Power unit and intake member thereof

Abstract

The present subject matter relates to a power unit (200) comprising a cylinder block (220) and a cylinder head (225). The cylinder head (225) is mounted to the cylinder block (220). The cylinder block (220) and the cylinder head (225) define a combustion chamber (230) for combustion of an air-fuel mixture. An intake member (300) connects a flow regulator (270) to the cylinder head (220). The intake member (300) comprises an upstream portion (316) and a downstream portion (317). The upstream portion (316) of the intake member comprises a flow enhancing portion (325) extending inwardly in a radial direction thereat. The present subject matter improves tumble flow without affecting the existing configuration of the cylinder head. The tumble flow improves mixing of the air-fuel mixture, thereby improving combustion and reducing emissions.

Description

TECHNICAL FIELD

[0001] The present subject matter relates to a power unit, such as an internal combustion engine, and more particularly to an air intake member for a power unit. BACKGROUND

[0002] Conventionally, a power unit, such as an internal combustion engine (IC), converts chemical energy into mechanical energy. An internal combustion engine (IC) includes one or more combustion chambers into which an air-fuel mixture is fed through an air intake system. The air intake system includes an air cleaner for filtering impurities from the atmosphere before the air is supplied to the power unit. A regulator member, such as a carburetor or a throttle body, is used to regulate the air flow into the power unit. After the air-fuel mixture is combusted, an exhaust system is provided for purging the exhaust gases produced by the combustion of the air-fuel mixture. BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description of the present subject matter is described with reference to an embodiment of a two-wheeled saddle type motorcycle and the accompanying drawings. In all the drawings, like reference numerals are used to refer to like features and components.

[0004] Figure 1 A left side view of an exemplary motor vehicle, in accordance with an embodiment of the present subject matter, is illustrated.

[0005] Figure 2 A schematic cross-sectional view of a power unit, in accordance with an embodiment of the present subject matter, is illustrated.

[0006] Figure 3 A schematic view of a frame assembly and selected components thereon, in accordance with an embodiment of the present subject matter, is depicted.

[0007] Figure 4 An isometric view of an air intake member, in accordance with an embodiment of the present subject matter, is illustrated.

[0008] Figure 5 A schematic cross-sectional view of a portion of an air intake path, in accordance with an embodiment of the present subject matter, is depicted.

[0009] Figure 6(a) depicts a cross-sectional view of an air intake member, in accordance with an embodiment of the present subject matter, along the cross-sectional axis shown in the figure. Figure 4

[0010] Figure 6(b) depicts another view of the cross-sectional view of the air intake member, in accordance with an embodiment of the present subject matter.

[0011] Figure 7(a) depicts a schematic top view of a portion of a power unit, in accordance with an embodiment of the present subject matter.

[0012] Figure 7(b) depicts a schematic cross-sectional view of a power unit, in accordance with an embodiment of the present subject matter, with reference to Figure 7(a). ​

[0013] Figure 8 A schematic cross-sectional view of an air intake passage according to an embodiment of this subject is depicted.

[0014] Figure 9 A schematic top view of an air filter assembly according to an embodiment of this subject is depicted.

[0015] Figure 10 A graphical representation of the tumble number relative to the valve lift is illustrated in an embodiment of this subject matter. Detailed Implementation

[0016] Conventionally, power units like four-stroke engines are equipped with an air-fuel mixture that is drawn into the combustion chamber during the intake stroke. The air-fuel mixture drawn into the combustion chamber is compressed during the compression stroke. One or more spark plugs are provided in certain types of power units to generate a spark. At a predetermined time during the compression stroke, the spark generated by the one or more spark plugs achieves combustion. In some other types of power units, the compression process itself causes combustion of the fuel mixture without the need for additional spark plugs. Generally, complete combustion of fuel is preferred for the maximum efficiency of the power unit because the amount of fuel burned is converted into power / torque, which in turn becomes the mechanical output of the power unit. Exhaust gases are produced during the combustion process. However, improper combustion of fuel can lead to the production of harmful gases such as carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter such as soot. The formation and emission of harmful gases are due to incomplete combustion of fuel, insufficient or excessive combustion temperature, poor air-fuel mixing, or similar factors. These harmful gases are purged into the atmosphere by the exhaust system.

