Patent Publication Number: US-11022020-B2

Title: Cylinder head with improved valve bridge cooling

Description:
FIELD OF THE INVENTION 
     The present disclosure relates to a cylinder head, and more specifically a cylinder head with improved valve bridge cooling. 
     BACKGROUND 
     As combustion temperatures increase to promote more efficient engines with lower emissions, the removal of the heat generated from the combustion event and then rejected to the cylinder head becomes increasingly difficult to manage. This heat creates high thermal stresses in the cylinder head material at the thinnest section between the valve seat inserts which is typically referred to as the valve bridge. The bridge section that is naturally affected the most on a four-valve layout occurs between the two exhaust valves during the expulsion of the hot gasses. 
     SUMMARY 
     In one aspect, a cylinder head for use with an internal combustion engine, the cylinder head including a body having a fire deck and defining a water jacket in fluid communication with a cooling system. The cylinder head also includes a first runner defined by the body and open to the fire deck to at least partially form a first valve seat, a second runner defined by the body and open to the fire deck to at least partially form a second valve seat, and a channel defined by the body, where the cooling channel is in fluid communication with the water jacket and positioned between the first runner and the second runner, and where the cooling channel includes an interior surface defining a surface angle between approximately 45 degrees and approximately 90 degrees in at least one location. 
     In another aspect, a cylinder head for use with an internal combustion engine, the cylinder head including a body including a fire deck and defining a water jacket in fluid communication with a cooling system, a first runner defined by the body and open to the fire deck to at least partially form a first valve seat, a second runner defined by the body and open to the first deck to at least partially form a second valve seat, and a channel defined by the body, where the channel is in fluid communication with the water jacket and positioned between the first runner and the second runner, where the channel includes an interior surface having a first portion and a second portion opposite the first portion, and where the second portion includes a flow diverter configured to direct at least a portion of the fluid flowing through the channel toward a first portion. 
     In another aspect, a cylindrical head for use with an internal combustion engine, the cylinder head including a body including a fire deck and defining a water jacket in fluid communication with a cooling system, a first runner defined by the body and open to the fire deck to at least partially form a first valve seat, a second runner defined by the body and open to the first deck to at least partially form a second valve seat, and a channel defined by an interior surface of the body, where the cooling channel is in fluid communication with the water jacket of the body and positioned between the first runner and the second runner, where the channel includes an interior surface, and where the interior surface includes a continuous concave arcuate surface extending over at least 45 degrees. 
     In another aspect, a cylindrical head for use with an internal combustion engine, the cylinder head including, a body including a fire deck and defining a water jacket in fluid communication with a cooling system, a first runner defined by the body and open to the fire deck to at least partially form a first valve seat, a second runner defined by the body and open to the first deck to at least partially form a second valve seat, and a channel defined by an interior surface of the body, where the cooling channel is in fluid communication with the water jacket of the body and configured to have a flow of fluid therethrough, where the channel is positioned between the first runner and the second runner and shares a common wall with the fire deck, and where the channel includes an interior surface configured to produce a turbulent region of flow proximate the common wall. 
     Other aspects of the disclosure will become apparent by consideration of the detailed description and accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a system view of the internal combustion engine including a cylinder head with improved valve bridge cooling capabilities. 
         FIG. 2  is a section view of the cylinder head of  FIG. 1  taken lengthwise along the E-E valve bridge. 
         FIG. 3  is a section view taken along line  3 - 3  of  FIG. 2 . 
         FIG. 4  is a section view taken along line  4 - 4  of  FIG. 2 . 
         FIG. 5  is a detailed section view of  FIG. 2 . 
         FIG. 6  is perspective view of the cylinder head water jacket of the cylinder head of  FIG. 1 . 
         FIG. 7  is a flow diagram of the cylinder head water jacket of  FIG. 6 . 
         FIG. 8  is a perspective view of an alternative implementation of the cylinder head water jacket of the cylinder head of  FIG. 1 . 
         FIG. 9  is a top view of the cylinder head water jacket of  FIG. 8 . 
         FIG. 10  is a section view taken along line  10 - 10  of  FIG. 9 . 
