Cylinder head, engine and vehicle

Abstract

The application discloses a cylinder cover, an engine and a vehicle, and the cylinder cover comprises a cover body, and the cover body is provided with an air inlet channel which is communicated with a combustion chamber of the engine; the angle between the central axis of the air inlet channel and a reference surface is not greater than 40 degrees, and the reference surface is perpendicular to the central axis of the combustion chamber. According to the cylinder cover, the strength of the positive tumble flow of the gas flowing into the combustion chamber from the air inlet channel can be improved, the strength of the reverse tumble flow of the gas flowing into the combustion chamber from the air inlet channel can be reduced, the tumble flow strength of the gas in the combustion chamber can be improved, fresh air can be fully mixed with fuel, the thermal efficiency of the engine can be improved, and the overall performance of the engine can be improved.

Description

Technical Field

[0001] This invention relates to the field of engines, and more particularly to a cylinder head, an engine, and a vehicle. Background Technology

[0002] In related technologies, when the engine is working, the airflow from the intake passage to the combustion chamber forms a low tumble intensity in the combustion chamber, resulting in incomplete combustion and low engine thermal efficiency. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a cylinder head that can increase the tumble intensity of gases in the combustion chamber, allowing fresh air to mix thoroughly with fuel, thereby improving engine thermal efficiency and overall engine performance.

[0004] The present invention also proposes an engine having the above-described cylinder head.

[0005] The present invention also proposes a vehicle having the above-mentioned engine.

[0006] According to a first aspect of the present invention, a cylinder head is applied to an engine, the engine including a cylinder block, the cylinder head being disposed on the cylinder block and defining a combustion chamber together with the cylinder block, the cylinder head including a cover body having an intake passage communicating with the combustion chamber of the engine, the central axis of the intake passage having an angle of no more than 40° with a reference plane, the reference plane being perpendicular to the central axis of the combustion chamber.

[0007] According to the cylinder head of the present invention, by setting the angle between the central axis of the intake passage and the reference plane to no more than 40°, the intensity of the positive tumble flow of gas from the exhaust passage into the combustion chamber can be increased, the intensity of the reverse tumble flow of gas from the exhaust passage into the combustion chamber can be reduced, and the tumble intensity of gas in the combustion chamber can be increased, so that fresh air can be fully mixed with fuel, thereby improving the thermal efficiency of the engine and improving the overall performance of the engine.

[0008] According to some embodiments of the present invention, the angle between the central axis of the air intake channel and the reference plane is not less than 25° and not greater than 35°.

[0009] According to some embodiments of the present invention, the intake passage has an intake inlet communicating with the combustion chamber, and an intake valve is provided at the intake inlet. The angle between the central axis of the intake valve and the central axis of the intake passage is not less than 130° and not greater than 140°.

[0010] In some embodiments of the present invention, the intake passage has an intake inlet communicating with the combustion chamber, and an intake valve is provided at the intake inlet for opening and closing the intake inlet. The cover also has a flow-limiting structure located on the side of the reference plane close to the cylinder block and opposite to the intake valve. The reference plane is parallel to the reference plane and passes through the intersection of the central axis of the intake valve and the central axis of the intake passage.

[0011] In some embodiments of the present invention, the cover further has a first clearance surface, which is an arcuate surface facing the combustion chamber and extending to the intake inlet. The intake valve includes a connected valve head and a valve stem portion. The valve head is located inside the combustion chamber. The cylinder head further includes a valve seat ring, which is sleeved on the outer periphery of the valve stem portion and engaged with the intake inlet. When the intake valve closes the intake passage, the surface of the valve head away from the cylinder block abuts against the valve seat ring. The minimum distance between the surface of the valve head away from the intake passage and the first clearance surface is greater than 0.

[0012] In some embodiments of the present invention, the minimum distance between the surface of the valve head away from the intake passage and the first clearance surface is not less than 0.4 mm and not more than 1 mm.

[0013] In some embodiments of the present invention, the angle between the first clearance surface surrounding the two ends of the air intake and the line connecting the center of the air intake is not less than 120° and not greater than 160°.