[0017] In addition to the factors mentioned above, the mixing of the air-fuel mixture plays a crucial role in effective and efficient combustion, as a properly mixed air-fuel mixture, precisely controlled by certain parameters (such as spark time, flame propagation, etc.), can achieve complete combustion or complete burnout. Typically, the air-fuel mixture is supplied to the power unit in a turbulent manner. A vortex motion or tumble motion, or both, is generated in the mixture to produce the desired turbulence. Turbulence improves the mixing of air and fuel and improves flame propagation around the mixture, resulting in efficient combustion. Typically, the power unit must be modified to achieve the desired turbulent motion. Improving the intake port of the cylinder head or intake manifold is one such solution known in the art. For example, two or more baffles can be created in the intake passage to generate turbulence. Some other solutions suggest improving the intake port itself, which may result in complex intake port modifications or a new, larger cylinder head. To implement such improvements in the cylinder head (intake port) or intake manifold, the above and other solutions in the art can be applied to higher-capacity power units with larger areas, such as approximately 1000cc or larger. However, such a solution cannot be implemented in power units with small capacities due to space and compactness challenges that require the power unit to be housed within the compact layout of a motor vehicle. Another challenge is manufacturing small engine parts that demand high precision, particularly components like cylinder head intakes, to achieve the desired turbulence. Furthermore, maintaining dimensional consistency over time in such high-temperature components is a significant challenge, as even minute variations or deterioration in dimensions can affect flow characteristics, leading to poor combustion.

[0018] Typically, in known technologies for small-capacity internal combustion engines (ICs), solutions such as providing secondary air injection, exhaust gas recirculation, or catalytic converters are employed to address problems related to inappropriate combustion. However, these and other solutions in the prior art are expensive, especially when it is necessary to integrate these systems into small-capacity engines with a compact layout. Furthermore, the integration of these solutions may require vehicle-level modifications, impacting the vehicle's existing layout and making it an expensive and complex design process.

[0019] Therefore, there is a need for an improved and compact power unit that addresses the aforementioned and other shortcomings of the prior art. The power unit should be able to provide improved flow, even in small-capacity engines.

[0020] The power unit according to the invention includes a cylinder block and a cylinder head, the cylinder head being mounted to the cylinder block. The cylinder block and cylinder head define a combustion chamber. An intake member is provided to connect a flow regulator to the cylinder head for providing an air-fuel mixture. The intake member includes an upstream portion and a downstream portion, and the intake member is configured to have a flow-enhancing portion extending radially inward at the upstream portion. The downstream portion of the intake member is connected to the cylinder head.

[0021] The flow enhancement section of the intake component increases the tumble of air entering the combustion chamber, thereby improving charge movement within the combustion chamber and enhancing overall combustion efficiency. Furthermore, the flow enhancement section is located on the distal portion of the cylinder head, immediately following the adjustment component, thus maintaining sufficient clearance between the flow enhancement section and the combustion chamber to produce enhanced / increased tumble.

[0022] In one embodiment, the flow-enhancing portion of the intake component extends radially inward, smoothly transitioning to a peak with the smallest cross-section. After the peak, the flow-enhancing portion recedes radially (outward). This smooth transition of the flow-enhancing portion improves tumble and mixing, resulting in efficient combustion. Efficient fuel combustion reduces exhaust emissions. Furthermore, efficient fuel combustion improves the torque and power characteristics of the power unit.

[0023] In one embodiment, the intake member includes a first connection end and a second connection end. The second connection end is connected to a regulating member, and a flow enhancement portion is disposed near the second connection end. Therefore, the airflow exiting the regulating member is immediately enhanced to generate improved tumble, which originates from an upstream portion of the intake member itself.

[0024] In one embodiment, the flow enhancement portion is disposed around a predetermined angular region extending around the first angle. For example, the angular region may extend approximately 30 degrees and may be provided across the entire 360 ​​degrees. Dedicated intake components are easier to manufacture compared to modifications to complex cylinder heads. Furthermore, intake components can be modified to meet various driving requirements without modifying complex cylinder heads that house camshafts, multiple valves, etc.

[0025] In one embodiment, the flow-enhancing portion of the intake member includes a pre-peak portion and a post-peak portion, respectively disposed upstream and downstream of its peak point. The post-peak portion extends in a direction along the centerline to be flush with the inner periphery of the downstream portion of the intake member. Even after the peak portion of the flow-enhancing portion, the smooth transition to be flush with the inner periphery of the intake member helps maintain a flow velocity with improved tumble. Furthermore, the smooth reduction or smooth increase in diameter of the peak portion creates the necessary directional change for the flow.

[0026] In one embodiment, the leading edge portion is tilted to match the tilt angle of the fuel injector assembly. The intake member supporting the fuel injector assembly maintains the tilt angle of the leading edge portion and the injector angle, thereby avoiding variations due to different components of the engine assembly. In one embodiment, the flow enhancement portion has a first diameter at the peak portion, a second diameter at the leading edge portion, and a third diameter at the trailing edge portion. The third diameter is smaller than the second diameter, wherein the third diameter produces the desired leading edge tilt.

[0027] In one embodiment, the first diameter is smaller than the third diameter, where the airflow undergoes a cross-sectional change after the peak point, resulting in improved tumble. Furthermore, the injector axis and the pre-peak axis, set at approximately an acute angle, can match the flow orientation, thereby improving the mixing of air and injected fuel.