     
    
    
     DETAILED DESCRIPTION 
     Before any embodiments of the disclosure are explained in detail, it is to be understood that the disclosure is not limited in its application to the details of the formation and arrangement of components set forth in the following description or illustrated in the accompanying drawings. The disclosure is capable of supporting other implementations and of being practiced or of being carried out in various ways. 
     This disclosure generally relates to a cylinder head having improved valve bridge cooling capabilities. More specifically, the size and shape of the valve bridge channel extending between and adjacent the two exhaust runners includes a flow diverter configured to produce a turbulent region (e.g., flow having a Reynolds Number &gt;approximately 2300) within the channel by directing at least a portion of the fluid flowing through the valve bridge toward the common wall  198  of the valve bridge and the fire deck. By doing so, the improved valve bridge produces a turbulent region proximate the common wall  198  that provides an increased level of heat transfer between the coolant and the body of the cylinder head while minimizing the pressure drop of the coolant flowing through the valve bridge and minimizing the cooling system&#39;s mass flow requirements. 
       FIG. 1  illustrates an internal combustion engine  10  having cylinder heads  14  with improved valve bridge cooling capabilities. More specifically, the internal combustion engine  10  includes a block  18 , a cylinder head  14  coupled to the block  18 , a cooling system  26  to circulate coolant through the block  18  and cylinder head  14 , an intake manifold  30 , and an exhaust manifold  34 . 
     The block  18  of the internal combustion engine  10  includes a body  38  including a deck surface  42 . The block  18  also includes at least one cylinder  22  defined by the body  38  and having an open end  40  open to the deck surface  42 . In the illustrated implementation, the cylinder  22  also defines a cylinder axis  46  extending therethrough. While the illustrated block  18  is shown as having a single deck surface  42  to which all cylinders  22  are open (e.g., an inline layout), it is to be understood that in alternative implementations different shape and types of engine may be used. 
     The block  18  of the internal combustion engine  10  also defines a block water jacket  48  therein. The block water jacket  48  includes a series of channels and cavities (see  FIG. 1 ) through which coolant is pumped during operation to keep the various areas and components of the block  18  cool and prevent overheating. More specifically, the block water jacket  48  defines a block inlet  50 , through which the coolant is introduced into the block water jacket  48 , and a block outlet  54 , through which the coolant exits the block water jacket  48 . In the illustrated implementation, the block outlets  54  of the block water jacket  48  are formed into and open to the deck surface  42  of the block  18  (see  FIG. 1 ). 
     The cooling system  26  of the internal combustion engine  10  includes a pump  58 , a radiator  62  in fluid communication with the pump  58 , and a series of pipes  66  to convey the coolant between the various elements of the internal combustion engine  10 . During use, the pump  58  draws cooled liquid from the outlet  70  of the radiator  62  and directs the cooled liquid into the internal combustion engine  10  where it subsequently flows through the water jackets of the block  18  and cylinder head  14  to absorb heat therefrom. After flowing through the water jackets the heated liquid returns to the radiator  62  (e.g., via the inlet  74  thereof) where the liquid is cooled and re-circulated through the circuit as is well known in the art. In the illustrated implementation, the pump  58  of the cooling system  26  is configured to pump the cooled liquid into the block inlet  50  (described above) and the inlet  74  of the radiator  62  is configured to receive heated liquid from the cylinder head outlet  78  (described below). 
     The cylinder head  14  of the internal combustion engine  10  includes a body  82  with a fire deck  86 , an injector channel  90  open to the fire deck  86 , a plurality of runners  94   a ,  94   b ,  94   c ,  94   d  open to the fire deck  86 , and a cylinder head water jacket  98  in fluid communication with the cooling system  26 . When assembled, the fire deck  86  of the cylinder head  14  is configured to be coupled to the deck surface  42  of the block  18  with a head gasket  100  positioned therebetween. More specifically, the cylinder head  14  is coupled to the block  18  such that the fire deck  86  at least partially encloses the open ends  40  of the cylinder  22  to form a combustion chamber  104  therebetween. More specifically, the fire deck  86  of the illustrated implementation forms at least one wall of the combustion chamber  104 . 
