of the engine.

[0015] As in Fig. 1 and Fig. As shown in Figure 2, the cam carrier 50 receives and holds intake and exhaust camshafts or cam journals 84 in openings 85, forming part of a support structure 54. In the illustrated embodiment, the cam carrier 50 has a one-piece monolithic construction and is manufactured from iron or steel using a casting technique. For proper operation (e.g., maintaining alignment between the camshafts 84 and the corresponding support structure 54 of the cam carrier 50), the camshaft support structure 54 of the cam carrier must not be pulled or squeezed. However, the camshafts 84 are positioned almost directly above the bolts 70, and tightening the base 20 and the cam carrier 50 against the block 30 and cylinder head 40 using the through bolts 70 has the effect of pulling or bending the cam carrier 50 toward the base 20.To decouple the tensile effect on the cam carrier 50 from the camshaft support structure 54 caused by the through bolts 70, the cam carrier includes a base part 52 and a narrow neck part 56, which couples the camshaft support structure to the base part 52. The inclusion of the narrow neck parts 56 creates a physical gap 58 between the base part and the camshaft support structure 54. In some implementations, such as in . Fig. As shown in Figure 1, the cam carrier 50 has an essentially I-shaped cross-section. Although the base part 52, the neck 54, and the camshaft support structure 54 are formed from a single, monolithic construction, the gap 58 allows the base part 52 to be pulled against the cylinder head 40 or bent without correspondingly pulling or bending the camshaft support structure 54.

[0016] The engine 10 includes various other features necessary for its operation. For example, the engine 10 includes a crankshaft positioned between the base 20 and the block 30, with a plurality of main journals 80 of the crankshaft positioned in a crankshaft bore 81 defined between opposing, semicircular recesses formed in the base and block. Furthermore, the engine 10 may include balance shafts with one or more journals positioned in the base 20. Also included, although not shown, is a plurality of pistons movable within the respective combustion cylinders between the cross plates.

[0017] The engine 10, which is in Fig. 1 and Fig. Figure 2 is particularly applicable to a diesel-powered engine with compression ignition, which requires a less complex valve train support structure 54 in the cam carrier 50 compared to gasoline-powered engines with spark ignition. Addressing the additional complexity of the cam carrier and drive for lighter engines, Fig. 3 and Fig. Figure 4 shows a cross-section of an engine 110, which is powered by a gasoline, ethanol, or gaseous fuel using spark ignition techniques. The engine 110 shares similar characteristics with the engine 10, with similar numbers referring to similar features. Indeed, in certain implementations, the base 120, block 130, and cylinder head 140 of engine 110 have the same configuration as the base 20, block 30, and cylinder head 40 of engine 10. However, the cam carrier 150 is specifically configured for use as an engine with spark ignition, while the cam carrier 50 is specifically configured for use as an engine with compression ignition.

[0018] Despite the added complexity of cam carrier 150 and the need for lighter materials to accommodate this increased complexity, the cam carrier must still be capable of withstanding the desired high peak cylinder pressure of engine 110. For this reason, cam carrier 150 incorporates a valve train support part 180 and a separate bolted fastening part 182. The valve train support part 180 can be made of a lightweight material such as aluminum, and the bolted fastening part 182 can be made of a high-strength material such as steel or iron.

[0019] The bolt fastening part 182 is a plate-like element that includes openings 178 with internal threads for receiving and screwing in the threaded ends 173 of the bolts 170. Accordingly, the bolt fastening part 182 is attached to the cylinder head 140 to hold the cylinder head 140 and block 130 pressed together. The high-strength material of the bolt fastening part 182 can withstand the high peak cylinder pressure of the engine 110. The bolt fastening part 182 may include additional features such as assembly aid bolts, injector bore seals, and spark plug tubes. To distribute the head bolt load evenly over the entire bolt fastening part 182, the openings 178 are all connected by a plurality of ribs 183 extending between the openings.

[0020] The valve train support part 180 is positioned above the bolt mounting part 182 and essentially spreads it apart. The support part 180 includes a side wall 200 that surrounds an outer periphery of the support part to contain the valve train support features (e.g., cam pins, tappet bores, chain tensioner mounting pad, lubricant control valve mounts, and lubrication system components) of the support part laterally within the boundaries of the side wall 200. The side wall 200 includes engagement features (e.g., openings) for enabling direct coupling of the support part 180 to the cylinder head 140. In this way, the bolt mounting part 182 and the valve train support part 180 are coupled separately or individually directly to the cylinder head 140, with the support part 180 surrounding the bolt mounting part. The cover 160 is attached to the side wall 200 to enclose the valve train support features and the screw fastening part 182 above the cylinder head 140.The side wall 200 also has the function of raising the surface of the cam carrier 150 to which the cover 160 is attached, thus reducing the operating height of the motor 110.

