Cylinder head system

Abstract

In order to enable the cylinder heads (10a, 10b) to be easily adapted to different combustion methods and / or fuels during production, the first cylinder head (10a) and the second cylinder head (10b) are produced on the same production line (2), wherein the first cylinder head (10a) and the second cylinder head (10b) are each provided with a group of cylinder head screw bores (11a, 11b) in the same production line (2), said cylinder head screw bores being designed for the first cylinder head (10a) and the second cylinder head (10b) are substantially identical in number, position and size, wherein the first cylinder head (10a) is provided with at least one further cylinder head screw bore (12) and at least one injector bore (18) is formed in the second cylinder head (10b) at a substantially identical position instead of the further cylinder head screw bore (12).

Description

[0001] Cylinder head system

[0002] The invention relates to a cylinder head system for internal combustion engines, particularly for commercial vehicles, especially those operable with different combustion processes and / or fuels. Furthermore, the invention relates to a cylinder head for this cylinder head system and a method for producing at least two cylinder heads of the cylinder head system designed for different combustion processes.

[0003] Cylinder heads for compression-ignition internal combustion engines and cylinder heads for spark-ignition internal combustion engines are currently either manufactured on different production lines or the same production line is used. However, with spark-ignition internal combustion engines, significant compromises in fuel consumption and power output must be accepted, which are unacceptable, especially for spark-ignition internal combustion engines with internal mixture formation. Furthermore, new production lines have been opened, particularly when changes or modifications to layouts, combustion processes, and / or fuels occur. This is not possible for commercial vehicles due to their long service life, or would be too costly.

[0004] The object of the invention is to develop a cylinder head system which enables easy adaptation of the cylinder heads to different combustion processes and / or fuels during production.

[0005] According to the invention, this is achieved in that the cylinder head system has at least a first cylinder head - in particular for a self-igniting internal combustion engine - and a second cylinder head - in particular for a spark-ignited internal combustion engine - wherein

[0006] • the first cylinder head and the second cylinder head each have a group of cylinder head screw holes which are essentially the same in number, position and dimension, wherein

[0007] • the first cylinder head has at least one further cylinder head screw bore in at least one first cylinder and the second cylinder head has at least one injector bore in at least one second cylinder instead of the further cylinder head screw bore at a substantially identical position.

[0008] In one embodiment of the invention, it is provided that the first cylinder head and the second cylinder head • have a substantially identical valve pattern with substantially identical positions of inlet openings and outlet openings, with substantially identical valve guides, identical inlet valves and substantially identical outlet valves and / or

[0009] • have a substantially identical valve train structure with substantially identically arranged camshafts, substantially identically arranged camshaft bearings and substantially identically arranged valve levers.

[0010] Preferably, the first cylinder head and the second cylinder head have substantially identical transitions for coolant and lubricant in the fire deck to a cylinder block connectable to the cylinder head. Further preferably, the first cylinder head and the second cylinder head each have a substantially identical arrangement and design of a central bore arranged in the region of a cylinder axis for receiving a central component opening into the cylinder.

[0011] Essentially identical here means that there is a match in position, quality, shape, and / or geometry between the identical elements, possibly taking into account defined minor deviations, for example, resulting from casting tolerances, manufacturing tolerances, and machining tolerances. These defined minor deviations may, for example, amount to a maximum of 5% of a corresponding characteristic reference value.Characteristic reference values ​​can be, for example, the diameter of the cylinder head screw bores, the distance between the cylinder head screw bores and / or the distance of the cylinder head screw axis from a cylinder axis, the distance of a crossover from a reference axis, the cross section of a crossover, the distance of a valve axis of an intake valve or exhaust valve from a cylinder axis and / or from another valve axis, the distance of a camshaft axis and / or camshaft bearing and / or valve levers from an engine longitudinal center plane, the distance of the camshaft axis and / or camshaft bearing and / or valve levers from a cylinder head sealing plane, the type of valve lever, the diameter of a central bore or similar.

[0012] The first cylinder head and the second cylinder head have almost identical cylinder head bores. In detail, the first cylinder head has one more cylinder head bore for at least one cylinder – namely the wider cylinder head bolt bore – than the second cylinder head. In other words, the second cylinder head has at least one fewer cylinder head bolt bore per cylinder than the first cylinder head. By omitting a cylinder head bolt in at least one cylinder, there is space in the second cylinder head for an injector bore to accommodate an injector for direct fuel injection or blowing into the combustion chamber or for indirect fuel injection or blowing into an intake manifold.