     While the illustrated fire deck  86  is substantially planar, it is to be understood that in some implementations, the fire deck  86  may also include one or more combustion chamber recesses (not shown) formed therein. In such implementations, the injector channel  90 , and the plurality of runners  94   a ,  94   b ,  94   c ,  94   d  may be open to the combustion chamber recess. 
     The injector channel  90  of the cylinder head  14  includes an elongated channel sized and shaped to receive at least a portion of a fuel injector (not shown) therein. The injector channel  90  includes a first end  108  open to the fire deck  86 , a second end  112  opposite the first end  108  that is open to the exterior of the cylinder head  14 , and an injector axis  116  extending therethrough. In the illustrated implementation, the injector channel  90  is oriented substantially normal to the fire deck  86  and co-axial with the cylinder axis  46 . 
     Each runner  94   a ,  94   b ,  94   c ,  94   d  of the plurality of runners includes an elongated channel defined by the body  82  that is configured to selectively convey gasses into or out of the combustion chamber  104 . In the illustrated implementation, the cylinder head  14  includes two intake runners  94   a ,  94   b , and two exhaust runners  94   c ,  94   d.    
     As shown in  FIG. 1 , the intake runners  94   a ,  94   b  of the cylinder head  14  extend between and are in fluid communication with the intake manifold  30  and the combustion chamber  104 . More specifically, each intake runner  94   a ,  94   b , includes a first end  120  that is open to the fire deck  86  (e.g., the combustion chamber  104 ), and a second end  124  opposite the first end  120  that is open to the exterior of the cylinder head  14  and substantially aligned with a corresponding opening of the intake manifold  30 . The first end  120  of the intake runners  94   a ,  94   b  also at least partially define a valve seat  128  for selective engagement with a corresponding valve (not shown) as is well known in the art. During use, each intake runner  94   a ,  94   b  receives a flow of intake gasses from the intake manifold, and conveys the intake gasses into the combustion chamber  104  when the valve is in the open position (e.g., disengaged from the valve seat  128 ). 
     As shown in  FIGS. 1-4 , the exhaust runners  94   c ,  94   d  of the cylinder head  14  extend between and are in fluid communication with the exhaust manifold  34  and the combustion chamber  104 . More specifically, each exhaust runner  94   c ,  94   d  includes a first end  132  that is open to the fire deck  86  (e.g., the combustion chamber  104 ), and a second end  136  opposite the first end  132  that is open to the exterior of the cylinder head  14  and in fluid communication with the exhaust manifold  34 . The first end  132  of each exhaust runner  94   a ,  94   b  also at least partially defines a valve seat  140  for selective engagement with a corresponding valve (not shown) as is well known in the art. During use, each exhaust runner  94   c ,  94   d  receives an intermittent flow of exhaust gasses from the combustion chamber  104  when the corresponding valve is in the open position (e.g., disengaged form the valve seat  140 ) and conveys the exhaust gasses to the exhaust manifold  34  for subsequent dispersal. 
     In the illustrated implementation, the first ends  120 ,  132  of each runner  94   a ,  94   b ,  94   c ,  94   d , are positioned evenly about a reference circle (not shown) positioned concentrically with the injector axis  116 . In particular the runners  94   a ,  94   b ,  94   c ,  94   d  are positioned such that the two intake runners  94   a ,  94   b  are positioned adjacent one another and the two exhaust runners  94   c ,  94   d  are also positioned adjacent one another (see  FIG. 6 ). 
     Illustrated in  FIGS. 1-7 , the cylinder head water jacket  98  of the cylinder head  14  generally includes a series of channels and cavities formed into the body  82  thereof through which coolant is pumped during operation to cool the cylinder head  14  and prevent overheating. More specifically, the cylinder head water jacket  98  includes a head inlet  144 , through which the coolant is introduced into the cylinder head water jacket  98 , a head outlet  78  where coolant exits the cylinder head water jacket  98 , and a plurality of valve bridge channels  152   a ,  152   b ,  152   c ,  152   d , each extending between a pair of adjacent runners  94   a ,  94   b ,  94   c ,  94   d.    