[0014] In some embodiments of the present invention, the cover further has a second clearance surface, which is an arc-shaped surface facing the combustion chamber. The second clearance surface intersects with the bottom surface of the cover and forms an intersection line. The cover also forms an exhaust channel with an exhaust outlet communicating with the combustion chamber. An exhaust valve is provided at the exhaust outlet. The exhaust valve includes an exhaust head located inside the combustion chamber and used to open and close the exhaust outlet. The intake valve includes a valve head located inside the combustion chamber and used to open and close the intake inlet. The angle between the external tangent line of the exhaust head and the valve head near the edge of the cover and the intersection line is 0-4°.

[0015] An engine according to a second aspect of the present invention includes: a cylinder block; a cylinder head, wherein the cylinder head is a cylinder head according to the first aspect of the present invention described above, the cylinder head being disposed on the cylinder block and defining a combustion chamber together with the cylinder block.

[0016] According to the engine of the present invention, by providing the above-described cylinder head, the thermal efficiency of the engine can be improved and the overall performance of the engine can be enhanced.

[0017] According to some embodiments of the present invention, the cylinder head is disposed on the cylinder block and defines a plurality of combustion chambers together with the cylinder block, and the engine further includes: a gas supply manifold assembly, the gas supply manifold assembly including: a main gas supply pipe having a gas supply passage; a pressure regulator connected downstream of the main gas supply pipe and having a pressure regulating cavity extending in a first direction, the pressure regulating cavity communicating with the gas supply passage, the flow area of ​​the pressure regulating cavity gradually decreasing in the direction away from the main gas supply pipe; a plurality of gas supply branch pipes, a plurality of... The gas supply branch pipes are connected to the same side of the pressure stabilizer and are arranged at intervals along the first direction. The number of gas supply branch pipes is the same as the number of combustion chambers and they correspond one-to-one. Each gas supply branch pipe has a branch gas supply channel, which connects the pressure stabilizing chamber to the corresponding combustion chamber. The pressure stabilizing chamber has a connecting surface and a constricted surface. The connecting surface is close to multiple gas supply branch pipes and connected to multiple branch gas supply channels. The constricted surface is away from the gas supply branch pipes and opposite to multiple branch gas supply channels. In the direction away from the main gas supply pipe, the distance between the constricted surface and the connecting surface gradually decreases.

[0018] According to some embodiments of the present invention, the sum of the lengths of the air supply channel and the air intake channel is the length of the air intake pipe, and the ratio of the length of the air intake channel to the length of the air intake pipe is not less than 0.5 and not greater than 0.7.

[0019] According to some optional embodiments of the present invention, the length of the intake pipe is not less than 150 mm and not more than 200 mm.

[0020] A vehicle according to a third aspect of the present invention includes: an engine according to the second aspect of the present invention described above.

[0021] According to the vehicle of the present invention, by equipping the engine described above, the thermal efficiency of the engine can be improved, the overall performance of the engine can be improved, and the overall performance of the vehicle can be improved.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a perspective view of an air supply manifold assembly according to some embodiments of the present invention; Figure 2 yes Figure 1 A three-dimensional view of the air supply manifold assembly from another perspective; Figure 3 yes Figure 1 Side view of the air supply manifold assembly; Figure 4 This is a partial schematic diagram of an engine according to some embodiments of the present invention; Figure 5 yes Figure 4 A side view of the engine in the image; Figure 6 yes Figure 4 A side view of the cylinder head; Figure 7 yes Figure 4 A partial schematic diagram of the engine in the image; Figure 8 yes Figure 7 A partial schematic diagram of the cylinder head; Figure 9 yes Figure 7 A partial schematic diagram of the cylinder head from another perspective; Figure 10 yes Figure 4 A 3D view of the cylinder head; Figure 11 yes Figure 4 A three-dimensional view of the cylinder head from another perspective.