[0013] Within the scope of the invention, it was surprisingly discovered that spark-ignition internal combustion engines cope better with low cylinder injection pressures than compression-ignition engines. This makes it possible to omit at least one cylinder head bolt in the second cylinder head.

[0014] In particular, the second cylinder head is designed with an injector bore instead of the additional cylinder head bolt bore. The injector bore in the second cylinder head is located essentially in the same position as the additional cylinder head bore in the first cylinder head.

[0015] In a specific embodiment of the invention, the first cylinder head has six cylinder head bolt holes and the second cylinder head has five cylinder head bolt holes. However, the principle of the invention is also suitable for other numbers of cylinder head bolts.

[0016] Advantageously, the additional cylinder head bolt bore of the first cylinder head is arranged in a first transverse engine plane containing a first cylinder axis of the first cylinder head, preferably in the region of a first intake bridge between two first intake ports of the first cylinder head. Accordingly, the injector bore of the second cylinder head is arranged in a second transverse engine plane containing a second cylinder axis of the second cylinder head, preferably in the region of a second intake bridge between two second intake ports of the second cylinder head.

[0017] In one embodiment of the invention, the first cylinder head and the second cylinder head have intake valves and exhaust valves with essentially identical valve patterns. A valve pattern refers to the number, positioning, and arrangement of intake valves and exhaust valves. The valve pattern can, in particular, also include the dimensions of the intake valves and exhaust valves.

[0018] The first cylinder head and the second cylinder head can each have, for example, a parallel valve pattern, with two centers of the intake ports and / or exhaust ports spanning a straight line that runs parallel to a longitudinal engine plane or a transverse engine plane. In other words, with a parallel valve pattern, the stroke axes of at least two adjacent intake valves and / or exhaust valves span a plane that runs parallel to a longitudinal engine axis.

[0019] Alternatively, the first and second cylinder heads can each have a rotated valve pattern, with two centers of the intake ports and / or exhaust ports spanning a straight line that runs at an angle to a longitudinal engine plane or a transverse engine plane. Or, to put it another way: With a rotated valve pattern, the stroke axes of at least two adjacent intake valves and / or exhaust valves span a plane that runs at an angle to a longitudinal engine axis or a transverse engine axis.

[0020] The stroke axes of at least two adjacent intake valves and exhaust valves each span a plane which is inclined to a longitudinal engine axis or a transverse engine axis.

[0021] The cylinder heads advantageously have two exhaust openings per cylinder, each controllable by an exhaust valve, which can be connected to at least one exhaust port.

[0022] Furthermore, the cylinder heads advantageously have two intake ports per cylinder, each controllable by an intake valve, which are fluidly connected to at least one intake port, wherein at least one intake port leading to an intake valve is preferably designed to generate swirl or tumble. In one embodiment of the invention, each intake port is fluidly connected to an intake port, wherein the intake ports extend from separate lateral intake flange openings. In another embodiment of the invention, the two intake ports are fluidly connected to a common intake port extending from a lateral intake flange opening.

[0023] Preferably, the intake flange openings are arranged on different sides of a transverse engine plane containing the cylinder axis, with the intake ports preferably being arranged symmetrically to the transverse engine plane. Advantageously, the additional cylinder head bolt bore is arranged between two first intake ports in the first cylinder head, and the injector bore is arranged between two second intake ports in the second cylinder head.

[0024] In a further embodiment of the invention, the cylinder heads each have at least one camshaft, with the camshaft preferably being arranged on an exhaust side of the respective cylinder head module. Advantageously, the number and arrangement of the camshafts are the same for the first cylinder head and the second cylinder head. Advantageously, the cylinder heads each have at least one valve lever, preferably designed as a rocker arm. Preferably, the number and arrangement of the valve levers are the same for the first cylinder head and the second cylinder head.

[0025] In one embodiment of the invention, it is provided that the cylinder heads each have a central bore in the region of the cylinder axis for receiving a central component opening into a combustion chamber cover surface.