     In the illustrated implementation, the head inlet  144  is formed into the fire deck  86  and substantially aligned with the corresponding block outlet  54  such that the coolant exiting the block water jacket  48  is directed into the cylinder head water jacket  98 . Furthermore, the head outlet  78  is in fluid communication with the inlet  74  of the radiator  62  to direct heated coolant into the radiator  62  to complete the cooling circuit. While the illustrated cooling circuit includes pumping coolant through the block  18  before the cylinder head  14 , in alternative implementations, coolant may be pumped into the cylinder head  14  before being directed into the block  18  (not shown). In still other implementations, coolant may be pumped through the cylinder head  14  and block  18  as two separate and parallel circuits (not shown). 
     As shown in  FIGS. 2-7 , each valve bridge channel  152   a ,  152   b ,  152   c ,  152   d  of the cylinder head water jacket  98  is in fluid communication with the cooling system  26  and configured to direct coolant between two adjacent runners  94   a ,  94   b ,  94   c ,  94   d  proximate the fire deck  86  by sharing a common wall  198  therewith. This area of the cylinder head  14  is particularly in need of cooling as the material is relatively thin and the area is exposed to the extreme heat produced within the combustion chamber  104  (e.g., applied to the fire deck  86 ) and, in the instances of the exhaust runners  94   c ,  94   d , the extreme heat of the exhaust gasses flowing through the body  82 . In the illustrated implementation, the cylinder head water jacket  98  includes an I-I valve bridge channel  152   a  generally positioned between the two inlet runners  94   a ,  94   b , a pair of I-E valve bridge channels  152   b ,  152   c  generally positioned between an inlet runner  94   a ,  94   b  and an exhaust runner  94   c ,  94   d , and an E-E valve bridge channel  152   d , generally positioned between the two exhaust runners  94   c ,  94   d.    
     As shown in  FIG. 6 , the I-I valve bridge channel  152   a  and two I-E valve bridge channels  152   b ,  152   c  are substantially similar in shape each having an elongated channel  156  with a bridge inlet  160 , a bridge outlet  164  downstream of the bridge inlet  160 , and defining a flow axis  168  therethrough. For the purposes of this application, a flow axis  168  is generally defined as an axis extending along the length of the valve bridge channels  152   a ,  152   b ,  152   c  while being positioned at the cross-sectional geometric center thereof. 
     In the illustrated implementation, each flow axis  168  of the I-I and I-E valve bridge channels  152   a ,  152   b ,  152   c  is oriented substantially parallel to the fire deck  86  and radially aligned to the injector axis  116 . Furthermore, in the illustrated implementation the I-I and I-E valve bridge channels  152   a ,  152   b ,  152   c  all include a generally constant cross-sectional shape and size along the majority of its length with slight flares (e.g., increases in cross-sectional size and shape) proximate each end (see  FIG. 6 ). Still further, the illustrated I-I and I-E valve bridge channels  152   a ,  152   b ,  152   c  are oriented such that the bridge inlets  160  are positioned radially outwardly from the bridge outlets  164  so that, during use, the coolant enters the valve bridge channels  152   a ,  152   b ,  152   c , away from the injector channel  90  and flows radially inwardly along the valve bridge channels  152   a ,  152   b ,  152   c , toward the injector channel  90  and through the corresponding bridge outlet  164  where the coolant exits the area through an injector channel  154  which leads to the cylinder head outlet  78 . 
     As shown in  FIGS. 2-7 , the E-E valve bridge channel  152   d  includes an elongated channel  172  having a bridge inlet  176 , a bridge outlet  180  downstream of the bridge inlet  176 , and defining a flow axis  184  (defined above) therethrough. More specifically, the channel  172  of the E-E valve bridge channel  152   d  includes a first region  188  proximate the bridge inlet  176 , a second region  192  downstream of the first region  188 , and a third region  196  downstream of the second region  192  and proximate to the bridge outlet  180 . During use, the E-E valve bridge channel  152   d  is configured to receive a flow of fluid therein and produce a turbulent region TR (e.g., a region of flow having a Reynolds Number &gt;approximately 2300) within the channel  152   d  and proximate the common wall  198 . More specifically, the E-E valve bridge channel  152   d  generates a turbulent region TR by directing at least a portion of the flow toward the common wall  198 . In other implementations, the turbulent region may include a Reynolds number &gt;approximately 2900. 