[0024] Figure label: 100. Engine; 10. Cylinder head; 1. Cover; 11. Intake passage; 111. Intake inlet; 12. Flow restriction structure; 13. First clearance surface; 14. Second clearance surface; 15. Intersecting line; 16. Exhaust outlet; 2. Intake valve; 21. Valve head; 22. Valve stem; 3. Valve seat ring; 40. Cylinder block; 41. Combustion chamber; 50. Gas supply manifold assembly; 5. Main gas supply pipe; 51. Gas supply channel; 6. Pressure stabilizer; 61. Connecting surface; 62. Necked surface; 621. Flow guide slope; 622. Flow guide curved surface; 7. Gas supply branch pipe; 71. Branch gas supply channel. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0026] The cylinder head 10 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0027] Reference Figures 4-11 According to a first aspect of the present invention, a cylinder head 10 is applied to an engine 100. The engine 100 includes a cylinder block 40, the cylinder head 10 is disposed on the cylinder block 40, and the cylinder head 10 and the cylinder block 40 together define a combustion chamber 41. The cylinder head 10 has an intake passage 11 communicating with the combustion chamber 41 of the engine 100. The intake passage 11 has an intake inlet 111 communicating with the combustion chamber 41. An intake valve 2 is provided at the intake inlet 111 for opening and closing the intake inlet 111.

[0028] The cylinder head 10 includes a cover 1, which has an intake passage 11 communicating with the combustion chamber 41 of the engine 100. The angle δ between the central axis of the intake passage 11 and a reference plane is no greater than 40°, and the reference plane is perpendicular to the central axis of the combustion chamber 41. When the engine 100 is operating, the intake valve 2 opens the intake inlet 111. Fresh air flows into the intake passage 11 and can flow within the intake passage 11 along the direction extending from the central axis of the intake passage 11. Then, it flows from the intake passage 11 into the combustion chamber 41 and mixes with the fuel injected into the combustion chamber 41.

[0029] When the intake valve 2 is opened, part of the airflow flowing into the combustion chamber from the intake passage 11 can flow into the combustion chamber 41 along the upper part of the circumference of the intake valve 2. This part of the airflow can roll in the combustion chamber 41 after flowing into the combustion chamber 41 to form a positive tumble flow. The other part can flow into the combustion chamber 41 along the lower part of the circumference of the intake valve 2. This part of the airflow can roll in the combustion chamber 41 after flowing into the combustion chamber 41 to form a reverse tumble flow.

[0030] It should be explained that the upper half of the circumferential direction of the intake valve 2 refers to the circumferential direction of the intake valve 2 on the side away from the cylinder block 40 on the reference plane, and the lower half of the circumferential direction of the intake valve 2 refers to the circumferential direction of the intake valve 2 on the side close to the cylinder block 40 on the reference plane. The reference plane is parallel to the reference plane and passes through the intersection of the central axis of the intake valve 2 and the central axis of the intake passage 11.

[0031] Setting the angle δ between the central axis of the intake passage 11 and the reference plane to no more than 40° can increase the amount of airflow flowing into the combustion chamber 41 from the upper part of the circumference of the intake valve 2, increase the intensity of the positive tumble flow of gas from the intake passage 11 into the combustion chamber 41, reduce the amount of airflow flowing into the combustion chamber 41 from the lower part of the circumference of the intake valve 2, reduce the intensity of the reverse tumble flow of gas from the intake passage 11 into the combustion chamber 41, and increase the tumble intensity of gas in the combustion chamber 41. This allows fresh air to mix fully with fuel, improves the thermal efficiency of the engine 100, and enhances the overall performance of the engine 100.

[0032] According to the cylinder head 10 of the present invention, by setting the angle δ between the central axis of the intake passage 11 and the reference plane to no more than 40°, the intensity of the positive tumble flow of gas from the intake passage 11 into the combustion chamber 41 can be increased, the intensity of the reverse tumble flow of gas from the intake passage 11 into the combustion chamber 41 can be reduced, and the tumble intensity of gas in the combustion chamber 41 can be increased, so that fresh air can be fully mixed with fuel, thereby improving the thermal efficiency of the engine 100 and improving the overall performance of the engine 100.

[0033] Reference Figures 5-8 According to some embodiments of the present invention, the angle δ between the central axis of the intake channel 11 and the reference plane is not less than 25° and not greater than 35°. For example, the angle δ between the central axis of the intake channel 11 and the reference plane can be 25°, 26°, 27°, 28°, 29°, 30°, 31°, 32°, 33°, 34°, or 35°.