[0026] The problem is further solved with a cylinder head for the cylinder head system, which has five cylinder head screw bores in at least one cylinder, wherein the cylinder head screw bores are each arranged in the region of a first, second, third, fourth and fifth corner of a - preferably substantially equilateral or regular - virtual hexagon and wherein the injector bore is arranged in the region of a sixth corner of the virtual hexagon.

[0027] The object of the invention is further achieved by a method for producing at least two cylinder heads of the cylinder head system designed for different combustion processes in that the first cylinder head and the second cylinder head are produced on the same production line, wherein the first cylinder head and the second cylinder head are produced in the same production line with

[0028] • each be provided with a group of cylinder head screw holes, which are essentially the same in number, position and dimension, whereby

[0029] • the first cylinder head is provided with at least one further cylinder head screw bore and at least one injector bore is formed in the second cylinder head in place of the further cylinder head screw bore at a substantially identical position and

[0030] • wherein preferably in the first cylinder head and in the second cylinder head substantially identical transitions for coolant and lubricant are formed in the fire deck for connection to a cylinder block which can be connected to the cylinder head, and wherein preferably the first cylinder head and the second cylinder head are produced in the same production line with

[0031] • the same valve pattern with the same valve positions, the same valve guides, the same intake valves and the same exhaust valves, • the essentially the same valve train structure with essentially the same camshafts, essentially the same camshaft bearings, essentially the same valve levers, essentially the same valve lever axes and essentially the same valve lever bearings.

[0032] According to one embodiment of the invention, the first cylinder head and the second cylinder head in the same production line are each provided with a central bore arranged in the region of the cylinder axis for receiving a central component opening into the cylinder, with the substantially identical arrangement and the substantially identical design.

[0033] The object is further achieved according to the invention by using a first cylinder head for a first internal combustion engine operating according to the diesel combustion process and a second cylinder head for a second internal combustion engine operating according to the Otto combustion process in that the second internal combustion engine has one cylinder head screw less per cylinder than the first internal combustion engine, wherein in the second internal combustion engine, instead of a cylinder head screw, a fuel injector opening into a combustion chamber cover surface or a low-pressure fuel injector opening into an inlet channel is arranged in the injector bore.

[0034] Within the scope of the invention, the fuel is introduced directly into the combustion chamber via the fuel injector in the combustion chamber cover surface, for example when hydrogen is used as fuel, at a pressure in the range of approximately 15 bar to approximately 40 bar (depending on a load range).

[0035] The invention will be explained in more detail below with reference to the exemplary embodiments shown in the figures, which schematically show

[0036] Fig. 1 shows a first cylinder head in a plan view,

[0037] Fig. 2 shows the first cylinder head in a section along the line II-II in Fig. 1,

[0038] Fig. 3 shows a second cylinder head in a first embodiment in a plan view,

[0039] Fig. 4 this second cylinder head in a section along the line IV-IV in Fig. 3,

[0040] Fig. 5 shows a second cylinder head in a second embodiment in a plan view and Fig. 6 shows a production line for machining and manufacturing cylinder heads with the cylinder head system according to the invention.

[0041] Reference numbers "..a" refer to the first cylinder head and its "first" components, reference numbers "..b" refer to the second cylinder head and its "second" components.

[0042] The cylinder head system 1 according to the invention uses a modular cylinder head manufacturing concept for producing first cylinder heads 10a and second cylinder heads 10b on the same production line 2 (production line). First 10a and second cylinder heads 10b, which are manufactured on this single production line 2, are also referred to herein as cylinder head modules. In the production line 2, several processing stations 3 are connected by material flow systems based on the line principle (see Fig. 6). If necessary, buffer lines for the cylinder head modules (not shown) can be integrated into the production line 2 to compensate for cycle differences, setup times, or short-term malfunctions in individual components.

[0043] The cylinder head modules are designed for internal combustion engines that operate with various combustion processes—self-ignited or spark-ignited—and / or different fuels. The first cylinder heads 10a, for example, are suitable for self-igniting fuels such as diesel fuel, while the second cylinder heads 10b are suitable for spark-ignited fuels such as natural gas, hydrogen, ethanol, and methanol.

[0044] Figs. 1 and 2 show a first cylinder head 10a and Figs. 3 to 5 show second cylinder heads 10b.