     In the illustrated implementation, the E-E valve bridge channel  152   d  is oriented such that the bridge inlet  176  is positioned radially outwardly from the bridge outlet  180  so that, during use, the coolant enters the bridge inlet  176  away from the injector channel  90  and flows along the valve bridge channel  152   d  radially inwardly toward the injector channel  90  and through the corresponding bridge outlet  180  where the coolant exits the area through the injector channel  154  which leads to the cylinder head outlet  78 . However, in alternative implementations the general direction of flow may be reversed. 
     The channel  172  of the E-E valve bridge channel  152   d  is at least partially defined by the body  82  of the cylinder head  14  and includes an interior surface  200 . The interior surface  200 , in turn, includes a first or bottom portion  204 , a second or top portion  208  opposite the bottom portion  204 , and a pair of third or side portions  212  extending between the top portion  208  and the bottom portion  204  (see  FIG. 4 ). In the illustrated implementation, the bottom portion  204  of the interior surface  200  of the channel  172  is positioned proximate to the fire deck  86  such that the fire deck  86  and bottom portion  204  of the interior surface  200  share a common wall  198  (see  FIGS. 2-5 ). 
     The first region  188  of the E-E valve bridge channel  152   d  extends downstream from the bridge inlet  176  and is shaped such that the top portion  208  and the bottom portion  204  of the interior surface  200  are substantially parallel to one another (see  FIG. 5 ) being spaced a first distance  216  apart. Furthermore, the top portion  208  of the interior surface  200  of the first region  208  is substantially parallel to the flow axis  184 . 
     The second region  192  of the E-E valve bridge channel  152   d  extends downstream from the first region  188  and includes a flow diverter  220  configured to re-direct at least a portion of the coolant flowing through the E-E valve bridge channel  152   d  toward the bottom portion  204  of the interior surface  200  to generate a turbulent region TR. More specifically, the flow diverter  220  is configured to re-direct the portion of coolant flowing proximate the top portion  208  of the channel  172  toward the bottom portion  204  of the channel  172 . By doing so, the flow diverter  220  creates a turbulent region TR proximate the bottom portion  204  of the interior surface  200  (e.g., proximate the common wall  198 ) allowing for a greater amount of heat transfer between the common wall  198  and the coolant flowing within the turbulent region TR (see  FIG. 7 ). Stated differently, the flow diverter  220  is configured to generate a turbulent region TR proximate the bottom portion  204  of the interior surface  200 . 
     As shown in  FIG. 5 , the flow diverter  220  includes a concave curved diverter surface  224  formed into the upper portion  208  of the interior surface  200  and whose surface angle A 1 , A 2  increases relative to the opposing bottom portion  204  as the flow diverter  220  extends downstream (see  FIG. 5 ). More specifically, the diverter surface  224  includes a continuous concave arcuate shape that extends over at least 45 degrees (e.g., see surface angle A 1  versus surface angle A 2 ;  FIG. 5 ). In alternative implementations, the diverter surface  224  may extend over at least 60 degrees. In still other implementations, the diverter surface  224  may extend over at least 90 degrees. For the purposes of this application, the surface angle A 1 , A 2  of the diverter surface  224  is generally defined as the angle between a first reference line  226   a ,  226   b  parallel with the bottom portion  204  of the interior surface  200  and a second reference line  228   a ,  228   b  tangent to the diverter surface  224  at the desired location (see  FIG. 5 ). 
     The flow diverter  220  also defines a first diverter radius  232  generally indicating the average radius of curvature produced by the diverter surface  224 . As shown in  FIG. 5 , the first diverter radius  232  generally decreases (e.g., becomes more tightly curved) as the diverter surface  224  extends downstream. However, in alternative implementations, the first diverter radius  232  may be even along the entire length of the diverter surface  224 . 