[0034] The smaller the angle δ between the central axis of the intake passage 11 and the reference plane, the less airflow is formed in the reverse tumble section, and the lower the tumble intensity of the airflow forming the reverse tumble section; the larger the angle δ between the central axis of the intake passage 11 and the reference plane, the less energy loss is caused by the collision between the airflow forming the positive tumble section and the side wall of the cylinder head 10, and the higher the tumble intensity of the airflow forming the reverse tumble section.

[0035] Setting the angle δ between the central axis of the intake passage 11 and the reference plane to be no less than 25° and no more than 35° allows for a larger volume of airflow forming the positive tumble portion, resulting in less energy from the collision between the airflow forming the positive tumble portion and the side wall of the cylinder head 10. This effectively increases the intensity of the positive tumble flow of gas from the intake passage 11 into the combustion chamber 41, reduces the intensity of the reverse tumble flow of gas from the intake passage 11 into the combustion chamber 41, and increases the tumble intensity of gas within the combustion chamber 41. This allows fresh air to mix more thoroughly with fuel, further improving the thermal efficiency of the engine 100 and enhancing the overall performance of the engine 100.

[0036] Reference Figure 5 and Figure 6According to some embodiments of the present invention, the intake passage 11 has an intake inlet 111 communicating with the combustion chamber 41. An intake valve 2 is provided at the intake inlet 111. The angle ε between the central axis of the intake valve 2 and the central axis of the intake passage 11 is not less than 130° and not greater than 140°. For example, the angle ε between the central axis of the intake valve 2 and the central axis of the intake passage 11 can be 130°, 131°, 132°, 133°, 134°, 135°, 136°, 137°, 138°, 139°, or 140°.

[0037] When the angle between the central axis of the intake valve 2 and the reference plane remains unchanged, the smaller the angle ε between the central axis of the intake valve 2 and the central axis of the intake passage 11, the more airflow forms the positive tumble portion, the less airflow forms the negative tumble portion, and the lower the tumble intensity of the airflow forming the negative tumble portion. The larger the angle ε between the central axis of the intake valve 2 and the central axis of the intake passage 11, the simpler the manufacturing process of the cylinder head 10 and the lower the production cost of the cylinder head 10.

[0038] Setting the angle ε between the central axis of the intake valve 2 and the central axis of the intake passage 11 to be no less than 130° and no more than 140° can increase the amount of airflow forming the positive tumble portion and decrease the amount of airflow forming the negative tumble portion, thereby increasing the tumble intensity of the gas in the combustion chamber 41, reducing the production cost of the cylinder head 10, improving the overall performance of the cylinder head 10, and improving the overall performance of the engine 100.

[0039] Reference Figure 7 , Figure 8 , Figure 10 and Figure 11 In some embodiments of the present invention, the intake passage 11 has an intake inlet 111 communicating with the combustion chamber 41, and an intake valve 2 is provided at the intake inlet 111. The intake valve 2 is used to open and close the intake inlet 111. The cover 1 also has a flow limiting structure 12, which is located on the side of the reference plane close to the cylinder block 40 and opposite to the intake valve 2. The reference plane is parallel to the reference plane and passes through the intersection of the central axis of the intake valve 2 and the central axis of the intake passage 11.

[0040] When the engine 100 is running, the intake valve 2 is open, and the airflow flowing into the combustion chamber 41 from the intake passage 11 can be divided into two parts. Part of the airflow can flow into the combustion chamber 41 along the upper part of the circumference of the intake valve 2. This part of the airflow can roll in the combustion chamber 41 after flowing into the combustion chamber 41 to form a positive tumble flow. The other part can flow into the combustion chamber 41 along the lower part of the circumference of the intake valve 2. This part of the airflow can roll in the combustion chamber 41 after flowing into the combustion chamber 41 to form a reverse tumble flow.