[0045] The first cylinder heads 10a and the second cylinder heads 10b each have a group of cylinder head bolts 11a, 11b, which are essentially identical in number, position, and dimensioning. In addition, the first cylinder head 10a has at least one further cylinder head bolt bore 12a for at least one cylinder 13a - preferably per cylinder 13a. The further cylinder head bolt bore 12a is arranged in the region of a first transverse engine plane öa containing a first cylinder axis 14a of the first cylinder head 10a, which is normal to the first longitudinal engine plane sa spanned by the first cylinder axes 14a of a plurality of first cylinders 13a, for example in the region of a first intake valve bridge 15a between two intake openings 16a of the first cylinder head 10a.In the area of ​​a first inlet / exhaust valve bridge 17a between a first inlet opening 16a and a first outlet opening 21a, a high-pressure fuel injector for direct fuel injection into the combustion chamber is arranged in the first cylinder head 10a (see Fig. 1). All cylinder head bolt bores 11a, 12, i.e. the group of first cylinder head bolt bores 11a and the at least one further cylinder head bolt bore 12 together, are evenly distributed in each cylinder 13a in the first cylinder head 10a and are arranged, for example, in the shape of an equilateral or regular first hexagon Sa. The number and dimensions of the cylinder head bolts accommodated by the first cylinder head bolt bores 11a, 12 are designed for the maximum forces occurring in a diesel combustion process.These six cylinder head bolts per cylinder 13a thus enable the high peak pressure required for the diesel combustion process, but in a spark-ignition combustion process, they would not allow for optimal placement of a fuel injector for mixture formation, especially a high-pressure fuel injector for direct injection into the combustion chamber. Possible positions for a low-pressure fuel injector for intake manifold injection in a spark-ignition combustion process are indicated in Fig. 1 by reference symbol PI. Reference symbol Z indicates the possible location of an ignition source for a spark-ignition combustion process.

[0046] The second cylinder head 10b is designed with one fewer cylinder head bolt bore than the first cylinder head 10a in at least one second cylinder 13b—for example, every second cylinder 13b. In the exemplary embodiments illustrated in Figs. 3 and 4, the second cylinder head 10b has five second cylinder head bolt bores 11b in at least one second cylinder 13b—preferably per second cylinder 13b—while the corresponding first cylinder head 10a—as already mentioned—is designed with a total of six cylinder head bolt bores 11a, 12.The five second cylinder head bolt bores 11b of the second cylinder head 10b can—as in the first cylinder head 10a—be arranged in the region of a first, second, third, fourth, and fifth corner of a virtual—for example, equilateral or regular—second hexagon Sb, with an injector bore 18 arranged in the region of a sixth corner of the virtual second hexagon Sb. The second hexagon Sb can correspond in shape and dimensions to the first hexagon Sa of the first cylinder head 10a.

[0047] The second cylinder head 10b therefore has at the location of the further cylinder head screw bore 12 of the first cylinder head 10a at a substantially identical position - i.e. in the region of a second inlet valve bridge 15b between two second inlet openings 16b - at least one injector bore 18 for receiving a fuel injection device 19.

[0048] Furthermore, the first cylinder head 10a and the second cylinder head 10b each have a substantially identical valve pattern 20a, 20b with substantially identical positions of the inlet openings 16a, 16b and outlet openings 21a, 21b, with substantially identical valve guides, the same inlet valves 22a, 22b and substantially identical outlet valves 23a, 23b (see Fig. 1, 3, 5).

[0049] The valve pattern 20a, 20b refers to the number, positioning, and arrangement of intake valves 22a, 22b and exhaust valves 23a, 23b—as viewed from above. The valve pattern 20a, 20b can also include, in particular, the dimensions of the intake valves 22a, 22b and exhaust valves 23a, 23b.

[0050] The valve pattern 20a, 20b of each cylinder head 10a, 10b can be twisted or parallel.