[0021] With reference to Fig. Figures 5-8 show a top view of the valve train support part 180, with corresponding components omitted to improve clarity in describing the features of this disclosure. As in Fig. As shown in Figure 5, the side wall 200 laterally incorporates a valve train support and actuation system 202 and a valve train lubrication system 220. The system 202 includes a double adjuster 210, which is rigidly fixed in relation to and within the side wall 200. The double adjuster 210 is operatively coupled to an intake camshaft or pivot 184, which has a plurality of cam hump groups 194. Each cam hump group 194 is associated with a corresponding intake valve of the engine 110 and includes double high-lift humps and a low-lift hump between the high-lift humps. The cam hump groups 194 are each associated with a corresponding tappet 190, which is translatably movable in an intake bore 192 formed in the cam carrier 150 to actuate an intake valve.

[0022] The intake camshaft 184 is rotatably mounted on the valve train support 180 via a plurality of bearings secured by corresponding caps 196. The intake camshaft 184 is rotated by a belt or chain driven by the engine's crankshaft. The dual adjuster 210 is configured to adjust the timing or phase of the intake valves by adapting the crankshaft rotation. The dual adjuster 210 is actuated by lubrication pressure. Specifically, the dual adjuster 210 is controlled by adjusting the properties (e.g., pressure) of the lubrication (e.g., oil) received by the adjuster. The pressure adjustment associated with each adjuster of the dual adjuster 210 is achieved by the respective lubrication control valves 211, 213 in lubrication-receiving communication with a lubricant source, e.g., a reservoir. B. Lubrication supply line 260 (see e.g. Fig. 9) controlled.

[0023] The valve train support and actuation system 202 also includes an exhaust camshaft or pivot 185 with a plurality of bumper groups 195. The bumper groups 195 are similar to the bumper groups 194, except that each bumper group 195 is associated with a respective exhaust valve of the engine 110. Each exhaust valve is actuated by a respective tappet 191, which is transversely movable in an exhaust bore 193 formed in the valve train support 180 to actuate an exhaust valve. The exhaust camshaft 185 is rotatably mounted on the valve train support 180 via a plurality of bearings secured by corresponding caps 197. The exhaust camshaft 185 is rotated by a belt or chain driven by the camshaft 181 of the engine 110. The tension of the belt or chain can be controlled by a tensioner 204, which is mounted on the valve train support part 180 in the side wall 200.

[0024] The inlet and outlet tappets 190, 191 each comprise an outer tappet part 230, 231 and an inner tappet part 232, 233. The inner tappet parts 232, 233 are translationally movable with openings formed in the outer tappet parts 230, 231. The actuation of the inner tappet parts 232, 233 relative to the outer tappet parts 230, 231 is enabled by modulating the pressure of a lubricant in fluidic contact with the inner tappet parts. In an engine operating mode where a low valve lift is desired, the inner tappet parts remain in contact with the middle low-lift humps of each of the cam hump groups 194 and 195, respectively. In this way, the rotation of the low-lift humps causes a low lift of the valves connected to the tappets 190 and 191.However, for engine operating modes in which a high valve lift is desired, the outer tappet parts 230, 231 are pressurized to remain in contact with the double high-lift humps of each of the cam hump groups 194 and 195, respectively. In this way, the rotation of the high-lift humps causes a high lift of the valves associated with the tappets 190, 191.

[0025] The valve train lubrication system 220 of the valve train support 180 includes first and second intake lubrication galleries 222, 224, and first and second exhaust lubrication galleries 226, 228. The lubrication galleries 222, 224, 226, 228 are integrated into the valve train support 180 and contained in the side wall 200. The first intake and exhaust galleries 222, 226 are in lubricant-receiving communication with a lubricant source (not shown) via a supply line 226. Furthermore, each of the first intake and exhaust galleries 222, 226 includes a plurality of supply lines 223 in lubricant-supply communication with the respective intake and exhaust tappets 190, 191 for lubricating the tappets during operation.The first inlet and outlet galleries 222, 226 also include a variety of supply lines 225 in lubricant supply communication with the respective inlet and outlet cam pins 184, 185 for the lubrication of the pins during use.