     The flow diverter  220  also defines a maximum surface angle A 2  generally defined as the maximum surface angle formed by the diverter surface  224  and the corresponding bottom portion  204  of the interior surface  200  (as defined above). Stated differently, the top portion  208  of the interior surface  200  of the channel  172  forms a surface angle (e.g., the maximum surface angle) relative to the bottom portion  204  of approximately 90 degrees in at least one location. However, in alternative implementations, the flow diverter  220  may include a maximum surface angle between approximately 45 degrees and approximately 90 degrees. In still other implementations, the flow diverter  220  may include a maximum surface angle of between about 70 degrees and about 90 degrees. In still other implementations, the flow diverter  220  may include a maximum surface angle of approximately 80 degrees. In still other implementations, the flow diverter  220  may include a maximum surface angle between approximately 45 degrees and approximately 95 degrees. In still other implementations, the flow diverter  220  may include a maximum surface angle greater than approximately 45 degrees, 55 degrees, 65 degrees, 75 degrees, 85 degrees, or 90 degrees. 
     The flow diverter  220  also defines a downstream transition  240  positioned immediately downstream of the diverter surface  224  and configured to transition the diverter surface  224  to the upper portion  208  of the interior surface  200  of the third region  196  of the channel  172 . More specifically, the downstream transition  240  includes the region where the concave shape of the diverter surface  224  transitions to a convex radius. In the illustrated implementation, the downstream transition  240  includes a transition radius  244  that is less than the first diverter radius  232 . In some implementations, the convex radius  244  of the downstream transition  240  is less than 10% of the first diverter radius  232 . In still other implementations, the convex radius  244  of the downstream transition  240  is less than 5% of the first diverter radius  232 . In still other implementations, the downstream transition  240  is less than 25% of the diverter radius  232 . In still other implementations, the downstream transition  240  is less than 50% of the diverter radius  232 . 
     The third region  196  of the E-E valve bridge channel  152   d  extends downstream from the second region  192  to produce the bridge outlet  180 . The third region  196  is shaped such that the top portion  208  and the bottom portion  204  of the interior surface  200  of the channel  172  are substantially parallel to one another (see  FIG. 5 ) and spaced a second distance  248  from one another that is less than the first distance  216  (described above). Furthermore, the top portion  208  of the interior surface  200  is substantially parallel to the flow axis  184  in the third region  196 . 
     While only the E-E valve bridge channel  152   d  is shown as including a flow diverter  220 , it is to be understood that the disclosed geometry may be included in any one of the other valve bridge channels  152   a ,  152   b ,  152   c.    
     During use, coolant enters the E-E bridge via the bridge inlet  176  (e.g., radially away from the injector axis  116 ) and flows along the channel  172  radially inwardly toward the bridge outlet  180 . As it flows through the channel  172 , the coolant flows through the first region  188  at a first speed and a first direction (generally indicated by V 1 ; see  FIG. 5 ). While flowing through the first region  188  the flow is substantially parallel to the flow axis  184 . 
     After flowing through the first region  188 , the coolant flows into the second region  192  where at least a portion of the flow comes into contact with the diverter surface  224  of the flow diverter  220 . Upon interacting with the flow diverter  220  at least a portion of the coolant (e.g., the portion of the coolant flow positioned proximate the top portion  208  of the inner surface  200 ) travels along the diverter surface  224  and is re-directed toward the opposing bottom portion  204  of the interior surface  200  causing the average flow direction of the coolant to become angled relative to the flow axis  184  toward the bottom portion  204 . Simultaneously, the narrowed cross-sectional area produced by the flow diverter  220  accelerates the coolant flow and creates a turbulent region TR proximate the bottom portion  204  of the interior surface  200 . The turbulent region TR, in turn, allows a larger quantity of heat to be transmitted between the shared wall  198  and the coolant than would be possible with a non-turbulent flow. The resulting flow within the second region  192  is generally in a second direction different that the first direction and a second speed greater than the first speed. More specifically, the second direction is angled more toward the bottom portion  204  than the first direction (generally indicated by V 2 ; see  FIG. 5 ). 
     Downstream of the turbulent region TR the accelerated coolant then flows through the third region  196  and out of the E-E valve bridge channel  152   d  where it exits the cylinder head water jacket  98  via the head outlet  78 . Finally, the coolant is directed back into the inlet  74  of the radiator  62  where it can be recirculated through the cooling system  26 . 
       FIGS. 8-10  illustrate another implementation of the cylinder head water jacket  98 ′. The cylinder head water jacket  98 ′ is substantially similar to the cylinder head water jacket  98  described above. As such, only the differences between the two will be discussed herein. 