[0051] In a parallel valve pattern 20a, 20b - shown in Figs. 1, 3, 5 - the centers of the inlet openings 16a, 16b and the outlet openings 21a, 21b are arranged on straight lines gl, g2, g3, g4, as viewed in a plan view of the inlet openings 16a, 16b and the outlet openings 21a, 21b, which are arranged parallel or normal to a longitudinal center plane sa, sb spanned by the cylinder axes 14a, 14b. In contrast, in a rotated valve pattern 20a, 20b (not shown in detail), the centers of the inlet openings 16a, 16b and the outlet openings 21a, 21b are arranged on corresponding straight lines gl, g2, g3, g4, which enclose an angle not equal to 0 with the longitudinal center plane sa, sb. The centers of the inlet openings 16a, 16b and outlet openings 21a, 21b are defined by the intersection points of the stroke axes 220a, 220b and 230a, 230b with the cross sections of the inlet openings 16a, 16b and outlet openings 21a, 21b, respectively.

[0052] Furthermore, each cylinder head 10a, 10b has a valve train structure 24a, 24b with at least one camshaft 25a, 25b mounted in the cylinder head 10a, 10b via camshaft bearings for actuating intake valves 22a, 22b and exhaust valves 23a, 23b via valve lever bearings, also mounted in the cylinder head 10a, 10b. At least one camshaft 25a, 25b is arranged on an exhaust side of the cylinder head 10a, 10b. The valve axes 220a, 220b of the intake valves 22a, 22b and the valve axes 230a, 230b of the exhaust valves 23a, 23b can be parallel or inclined to one another. The valve train structures 24a, 24b can be designed essentially the same for the first cylinder head 10a and the second cylinder head 10b (Fig. 2, 4).

[0053] The first cylinder head 10a and the second cylinder head 10b can thus have a substantially identical valve train structure 24a, 24b with substantially identical camshafts 25a, 25b, substantially identical camshaft bearings, substantially identical valve levers 26a, 26b, substantially identical valve lever axes 27a, 27b, and substantially identical valve lever bearings. Furthermore, the first cylinder head 10a and the second cylinder head 10b can have substantially identically arranged and designed transitions (not shown) for coolant and lubricant in the fire deck to a cylinder block connectable to the cylinder head 10a, 10b.

[0054] Furthermore, the first cylinder head 10a and the second cylinder head 10b can each have a substantially identical arrangement and design of a central bore 28a, 28b arranged in the region of a cylinder axis 14a, 14b for receiving a central component 29a, 29b opening into the combustion chamber cover surface 34a, 34b. This central component 29a, 29b can be a prechamber or a high-pressure fuel injector in the first cylinder head 10a and an ignition source Z in the second cylinder head 10b.

[0055] Each cylinder head 10a, 10b has an inlet channel structure 11a, 11b with at least one inlet channel 12a, 12b and two inlet openings 13a, 13b and an exhaust channel structure 16a, 16b with at least one exhaust channel 17a, 17b with two exhaust channel openings 18a, 18b.

[0056] The exhaust channel structure 30a, 30b is essentially identical in the first cylinder head 10a and the second cylinder head 10b and has, for example, a common inlet channel 31a, 31b extending from the outlet openings 21a, 21b for each cylinder.

[0057] The intake port structure 32a, 32b can also be designed essentially identically in the first cylinder head 10a and the second cylinder head 10b and each have a common or individual intake ports 33a, 33b leading to the intake openings 16a, 16b. In the case of separate intake ports 33a, 33b, these can originate from separate, for example, lateral intake flange openings (not shown), which can be arranged on different sides of the transverse engine plane öa, öb containing the cylinder axis 14a, 14b. At least one intake opening 16a, 16b or one intake port 33a, 33b can be designed to generate swirl, as indicated by the arrows in Figs. 1, 3 and 5.

[0058] However, since different combustion processes require different flow and fuel injection conditions, it is usually advantageous to adapt the intake port structure 32a, 32b in the first cylinder head 10a and the second cylinder head 10b to the respective requirements and spatial conditions.

[0059] The intake port structure 32a of the first cylinder head 10a can be designed—as indicated in Fig. 1—with two individual first intake ports 33a (see dashed lines), each leading to a first intake port 16a, or with one intake port 33a common to both first intake ports 16a (see solid lines). In the case of two individual first intake ports 33a, these are routed next to or around the additional cylinder head bolt bore 12.