[0026] The second inlet and outlet galleries 224, 228 are in lubricant-receiving communication with the first inlet and outlet galleries 222, 226 via a lubricant control valve 212 located in the valve train support 180. Each of the second inlet and outlet galleries 224, 228 includes a plurality of supply lines 225 in lubricant supply communication with the respective inner tappet part 132, 133 of the inlet and outlet tappets 190, 191. In a high-stroke operating mode of the engine 110, the lubricant control valves 212 are controlled to allow lubrication into the second inlet and outlet galleries 224, 228 and the associated supply lines 225 to pressurize the inner tappet parts 132, 133.During the transition from high-lift to low-lift operating mode, the lubricant control valves 212 are closed to restrict (e.g., block) the lubricant supply to the second inlet and outlet galleries 224, 228. The lubrication in the second inlet and outlet galleries 224, 228 is recirculated or flows back into the first inlet and outlet galleries 222, 226 via corresponding openings 242, 252 formed in the valve train support 180. In the illustrated embodiment, the valve train support 180 includes four lubricant control valves 212, each controlling the flow of lubricant into a respective section of the second inlet and outlet galleries 224, 228, in order to actuate fewer than all inlet or outlet valves in high-lift mode.

[0027] In the description above, certain terms may be used, such as "up," "down," "upper," "lower," "horizontal," "vertical," "left," "right," and the like. These terms are used, where appropriate, to provide clarity in describing relative relationships. However, these terms are not intended to imply absolute relationships, positions, and / or orientations. For example, with respect to an object, an "upper" face can become a "lower" face simply by flipping the object. It is nonetheless the same object. Furthermore, the terms "including," "comprising," "containing," and variations thereof mean "including but not limited to," unless explicitly stated otherwise.A list of items does not imply that any or all of the items are mutually exclusive and / or mutually inclusive, unless explicitly stated otherwise. The terms "a," "an," "a," and "the" also refer to "one or more," unless explicitly stated otherwise.

[0028] Additional instances in this specification where one element is "coupled" to another may include direct and indirect coupling. Direct coupling may be defined as an element that is coupled to another element and is in direct contact with it. Indirect coupling may be defined as a coupling between two elements that are not in direct contact with each other, but have one or two additional elements located between the coupled elements. Furthermore, as used herein, the attachment of one element to another may include both direct and indirect attachment. Also, "next to," as used herein, does not necessarily mean contact. For example, an element may be adjacent to another element without being in contact with it.