     The cylinder head water jacket  98 ′ includes a plurality of valve bridge channels  152   a ′,  152   b ′,  152   c ′,  152   d ′ each positioned between adjacent runners  94   a ′,  94   b ′,  94   c ′,  94   d ′. Specifically, the cylinder head water jacket  98 ′ includes an E-E valve bridge channel  152   d ′ having a bridge inlet  176 ′ and a bridge outlet  180 ′ downstream of the bridge inlet  176 ′. The bridge inlet  176 ′, in turn, includes a flow divider  1000 ′, a first sub-inlet  1004 ′, and a second sub-inlet  1008 ′. The E-E bridge channel  152   d ′ also defines a first plane  1020 ′ passing through cross-sectional center of the channel  152   d ′ and oriented substantially perpendicular to the fire deck  86 ′. 
     As shown in  FIG. 9 , the flow divider  1000 ′ includes a wall or other element positioned within the water jacket  98 ′ and upstream of the bridge inlet  176 ′ to divide the flow of coolant provided by the head inlet  144 ′ into two separate flows F 1 , F 2 . While the illustrated flow divider  1000 ′ includes a triangularly shaped wall, in alternative implementations other geometric shapes may be used. Furthermore, while the flow divider  1000 ′ of the illustrated implementation is integrally formed with the body  82 ′ of the cylinder head  14 ′, in alternative implementations the flow divider  1000 ′ could be a separate piece positioned within the jacket  98 ′. 
     The first sub-inlet  1004 ′ is configured to receive the first flow F 1  of coolant from the flow divider  1000 ′ and direct the first flow F 1  into the valve bridge channel  152   d ′ at a first location and in a first direction. More specifically, the first sub-inlet  1004 ′ is configured to direct the first flow F 1  into the valve bridge channel  152   d ′ proximate the second portion  208 ′ of the interior wall  200 ′ (e.g., opposite the fire deck  86 ′) and generally oriented perpendicular to the flow axis  184 ′ of the valve bridge channel  152   d ′ and parallel to the fire deck  86 ′. As shown in  FIG. 9 , the first location of the first sub-inlet  1004 ′ is generally spaced a first distance  1012 ′ from the fire deck  86 ′. 
     The second sub-inlet  1008 ′ is configured to receive the second flow F 2  of coolant from the flow divider  1000 ′ and direct the flow F 2  into the valve bridge channel  152   d ′ at a second location different than the first location and in a second direction different than the first direction. More specifically, the second sub-inlet  1008 ′ is configured to direct the second flow F 2  into the valve bridge channel  152   d ′ proximate the first portion  204 ′ of the interior wall  200 ′ (e.g., proximate the fire deck  86 ′) and generally oriented perpendicular to the flow axis  184 ′ and parallel to the fire deck  86 ′. The second direction is also generally opposite the first direction (see  FIG. 10 ) such that the two flows are directed generally toward each other. In some implementations, the orientation of the first direction and the orientation of the second direction are configured such that they are offset from and opposite one another (e.g., the two directions are not aligned). 
     As shown in  FIG. 8 , the second location of the second sub-inlet  1008 ′ is generally spaced a second distance  1016 ′ from the fire deck  86 ′ that is less than the first distance  1012 ′ of the first location. Still further, the inlets  1004 ′,  1008 ′ are positioned such that the flow axis  186 ′ is spaced a third distance from the fire deck  86 ′ that is greater than the second distance  1016 ′ but less than the first distance  1012 ′. Still further, the first sub-inlet  1004 ′ and the second sub-inlet  1008 ′ are oriented on opposite sides of the first plane  1020 ′. 
     Together, the first sub-inlet  1004 ′ and the second sub-inlet  1008 ′ are configured to direct the first and second flows F 1 , F 2  such that they interact with one another within the valve bridge channel  152   d ′ and create a turbulent region therein. More specifically, the interaction of the first and second flows F 1 , F 2  generate a swirling or vortex motion within the channel  152   d ′ (e.g., about the flow axis  184 ′). The resulting turbulent region is generally positioned proximate the common wall  198 ′ and allows the coolant to absorb an increased level of heat energy from the body  82 ′ of the cylinder head  14 ′ and, more specifically, the common wall  198 ′ of the fire deck  86 ′.