[0028] In one embodiment, the leading and trailing portions are substantially located within the upstream portion of the intake member. Therefore, the effects of engine heat, which could cause variations in flow enhancement, are minimized, thereby improving tumble flow even under prolonged power unit operation. The leading portion is configured flush with the diameter of the regulating member, thus preventing any disturbance during airflow from the regulating member to the intake member.

[0029] In one embodiment, the intake member includes a centerline forming a second angle with respect to the cylinder axis of the power unit. This second angle is in the range of 45 to 135 degrees, allowing air to flow into the combustion chamber in a downward direction.

[0030] In one embodiment, the downstream portion of the intake member is configured to be flush with the intake port and the intake member. The flow enhancement portion and the intake port together form an elongated S-shaped profile along their angular domains to produce improved tumble flow. The flow enhancement portion of the intake member forms a curved portion of the elongated S-shaped profile, and the downstream portion, together with the intake port, substantially forms the other half of the elongated S-shaped profile, thereby cumulatively providing enhanced tumble flow.

[0031] In one embodiment, the intake member includes a peak, at which a tangent is drawn that intersects the centerline of the intake member at a first point. This first point lies within the boundary of the intake member. Therefore, the flow-enhancing effect of the peak begins to appear within the intake member even before the air enters the intake port.

[0032] Where arrows are provided in the diagram, they depict directions relative to the motor vehicle, with arrow F indicating forward direction, arrow R indicating backward direction, arrow Uw indicating upward direction, arrow Dw indicating downward direction, arrow RH indicating right direction, and arrow LH indicating left direction, where appropriate.

[0033] Figure 1A schematic left-side view of an exemplary motor vehicle 100 according to an embodiment of this subject is shown. The motor vehicle (hereinafter referred to as "vehicle") 100 includes a frame assembly 105, schematically shown, which serves as the skeleton and structural member of the vehicle 100. In this embodiment, a power unit including a power unit 200 is fixedly supported by the frame assembly 105. The power unit 200 serves as the power unit of the motor vehicle 100; therefore, these terms are used interchangeably herein. The power unit 200 may also include a traction / electric motor (not shown) to operate independently or assist the engine assembly. The power unit 200 includes a crankcase 210 for supporting its various components, and the power unit 200 is fixed to the frame assembly 105 via the crankcase 211. Figure 2 The description discusses the power unit 200 in detail.

[0034] Furthermore, the motor vehicle 100 includes a rear wheel 130, which is functionally connected to the power unit 200 via a drivetrain 134. A pair of front forks 132 support the front wheel 133 and are steerably supported by the head tube (not shown) of the frame assembly 105. A handlebar assembly 135 is connected to the pair of front forks 132 for maneuvering the motor vehicle 100.

[0035] The motor vehicle 100 of this embodiment includes a seat assembly 145 disposed behind a fuel tank 140. The seat assembly 140 and the fuel tank 145 are supported by a frame assembly 105. A rear cover assembly 150 is disposed below the seat assembly 145 and extends towards the rear portion of the motor vehicle 100. The vehicle 100 includes an intake system (not shown) and an exhaust system (not shown) connected to a power unit 200 for supplying air and scavenging exhaust gases, respectively.

[0036] Figure 2 A schematic cross-sectional view of an engine assembly according to an embodiment of this subject is illustrated. The power unit 200 includes a cylinder block 220 mounted on a crankcase 210. A piston 215 is slidably disposed in the cylinder block 220, and a cylinder head 225 is mounted on the cylinder block 220. The cylinder block 220 and cylinder head 225 define a combustion chamber 230. The combustion chamber 230 includes a cylinder axis C-C', along which the piston 215 slides. A connecting rod 235 connects the piston 215 to a crankshaft 240, which is rotatably supported on the crankcase 210. The cylinder head 225 includes an intake port 245, an exhaust port 250, and a plurality of valves 255. The intake port 245 is connected via an intake member 300 (e.g., ...). Figure 3 The power unit 200 is connected to the intake system 260 (shown), while the exhaust port 250 is connected to an exhaust system (not shown) for removing combustion exhaust gases. Furthermore, the power unit 200 includes a starting system 265 mounted to the crankcase 210, and may have a gearbox, a foot starter assembly, a clutch assembly, etc. (not shown).

[0037] Cylinder head 225 includes camshaft 251, which comprises at least one inlet cam lobe and at least one outlet cam lobe (not shown) for actuating rocker arms, which in turn open and close valve 255. A cam chain (not shown) operably connects crankshaft 240 and camshaft 251, thereby driving camshaft 251. In one embodiment, power unit 200 operates in four cycles: intake stroke, compression stroke, power stroke, and exhaust stroke. Combustion of the air-fuel mixture occurs at the end of the compression stroke and the beginning of the power stroke. The air-fuel mixture is supplied through intake member 300, which is connected to intake system 260 (e.g., Figure 3 (As shown).