[0060] In the first embodiment of a second cylinder head 10b designed for spark-ignited fuels shown in Figs. 3 and 4, an injector bore 18 for a fuel injector 181 opening into the second combustion chamber cover surface 34b for the direct injection of fuel into the combustion chamber is arranged in place of the further cylinder head bolt bore 12 approximately in the region of the second intake valve bridge 15b between the two second intake openings 16b. As can be seen from Fig. 3, the second intake ports 33b of the second intake port structure 32b are routed on both sides of the injector bore 18. Optionally, additional low-pressure fuel injectors can be arranged at positions P2.

[0061] Fig. 5 shows a second embodiment of a second cylinder head 10b designed for intake manifold injection of a spark-ignited fuel, having a second intake port structure 32b in which a single common second intake port 33b leads to the two intake openings 16b. The common intake port 33b and the injector bore 18 for a low-pressure fuel injector 182 opening into the second intake port 33b are arranged at the position of the further cylinder head bolt bore 12 of the first cylinder head 10a. This positioning of the low-pressure fuel injector 182 is particularly advantageous for homogenizing the fuel-air mixture. In particular, in the second cylinder head 10b, the second intake port structure 32b can be designed symmetrically to the second engine transverse plane öb.

[0062] The method according to the invention for producing at least two cylinder heads 10a, 10b of the cylinder head system 1 designed for different combustion processes provides that the first cylinder head 10a and the second cylinder head 10b are produced in separate production processes on the same production line 2 (Fig. 6).

[0063] During the manufacturing process of the first cylinder head 10a in the production line 2, a first group of first cylinder head screw bores 11a with a defined number, position and dimension as well as a further cylinder head screw bore 12 at a defined position are formed in the first cylinder head 10a.

[0064] During the manufacturing process of the second cylinder head 10b in the same production line 2, a second group of second cylinder head bolt bores 11b with a defined number, position, and dimension is formed into the second cylinder head 10b. The number, position, and dimension of the second group of second cylinder head bolts 10b correspond to the number, position, and dimension of the first group of first cylinder head bolt bores 11b. At the location of the further cylinder head bolt bore 12 of the first cylinder head 10a, an injector bore 18 is formed into the second cylinder head 10b at a position that corresponds to the position of the further cylinder head bolt bore 12 of the first cylinder head 10a.Depending on the design of the second cylinder head 10b, the injector bore 18 for direct fuel injection for receiving a fuel injector 181 opens either in the second combustion chamber cover surface 34b of the second cylinder head 10b (Fig. 3) or for intake manifold injection for receiving a low-pressure fuel injector 182 in a common second inlet channel 33b of the second cylinder head 10b (Fig. 4).

[0065] Furthermore, during the manufacturing process of the first cylinder head 10a and the second cylinder head 10b in the same production line 2, valve patterns 20a, 20b - in particular intake openings 16a, 16b, exhaust openings 21a, 21b, valve seats and valve guides, central bores 28a, 28b, valve train structure 24a, 24b - in particular camshaft bearings and rocker arm bearings -, transitions for coolant and lubricant - in particular in the fire deck 35a, 35b - and various flange surfaces can be manufactured or machined.

[0066] The invention makes it possible to produce first cylinder heads 10a, which are designed for self-igniting combustion processes - for example for diesel fuels - and second cylinder heads 10b, which are designed for externally ignited combustion processes - for example for natural gas, hydrogen, or methanol - on one and the same production line 3.

Claims

PATENT CLAIMS 1. Cylinder head system (1) for internal combustion engines, in particular for commercial vehicles, in particular for use with different combustion processes and / or fuels, comprising at least one first cylinder head (10a, 10b) - in particular for a self-igniting internal combustion engine - and a second cylinder head (10b) - in particular for a spark-ignited internal combustion engine -, wherein • the first cylinder head (10a) and the second cylinder head (10b) each have a group of cylinder head screw bores (11a, 11b) which are substantially identical in number, position and dimension, wherein • the first cylinder head (10a) has at least one further cylinder head screw bore (12) for at least one first cylinder (13a) and the second cylinder head (10b) has at least one injector bore (18) at a substantially identical position instead of the further cylinder head screw bore (12) for at least one second cylinder (13b).