Claims

[1] Internal combustion engine (10) comprising: a base (20), a cylinder block (30) attached to the base (20), a cylinder head (40) which is attached to the block (30), a structural overhead component (50, 150) attached to the cylinder head (40) such that the cylinder head (40) is positioned between the cylinder block (30) and the structural overhead component (50, 150), and at least one through bolt (70) located in a through bolt opening (72, 74, 76, 78), wherein the through bolt opening (72, 74, 76, 78) extends from the base (20) to the structural overhead component (50, 150) through the cylinder block (30) and the cylinder head (40) to couple the base (20), the cylinder block (30), the cylinder head (40) and the structural overhead component (50, 150). [2] Internal combustion engine (10) according to claim 1, wherein a base material of the base (20) and a structural overhead component material of the structural overhead component (50) have a higher strength and a higher specific weight than a cylinder block material of the cylinder block (30) and a cylinder head material of the cylinder head (40). [3] Internal combustion engine (10) according to claim 2, wherein the base material and the structural overhead component material comprise the same material. [4] Internal combustion engine (10) according to claim 2, wherein the cylinder block material and the cylinder head material comprise the same material. [5] Internal combustion engine (10) according to claim 2, wherein the base material and the structural overhead component material comprise different materials. [6] Internal combustion engine (10) according to claim 2, wherein the cylinder block material and the cylinder head material comprise different materials. [7] Internal combustion engine (10) according to claim 2, wherein the cylinder block material and the cylinder head material comprise aluminium, and wherein the base material and the structural overhead component material comprise at least either iron and / or steel. [8] Internal combustion engine (10) according to claim 1, wherein a part of the through-bolt opening (72, 74, 76, 78) in the base (20) or the structural overhead component (50, 150) comprises a thread formation configured to engage with the at least one through-bolt (70) via corresponding threads (173) on the at least one through-bolt (70). [9] Internal combustion engine (10) according to claim 1, wherein a part of the through-bolt opening (72, 74, 76, 78) in the structural overhead component (50, 150) comprises a thread formation configured to engage with the at least one through-bolt (70) via corresponding threads (173) on the at least one through-bolt (70). [10] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) comprises a cam carrier (50) configured to accommodate and hold intake and exhaust camshafts. [11] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) comprises a base part (52), a camshaft support structure (54) and a neck part (56) which couple the camshaft support structure (54) to the base part (52) and provide a distance between the base part (52) and the camshaft support structure (54), and wherein the through-bolt opening (78, 178) is positioned in the base part (52). [12] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) includes a screw fastening part (182) which is shaped as a plate, wherein the screw fastening part (182) includes the through-bolt opening (78, 178), and wherein the structural overhead component (50, 150) includes a valve train carrier (180) of each screw fastening part (182) and the valve train carrier (180) directly coupled to the cylinder head (40). [13] Internal combustion engine (10) according to claim 12, wherein the valve train carrier (180) comprises aluminium, and wherein the screw fastening part (182) comprises at least either iron and / or steel. [14] Internal combustion engine (10) according to claim 12, wherein the screw fastening part (182) comprises a plurality of load distribution openings (178) which are connected by a plurality of ribs (183). [15] Internal combustion engine (10) according to claim 12, wherein the valve train carrier (180) comprises a side wall (200) which includes an outer periphery of the screw fastening part (182). [16] Internal combustion engine (10) according to claim 15, wherein the side wall (200) further comprises a valve train lubrication system (220) comprising one or more lubrication galleries (222, 224, 226, 228). [17] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) has a cam carrier (50), wherein the cam carrier (50) is attached to the cylinder head (40) of the internal combustion engine (10) and has: a camshaft support element (54) which supports a camshaft (84), a base part (52) configured to receive the through bolt (70), and a neck part (56) which is positioned between the camshaft support part (54) and the base part (52) and couples them, defining a gap (58) under the camshaft (84) between the camshaft support part (54) and the base (20). [18] Internal combustion engine (10) according to claim 17, wherein the base part (52) comprises a thread formation configured to engage with at least one through bolt (70) via corresponding threads (173) on the at least one through bolt (70). [19] Internal combustion engine (10) according to claim 17, wherein the base part (52) comprises a plurality of load distribution openings (78, 178) which are connected by a plurality of ribs (183). [20] Internal combustion engine (10) according to claim 17, wherein the camshaft support part (54) comprises a side wall (200) which includes an outer periphery of the base part (52). [21] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) has a cam carrier (150), wherein the cam carrier (150) is attached to the cylinder head (40) of the internal combustion engine (10) and has: a valve train support part (180) made of a first material, wherein the valve train support part (180) is mounted directly on the cylinder head (40), and a screw fastening part (182) made of a second material, wherein the screw fastening part (182) is configured to accommodate the through bolt (70) and is mounted directly on the cylinder head (40) independently of the valve train support part, wherein the valve train support (180) surrounds the screw fastening part (182). [22] Internal combustion engine (10) according to claim 21, wherein the first material comprises aluminium, and wherein the second material comprises at least either steel and / or aluminium. [23] Internal combustion engine (10) according to claim 21, wherein the screw fastening part (182) comprises a plurality of load distribution openings (78, 178) which are connected by a plurality of ribs (183). [24] Internal combustion engine (10) according to claim 21, wherein the valve train carrier (180) comprises a side wall (200) which includes an outer circumference of the screw fastening part (182). [25] Internal combustion engine (10) according to claim 24, wherein the side wall (200) further comprises a valve train lubrication system (220) comprising one or more lubrication galleries (222, 224, 226, 228). [26] Internal combustion engine (10) according to claim 1, wherein the structural overhead component (50, 150) has a cam carrier (150) which: a side wall (200) that surrounds a room, a valve train support system (202) positioned in the space, the valve train support system comprising an adjuster (210), an intake camshaft (184), an exhaust camshaft (185), a plurality of intake tappets (190) and a plurality of exhaust tappets (191), each of the tappets (190, 191) having an inner part movable with respect to an outer part, and a valve train lubrication system (220) which is positioned in space, the valve train lubrication system (220) comprising first intake and exhaust lubrication galleries (222, 226), second intake and exhaust lubrication galleries (224, 228), a plurality of supply lines (223) which fluidically couple the first intake lubrication gallery (222) and the intake camshaft (184), a plurality of supply lines (223) which fluidically couple the first exhaust lubrication gallery (226) and the exhaust camshaft (185), a plurality of supply lines (223) which fluidically couple the first intake lubrication gallery (222) and the plurality of intake tappets (190), a plurality of supply lines (223) which fluidically couple the first exhaust lubrication gallery (226) and the exhaust tappets (191), a plurality of lubricant control valves (211, 212, 213), which control the flow of lubrication between the first inlet and outlet lubrication galleries (222, 226) and the second inlet and outlet lubrication galleries (224, 228),a plurality of supply lines (223) that fluidically couple the second inlet lubrication gallery (224) and the inlet tappets (190), and a plurality of supply lines (223) that fluidically couple the second outlet lubrication gallery (228) and the plurality of outlet tappets (191).

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