[0038] Figure 3 A schematic diagram of a frame assembly and selected components thereon, according to an embodiment of the subject matter, is depicted. The frame assembly 105 includes a head tube (not shown) and a main tube 106 extending rearwardly downward from the head tube. One or more rear tubes 107 have a front portion connected to the main tube 106, and the rear tubes 107 extend in a rearward direction in the vehicle 100. One or more auxiliary tubes 108 connect the rear tubes 107 to the main tube 106. In one embodiment, the main tube 106 includes a rearward portion 106A and a downward portion 106B. The rearward portion 106A extends rearwardly from the front tube, while the downward portion 106B extends downwardly from the rearward portion 106A. In the depicted embodiment, the main tube 106 supports and at least partially surrounds the power unit 200.

[0039] An intake system 260 is mounted to a frame assembly 105. Hereinafter, the terms "air intake system" and "air filter assembly" are used interchangeably. The air filter assembly 260 includes an inlet 261 and an outlet 262. In one embodiment, the air filter assembly 260 includes an auxiliary chamber 263 that is either detachably attached or integrally formed. The outlet 262 of the air filter assembly 260 is connected to a regulating member 270, which in turn is connected to an intake member 300. Atmospheric air enters the air filter assembly 260 and is filtered there. The filtered air reaches the outlet 262, passes through the regulating member 270, and then reaches the intake member 300. The intake member 300 is connected to the air intake 245 of the power unit 200 (e.g., ...). Figure 2 (As shown). The intake component 300 includes a second connection end 310 for securing the intake component 300 to the intake port 245. The intake component 300 of the present invention is configured to improve turbulence and improve the air-fuel mixing entering the combustion chamber 230. The regulating component 270 includes a valve control device 272, which is connected either directly or via an electrical system to an accelerator (not shown). In the current embodiment, a position sensor 274 (e.g.) Figure 5(As shown) is mounted on the support of the adjusting member 270. The position sensor 274 is also connected to the valve control device 272 and the valve member 271 (as shown). Figure 5 (As shown), to identify the position of valve control device 272 and transmit it to a control unit for adjusting fuel injection, etc. In one embodiment, the fuel injector assembly is connected to a fuel pump (not shown), which can be used to pump fuel from fuel tank 140 ( Figure 1 (As shown) Pumped to fuel injector assembly 275. In another embodiment, the regulating member can be a carburetor for regulating air and supplying fuel. In yet another embodiment, the regulating member can be an electronic carburetor or a choke member.

[0040] Figure 4 A perspective view of an air intake component according to an embodiment of this subject is depicted. Figure 5 The intake path according to an embodiment of this subject is depicted. Figure 3 A schematic cross-sectional view of a portion of the axis shown. The outlet 262 of the air filter assembly 260 (as shown) Figure 3 The regulating member 270 (shown) is connected to the regulating member 270. The regulating member 270 includes a valve member 271, which is connected to a valve control device 272. Rotation of the valve control device 272 causes the pivotally mounted valve member 271 to rotate, resulting in opening / closing to regulate airflow. A minimum airflow is always allowed for idling of the power unit 200. The regulating member 270 is connected to the intake member 300 via its first connection end 305. Airflow flows from the regulating member 270 to the intake member 300. The intake member 300 includes a hollow region having an inner peripheral region 320 for airflow. Furthermore, in one embodiment, the intake member 300 supports a fuel injector assembly 275 (as shown in FIG. 7(b)), and a mounting portion 303 (as shown in FIG. 7(a)) is disposed thereon for supporting the fuel injector assembly. According to one embodiment, the intake member 300 is divided into an upstream portion 316 and a downstream portion 317. The imaginary central portion 315 separates the upstream portion 316 and the downstream portion 317. In the depicted embodiment, the imaginary central portion 315 is planar (shown as dashed lines). The imaginary central portion 315 can be a three-dimensional region, with the upstream portion 316 and the downstream portion 317 positioned on either side of the three-dimensional region.

[0041] The intake component 300 includes a flow enhancement portion 325 extending radially inward from the inner peripheral region 320, the flow enhancement portion 325 being disposed on the upstream portion 316. The flow enhancement portion 325 is disposed on the connection to the cylinder head 225 (e.g., Figure 2The flow enhancement portion 325 is located at the distal portion of the second connection end 310 (shown) and is close to the first connection end 305. Therefore, the airflow exiting the regulator member 270 is immediately enhanced to produce improved tumble, which begins from the upstream portion 316 of the intake member 300 itself. In one embodiment, the flow enhancement portion 325 extends around the entire angular region (as shown in FIG. 6(b)). In the depicted embodiment, the flow enhancement portion 325, extending radially inward, is positioned around a predetermined angular region having a first angle α (as shown in FIG. 6(b)). Furthermore, a centerline A-A' is shown passing through the central axis of the outlet 262, the regulator member 270, and the intake member 300. In one embodiment, the centerline A-A' is generally straight to provide undisturbed controlled airflow into the power unit 200. In another embodiment, the centerline A-A' has a curved profile forming a smooth curve designed to smooth the airflow without impeding it. Therefore, the intake component 300 can be improved to meet various driving requirements without modifying the complex cylinder head 225 that houses the camshaft, multiple valves, etc.