2. Cylinder head system (1) according to claim 1, characterized in that the first cylinder head (10a) and the second cylinder head (10b) • a substantially identical valve pattern (20a, 20b) with substantially identical positions of inlet openings (16a, 16b) and outlet openings (21a, 21b), with substantially identical valve guides, identical inlet valves (22a, 22b) and substantially identical outlet valves (23a, 23b) and / or • have a substantially identical valve train structure (24a, 24b) with substantially identically arranged camshafts (25a, 25b), substantially identically arranged camshaft bearings and substantially identically arranged valve levers (26a, 26b).

3. Cylinder head system (1) according to claim 1 or 2, characterized in that the first cylinder head (10a) and the second cylinder head (10b) have substantially identical transitions for coolant and lubricant in the fire deck to a cylinder block connectable to the cylinder head (10a, 10b).

4. Cylinder head system (1) according to one of claims 1 to 3, characterized in that the first cylinder head (10a) and the second cylinder head (10b) • have a substantially identical arrangement and design of a central bore (28a, 28b) arranged in the region of a cylinder axis (14a, 14b) for receiving a central component (29a, 29b) opening into the cylinder (13a, 13b).

5. Cylinder head system (1) according to one of claims 1 to 4, characterized in that the second cylinder head (10b) for at least one cylinder (13b) has a total of at least one cylinder head screw bore (11b) less than the first cylinder head (10a).

6. Cylinder head system (1) according to one of claims 1 to 5, characterized in that the first cylinder head (10a) has six cylinder head screw bores (11a, 12) in at least one cylinder (13a) and the second cylinder head (10b) has five cylinder head screw bores (11b).

7. Cylinder head system (1) according to one of claims 1 to 6, characterized in that the further cylinder head screw bore (12) of the first cylinder head (10a) is arranged in a first engine transverse plane (öa) containing a first cylinder axis (14a) of the first cylinder head (10a), preferably in the region of a first inlet valve bridge (15a) between two first inlet channels (33a) of the first cylinder head (10a).

8. Cylinder head system (1) according to one of claims 1 to 7, characterized in that the at least one injector bore (18) of the second cylinder head (10b) is arranged in the region of a second engine transverse plane (öb) containing a second cylinder axis (14b) of the second cylinder head (10b), preferably in the region of a second inlet bridge (15b) between two second inlet channels (33b) of the second cylinder head (10b).

9. Cylinder head system (1) according to one of claims 1 to 8, characterized in that the first cylinder head (10a) and the second cylinder head (10b) have inlet valves (22a, 22b) and exhaust valves (23a, 23b) with substantially identical valve patterns (20a, 20b).

10. Cylinder head system (1) according to one of claims 1 to 9, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have a parallel valve pattern (20a, 20b), wherein two centers of the inlet openings (16a, 16b) and / or outlet openings (21a, 21b) span a straight line (gl, g2, g3, g4) which runs parallel to a longitudinal engine plane (sa, sb) or a transverse engine plane (öa, öb).

11. Cylinder head system (1) according to one of claims 1 to 9, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have a rotated valve pattern, wherein two centers of the inlet openings (16a, 16b) and / or outlet openings (21a, 21b) each span a straight line (gl, g2, g3, g4) which runs inclined to an engine longitudinal plane (sa, sb) or an engine transverse plane (öa, öb).

12. Cylinder head system (1) according to one of claims 1 to 11, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have two outlet openings (21a, 21b) per cylinder (13a, 13b) which can each be controlled by an outlet valve (23a, 23b) and which can be fluidly connected to at least one outlet channel (31a, 31b).

13. Cylinder head system (1) according to one of claims 1 to 12, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have two inlet openings (16a, 16b) per cylinder (13a, 13b) which can be controlled by an inlet valve (22a, 22b) each and which can be flow-connected to at least one inlet channel (33a, 33b), wherein preferably at least one inlet channel (33a, 33b) leading to an inlet valve (22a, 22b) is designed to generate swirl or tumble.

14. Cylinder head system (1) according to claim 13, characterized in that each inlet opening (16a, 16b) is fluidly connectable to a respective inlet channel (33a, 33b), wherein the inlet channels (33a, 33b) extend from separate inlet flange openings.

15. Cylinder head system (1) according to claim 14, characterized in that the inlet channels (33a, 33b) are arranged symmetrically to the transverse plane (öa, öb) of the engine.