[0042] The flow-enhancing portion 325 of the intake component 300 extends radially inward, smoothly transitioning to a peak point 330 (as shown in Figure 7(b)), forming a peak point with the smallest cross-section. After the peak point 330, the flow-enhancing portion 325 shrinks or contracts radially (outward). The smooth transition of the flow-enhancing portion 325 enables improved tumble flow by improving mixing, thereby leading to efficient combustion.

[0043] The airflow AF reaching the upstream portion 316 of the intake member 300 passes through the flow enhancement portion 325, whereby the tumble flow increases due to the gradual decrease in cross-sectional area. The flow enhancement portion 325 forms a smooth profile with a peak point 330 that gradually extends radially inward (as shown in Figure 7(b)), and then gradually extends inward in a radially outward direction, subsequently forming a flush, continuous interface with the remainder of the inner periphery 320 of the downstream portion 317. In other words, the flow enhancement portion 325 in the intake member 300 causes a gradual decrease in the internal cross-sectional area of ​​the intake member, thereby increasing the tumble flow after the flow enhancement portion 325. The airflow AF passing through the intake member 300 undergoes improvement, such as increased tumble flow, and reaches the intake port 245 of the power unit 200 (as shown in Figure 7(b)). Figure 2 As shown), this creates improved turbulence AF' due to the increased tumble flow. When the airflow AF reaches the combustion chamber 230, turbulence AF' with improved vortex and tumble effects is generated in the combustion chamber 230, thereby causing effective air-fuel mixture charging and resulting in fully or nearly complete combustion. Furthermore, even before the airflow AF reaches the intake port 245, the flow enhancement section 325, which is provided immediately after the regulating member 270, also acts on the path of the airflow AF.

[0044] Figure 6(a) depicts a schematic cross-sectional view of an intake component according to an embodiment of the subject matter. Figure 4 Figure 6(b) depicts another schematic cross-sectional view of an intake member according to an embodiment of the subject matter. The intake member 300 includes a mounting port 310M for securing a second connecting end 310 to a cylinder head 225. In the depicted embodiment, the inner periphery 320 of the intake member 300 has a peripheral cross-section PC (also shown in dashed lines) that varies at least around the length of the intake member 300. In particular, a flow-enhancing portion 325 extending radially inward causes a change in the cross-section of the inner periphery 320, where the inner periphery 320 has a non-circular cross-section (wherein the inner periphery has a circular cross-section in portions away from the flow-enhancing portion 325). However, the “circular cross-section” of this embodiment is not limiting, and the inner periphery may have any preferred geometric profile. The first diameter D1 (inner diameter) of the intake member 300 taken at the flow-enhancing portion 325 is significantly smaller than the second diameter D2 or the third diameter D3 taken in portions away from the flow-enhancing portion 325 (as shown in Figure 7(b)). Therefore, in one embodiment, the peripheral cross-section PC becomes elliptical in profile when approaching the flow enhancement region 325 axially, and becomes circular in profile when moving away from the flow enhancement region 325 axially. In short, the peripheral cross-section of the inner periphery 320 of the intake member 300 at the flow enhancement portion 325 is significantly different from the profile truncated at the portion away from the flow enhancement region 325. Figure 6(b) depicts the angular region denoted by a first angle α according to this embodiment, around which the flow enhancement region is configured. The flow enhancement region 325 can be configured to extend around the entire angular region of the intake member, wherein the first angle can extend to 360 degrees, and the minimum angle is approximately 30 degrees, in order to achieve a change in cross-sectional area that will result in increased tumble flow.

[0045] Figure 7(a) depicts a schematic top view of a portion of an engine assembly according to an embodiment of the present subject matter. Figure 7(b) depicts a schematic cross-sectional view of the engine assembly according to an embodiment of the present subject matter, referring to Figure 7(a). In the depicted embodiment, a cylinder head 225 and a cylinder head cover 226 are fixed to the cylinder head 225. The cylinder head 225 houses an intake port 245, an exhaust port, a plurality of valves 255 (corresponding to the intake port 245 and the exhaust port), a camshaft 251, and other auxiliary components. Furthermore, the cylinder head 225 supports one or more spark plugs 256 (as shown in Figure 7(a)). The present subject matter, with its improved air-fuel mixture, is even capable of using a single spark plug 256 to generate a spark for combustion. In the depicted embodiment, an intake member 300, together with a fuel injector assembly 275, is connected to the cylinder head 225.

[0046] As discussed, the flow enhancement region 325 is configured to have a first diameter D1, which is minimized at the peak point (330). Furthermore, the intake member 300 includes a pre-peak portion 331 and a post-peak portion 332, located upstream and downstream of the peak point 330, respectively. The pre-peak portion 331 has a second diameter D2, and the post-peak portion 332 has a third diameter D3. The second diameter D2 and the third diameter D3 are larger than the first diameter D1, since the first diameter D1 is taken from the peak point 330. In one embodiment, the pre-peak portion 331 and the post-peak portion 332 are substantially disposed within the upstream portion of the intake member 300, thereby keeping the flow enhancement portion 325 substantially away from the cylinder head 225, thus minimizing any dimensional variations. The post-peak portion 332 extends in a direction along the centerline to be flush with the inner periphery 320 of the downstream portion 317 of the intake member 300.

[0047] After peak point 330, as it moves downstream of peak point 330 around the intake member, the diameter of the inner periphery 320 is configured to either change smoothly or increase smoothly. The flow-enhancing portion 325 with peak point 330 causes a flow change by increasing tumble and airflow AF. Subsequently, the intake member experiences at least a small directional change due to the increase in diameter D3 at the post-peak portion 332. In other words, after peak point 330, a portion of the airflow AF smoothly deviates from the centerline A-A', after which the airflow AF experiences converging flow into the intake port 245. The pre-peak portion 332 is configured to be flush with the diameter of the regulating member 270. Thus, in one embodiment, the intake member 300 is configured to generate desired turbulence by first causing an increase in flow, then causing a change in direction (away from the centerline A-A'), and then causing turbulence toward the centerline A-A'. Furthermore, the airflow AF' entering the combustion chamber 230 with the aforementioned directional change generates turbulence upon entering the combustion chamber 230, resulting in effective mixing of air and fuel. In one embodiment, an elongated S-shaped profile ES is configured at the peak tip (331) for airflow, thereby due to the elongated S-shaped profile ES (as shown in the image) Figure 8 (As shown) this generates the desired tumble and vortex, which improves tumble and direction change. Furthermore, the elongated S-shaped profile ES forms a smooth flow profile for the airflow AF entering the intake member 300 and the airflow AF' exiting the intake member 300. The intake member 300, having a flow enhancement portion 325, is configured to provide a smooth transition from the diameter of the regulating member 270 to the diameter of the intake port 245.

[0048] The intake component 300 supports a fuel injector assembly oriented at a predetermined angle, which depends on various parameters, including the intake port orientation and the distance between the fuel injector assembly and the intake port. In one embodiment, the fuel injector assembly is mounted to the cylinder head of the engine assembly.

[0049] Figure 8 A schematic cross-sectional view of a portion of an intake passage according to an embodiment of this subject matter is depicted. The flow enhancement portion 325 includes a peak point 330, and in one embodiment, a tangent T1 taken at the peak point 330 passes through the centerline A-A' of the intake member 300 at a first point P1. The fuel injector assembly 275 is positioned at a predetermined angle relative to the centerline A-A'. The injector axis I-I' intersects the centerline A-A' at a second point P2. The injector axis I-I' is positioned at a higher angle relative to the angle formed by the tangent T1 and the centerline A-A'. The tangent T1 intersecting the centerline A-A' is positioned at a point upstream of the second point P2 such that the airflow AF remains directed towards the centerline A-A', subject to minor disturbances from the walls of the intake member 300 and the intake port 245. Furthermore, the fuel injector assembly 275, with a large angle relative to the centerline A-A', is configured to inject fuel into the intake port 245, while the fuel accumulates and mixes with the airflow arriving at the intake port 245, thereby generating an effective mixture before combustion. The intake member 300 supporting the fuel injector assembly 275 is able to maintain the tilt angle of the peak-front portion 331 and the injector angle I-I', thereby avoiding variations that may occur due to mounting on different parts of the engine assembly. In one embodiment, the injector axis I-I' and the peak-front axis P-P' (considered by taking tangents) are set at approximately the same angle, enabling matching flow orientation to improve air-fuel mixing. Additionally, the centerline A-A' is set at a second angle β relative to the cylinder axis C-C' of the power unit 200. The airflow AF from the intake member 300 flows downstream toward the combustion chamber 230. Therefore, with the power unit 200 set substantially vertically, in addition to the effect provided by the intake member 300, the airflow AF is also guided in the direction of gravity, thereby improving the tumble flow of the air-fuel mixture.