16. Cylinder head system (1) according to one of claims 13 to 15, characterized in that in the first cylinder head (10a) the further cylinder head screw bore (12) is arranged between two first inlet channels (33a) and in the second cylinder head (10b) the injector bore (18) is arranged between two second inlet channels (33b).

17. Cylinder head system (1) according to one of claims 1 to 16, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have at least one camshaft (25a, 25b), wherein preferably the camshaft (25a, 25b) is arranged on an exhaust side of the respective cylinder head (10a, 10b), wherein preferably the number and arrangement of the camshafts (25a, 25b) is the same in the first cylinder head (10a) and in the second cylinder head (10b).

18. Cylinder head system (1) according to one of claims 1 to 17, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have at least one valve lever (26a, 26b) preferably designed as a rocker arm, wherein the number and arrangement of the valve levers (26a, 26b) in the first cylinder head (10a) and in the second cylinder head (10b) is preferably the same.

19. Cylinder head system (1) according to one of claims 1 to 17, characterized in that the first cylinder head (10a) and the second cylinder head (10b) each have a central bore (28a, 28b) in the region of the cylinder axis (14a, 14b) for receiving a central component (29a, 29b) opening into a combustion chamber ceiling (34a, 34b).

20. Cylinder head (10b) for a cylinder head system according to one of claims 1 to 19, characterized in that the cylinder head (10b) has five cylinder head screw bores (11b) in at least one cylinder (13b), wherein the cylinder head screw bores (11b) are each arranged in the region of a first, second, third, fourth and fifth corner of a virtual - preferably substantially equilateral or regular - hexagon (Sb) and wherein an injector bore (18) is arranged in the region of a sixth corner of the virtual hexagon (Sb).

21. Method for producing at least two cylinder heads (10a, 10b) of the cylinder head system (1) according to one of claims 1 to 20, designed for different combustion processes, characterized in that the first cylinder head (10a) and the second cylinder head (10b) are produced on the same production line (2), wherein the first cylinder head (10a) and the second cylinder head (10b) are produced in the same production line (2) with • each being provided with a group of cylinder head screw bores (11a, 11b), which are designed to be substantially identical in number, position and dimension for the first cylinder head (10a) and the second cylinder head (10b), wherein • the first cylinder head (10a) is provided with at least one further cylinder head screw bore (12) and at least one injector bore (18) is formed in the second cylinder head (10b) in place of the further cylinder head screw bore (12) at a substantially identical position.

22. Method according to claim 21, characterized in that the first cylinder head (10a) and the second cylinder head (10b) are provided in the same production line (2) with the same valve pattern (20a, 20b) with the same valve positions, the same valve guides, the same intake valves (22a, 22b) and the same exhaust valves (23a, 23b).

23. Method according to claim 21 or 22, characterized in that the first cylinder head (10a) and the second cylinder head (10b) are provided in the same production line (1) with the substantially identical valve train structure (24a, 24b) with substantially identical camshafts (25a, 25b), substantially identical camshaft bearings, substantially identical valve levers (26a, 26b).

24. Method according to one of claims 21 to 23, characterized in that in the first cylinder head (10a) and in the second cylinder head (10b) in the same production line (1) transitions for coolant and lubricant in the fire deck (35a, 35b) are formed for connection to a cylinder block connectable to the cylinder head (10a, 10b), with substantially the same arrangement and substantially the same design.

25. Method according to one of claims 21 to 24, characterized in that the first cylinder head (10a) and the second cylinder head (10b) in the same production line (1) are each provided with a central bore (28a, 28b) arranged in the region of the cylinder axis (14a, 14b) for receiving a central component (29a, 29b) opening into the cylinder (13a, 13b) with a substantially identical arrangement and substantially identical design.

26. Use of a first cylinder head (10a) for a first internal combustion engine operating according to the diesel combustion process and of a second cylinder head (10b) for a second internal combustion engine operating according to the Otto combustion process in a cylinder head system (1) according to one of claims 1 to 19, characterized in that the second internal combustion engine has one cylinder head screw (11b) less per cylinder (13b) than the first internal combustion engine, wherein in the second internal combustion engine, instead of a cylinder head screw (11b), a fuel injector (181) opening into a combustion chamber cover surface (34b) or a low-pressure fuel injector (182) opening into an inlet channel (33b) is arranged in the injector bore (18).

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