[0050] Figure 9 A top view of an intake system according to an embodiment of this subject is depicted. The intake system is mounted to frame assembly 105 (e.g., Figure 3As shown, the frame assembly includes a main frame 106 extending rearward and then downward from the front pipe (not shown). The intake system 460 includes a body portion 460B that incorporates a filter assembly for filtering the atmosphere entering the air inlet 461 into the front filter portion (not shown), and the filtered air is delivered to a rear filter portion (not shown) connected to the outlet 462. When viewed from the top, the body portion 460B is at least partially positioned behind the main pipe 106. In one embodiment, the body portion 460B is provided with an auxiliary chamber 463. The auxiliary chamber 463 serves as an additional volume to allow the power unit 200 to easily vent even at higher operating speeds. Furthermore, when viewed from the top, the auxiliary chamber 463 is a triangular region TR. The triangular region TR includes three sides AB, BC, and CA. Side A is positioned at a third angle γ relative to the transverse axis RH-LH. An intake passage formed by outlet 462, regulating member 470, and intake member 301 is arranged along a centerline A1-A1', which passes substantially perpendicularly through the side AB of the triangular region TR. Auxiliary chamber 463 includes a surface portion 463F arranged at a predetermined angle relative to the transverse axis RH-LH, the predetermined angle being a third angle γ. The auxiliary chamber 463, having a surface 463F arranged at the third angle γ, ensures that the centerline A1-A1' is straight without any bends, thereby improving flow. Auxiliary chamber 463 provides the additional volume required to supply air to systems such as secondary air injection (SAI) without affecting the volume required by the power unit 200. Furthermore, outlet 462, regulating member 470 (connected to outlet 462), and intake member 301 (connected to a downstream portion of regulating member 470) include the centerline A1-A1'. In the depicted embodiment, the centerline A1-A' is substantially straight, thus providing a straight flow with minimal disturbance. Fuel injector assembly 275 is mounted to intake member 301. Adjustment member 470 includes a valve member (not shown) connected to a valve control device 472, which is disposed on one lateral side of adjustment member 470. Position sensor 474 is disposed on the other lateral side of adjustment member 470.

[0051] Figure 10A graphical representation of the roll number relative to valve lift according to embodiments of this subject matter is shown. Line B shows the roll number of a conventional system at different valve lift points, in millimeters. Line A illustrates the roll number under a similar valve lift according to the invention. The roll number represents the characteristics of air tumble. It can be seen that during shorter valve lifts, the roll number shows a smaller improvement, which is still meaningful. Furthermore, as the valve lift increases, the roll number according to the invention is significantly improved. Therefore, the invention provides an improved tumble, particularly during the full valve lift required at the end of the intake stroke. Thus, the roll number, representing one of the characteristics of turbulence, is improved, thereby improving turbulence. Therefore, turbulence improves the overall mixing of air and fuel.

[0052] It should be understood that aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of this subject matter are possible based on the foregoing disclosure. Therefore, this disclosure can be practiced in ways other than those specifically described within the scope of the claims of this subject matter.

[0053] List of reference signs:

[0054] 100: Motor vehicles

[0055] 106: Main Frame

[0056] 106A: Rear section

[0057] 106B: Lower part

[0058] 107: Rear tube

[0059] 108: Auxiliary tube

[0060] 130: Rear wheel

[0061] 132: Front fork

[0062] 133: Front wheel

[0063] 134: Transmission System

[0064] 135: Handlebar assembly

[0065] 140: Fuel Tank

[0066] 145: Seating assembly

[0067] 150: Rear cover assembly

[0068] 200: Engine components

[0069] 210: Crankcase

[0070] 220: Cylinder block

[0071] 225: Cylinder head

[0072] 226: Cylinder head cover

[0073] 230: Combustion Chamber

[0074] 235: Linkage

[0075] 240: Crankshaft

[0076] 245: Air Inlet

[0077] 250: Exhaust port

[0078] 251: Camshaft

[0079] 255: Valve

[0080] 256: Spark plugs

[0081] 260 / 460: Intake system / air filter assembly

[0082] 460B: Main body

[0083] 261 / 461: Entrance

[0084] 262 / 462: Exports

[0085] 263 / 463: Auxiliary Room

[0086] Air filter assembly

[0087] 463F: Faceted portion

[0088] 265: Starting System

[0089] 270 / 470: Adjustment component

[0090] 271: Valve component

[0091] 272 / 472: Valve control device

[0092] 274 / 474: Position sensor

[0093] 275: Fuel Injector Assembly

[0094] 300 / 301: Intake components

[0095] 302: Fastening parts

[0096] 303: Installation Part

[0097] 305: First connection end

[0098] 310: Second connection end

[0099] 310: Mounting hole

[0100] 315: Imaginary Central Part

[0101] 316: Upstream section

[0102] 317: Downstream section

[0103] 320: Surrounding Area

[0104] 325: Flow enhancement section

[0105] 330: Peak Point

[0106] 331: Pre-peak section

[0107] 332: Post-peak portion

[0108] A-A' / A1-A1': Center line

[0109] AF / AF': Airflow

[0110] D1: First diameter

[0111] D2: Second diameter

[0112] D3: third diameter

[0113] ES: Elongated S-shaped profile

[0114] I-I': Injector axis

[0115] PC: Peripheral cross-section

[0116] P-P': Peak-front axis

[0117] T1: Tangent

[0118] TR: Triangular region

[0119] P1 / P2: Points

[0120] α: First angle

[0121] β: second angle

[0122] γ: Third angle

Claims

1. A power unit (200), comprising: Cylinder block (220); Cylinder head (225), the cylinder head (225) being mounted to the cylinder block (220), the cylinder block (220) and the cylinder head (225) defining a combustion chamber (230); and An intake component (300) connects a flow regulating component (270) to the cylinder head (220). The intake component (300) includes an upstream portion (316) and a downstream portion (317), the upstream portion (316) including a flow enhancement portion (325) extending radially inward therein, and the downstream portion (317) of the intake component (300) being connected to the intake port (245) of the cylinder head (225). The air intake component (300) includes a first connecting end (305) and a second connecting end (310). The flow enhancement portion (325) extends in the radial direction, smoothly transitioning to form a peak (330). After the peak (330), the flow enhancement portion (325) shrinks in the radial direction, and the airflow (AF) reaching the upstream portion (316) of the intake member (300) passes through the flow enhancement portion (325), thereby increasing the tumble due to the gradual decrease in cross-sectional area. The flow enhancement portion (325) forms a smooth profile with a peak (330) by gradually extending radially inward, and then gradually extending inward in the radially outward direction, thereafter forming a flush continuous interface with the inner periphery (320) of the downstream portion (317). The flow enhancement portion (325) is disposed near the first connection end (305) of the intake member (300), and the first connection end (305) is connected to the flow regulating member (270); and The peripheral cross section (PC) of the inner periphery (320) of the air intake component (300) becomes an elliptical profile when it approaches the flow enhancement portion (325) in the axial direction, and becomes a circular profile when it moves away from the flow enhancement portion (325) in the axial direction.

2. The power unit (200) according to claim 1, wherein, The flow enhancement portion (325) extends inward in the radial direction with a predetermined angular domain having a first angle (α), wherein the first angle (α) is in the range of 30 to 360 degrees.

3. The power unit (200) according to claim 1, wherein, The flow enhancement portion (325) includes a pre-peak portion (331) and a post-peak portion (332) upstream and downstream of its peak point (330), the post-peak portion (332) extending in a direction along the centerline (A-A') to be flush with the inner periphery (320) of the downstream portion (317) of the intake member (300).

4. The power unit (200) according to claim 3, wherein, The flow enhancement portion (325) has a first diameter D1 at the peak portion, a second diameter D2 at the pre-peak portion (331) and a third diameter D3 at the post-peak portion (332), the third diameter (D3) being smaller than the second diameter (D2) and the first diameter (D1) being smaller than the third diameter (D3).

5. The power unit (200) according to claim 3, wherein, The pre-peak portion (331) and the post-peak portion (332) are disposed within the upstream portion (316) of the intake component (300), and the pre-peak portion (331) is flush with the diameter of the flow regulating component (270).

6. The power unit (200) according to claim 3, wherein, The centerline (A-A') is set at a second angle (β) relative to the cylinder axis (C-C') of the power unit (200), and the airflow (AF) from the intake components (300, 301) flows downstream toward the combustion chamber (230).

7. The power unit (200) according to claim 1, wherein, The downstream portion (317) of the intake member (300, 301) is configured to be flush with the air inlet (245), and the intake member (300, 301), together with the flow enhancement portion (325) and the air inlet (245), form an elongated S-shaped profile (ES) along the corner region of the intake member (300).

8. The power unit (200) according to claim 1, wherein, The intake components (300, 301) include a peak (330), and the tangent (T1) taken at the peak (330) passes through the center line (A-A') of the intake components (300) at a first point (P1) within the intake components (300, 301).

9. The power unit (200) according to claim 8, wherein, The intake components (300, 301) support a fuel injector assembly (275) mounted thereon at the injector axis (I-I') relative to the centerline (A-A') of the intake components (300, 301), the injector axis (I-I') passing through the centerline (A-A') at a second point (P2), wherein the first point (P1) is upstream of the second point (P2).

10. The power unit (200) according to claim 9, wherein, The flow regulating member (270) is connected to an air filter assembly (260, 460), the air filter assembly (260) including an auxiliary chamber (263, 463) disposed within a triangular region (TR), the auxiliary chamber (263, 463) having a side (AB) disposed at a third angle (γ) relative to the transverse axis (RH-LH), and an intake passage formed by an outlet (462), the regulating member (270, 470) and the intake member (301) is disposed along a centerline (A1-A1'), the centerline (A1-A1') passing substantially perpendicularly through the side (AB).

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