[0041] Since the flow-limiting structure 12 is located on the side of the reference plane close to the cylinder block 40, that is, the flow-limiting structure 12 is located in the lower half of the circumferential direction of the intake valve 2, the airflow flowing towards the combustion chamber 41 along the lower half of the circumferential direction of the intake valve 2 can flow into the combustion chamber 41 through the gap between the intake valve 2 and the flow-limiting structure 12. This can reduce the amount of airflow flowing from the lower half of the circumferential direction of the intake valve 2 to the combustion chamber 41, reduce the amount of airflow forming the reverse tumble portion, reduce the intensity of the reverse tumble airflow, reduce the energy loss caused by the collision of the forward tumble and the reverse tumble, effectively improve the tumble intensity of the gas in the combustion chamber 41, so that the fresh air can be mixed more fully with the fuel, further improve the thermal efficiency of the engine 100, and improve the overall performance of the engine 100.

[0042] For example, refer to Figure 7 , Figure 8 , Figure 10 and Figure 11 In some specific embodiments of the present invention, the included angle θ between the lines connecting the two ends of the flow limiting structure 12 to the center of the air inlet 111 is 150°-160°, such as 150°, 151°, 152°, 153°, 154°, 155°, 156°, 157°, 158°, 159°, or 160°.

[0043] This allows the flow-limiting structure 12 to avoid the surface between the two intake valves 2, improving the reliability of the cylinder head 10. At the same time, it prevents the formation of a thin-walled structure in the combustion chamber of the cylinder head 10, which could lead to hot spots during combustion, thus improving the overall performance of the cylinder head 10.

[0044] Reference Figures 7-11 In some embodiments of the present invention, the cover 1 also has a first clearance surface 13, which is an arc-shaped surface facing the combustion chamber 41. The first clearance surface 13 extends to the air intake 111. The intake valve 2 includes a valve head 21 and a valve stem 22 connected together. The valve head 21 is located in the combustion chamber 41. For example, the cover 1 also forms a valve movement cavity, in which the valve stem 22 passes through and is movable along the axial direction of the valve movement cavity.

[0045] The cylinder head 10 also includes a valve seat ring 3, which is fitted on the outer periphery of the valve stem portion 22 and locked in the intake inlet 111. When the intake valve 2 closes the intake passage 11, the surface of the valve head 21 away from the cylinder block 40 abuts against the valve seat ring 3, and the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13 is greater than 0.

[0046] Setting the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13 to be greater than 0 allows the valve head 21 to be separated from the cover 1. When the intake valve 2 closes the intake inlet 111, this prevents the valve head 21 from colliding with the cover 1, reduces damage to the intake valve 2 and the cover 1, and extends the service life of the intake valve 2 and the cover 1. At the same time, this can reduce or avoid knocking caused by the collision between the valve head 21 and the cover 1, reduce the vibration and noise generated during engine operation, improve the overall performance of the engine, and improve the overall performance of the vehicle.

[0047] Reference Figures 7-11 In some embodiments of the present invention, the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13 is not less than 0.4 mm and not greater than 1 mm. For example, the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13 can be 0.4 mm, 0.5 mm, 0.6 mm, 0.7 mm, 0.8 mm, 0.9 mm, or 1 mm.

[0048] The smaller the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13, the less the valve seat 3 is located in the combustion chamber 41, or the valve seat 3 has no part located in the combustion chamber 41, which can reduce or avoid knocking caused by the valve seat 3; the larger the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13, the more airflow flows from the upper part of the circumference of the intake valve 2 into the combustion chamber 41, and the higher the tumble intensity of the positive tumble airflow.

[0049] Setting the minimum distance H2 between the surface of the valve head 21 away from the intake passage 11 and the first clearance surface 13 to be no less than 0.4 mm and no more than 1 mm allows for a larger amount of airflow from the upper part of the circumference of the intake valve 2 into the combustion chamber, resulting in a higher tumble intensity of the airflow forming the positive tumble flow, which in turn makes the combustion in the combustion chamber 41 more complete, improving the thermal efficiency of the engine 100 and the overall performance of the engine 100.

[0050] Reference Figures 7-11 In some embodiments of the present invention, the included angle τ between the two ends of the first clearance surface 13 surrounding the air intake 111 and the line connecting the center of the air intake 111 is not less than 120° and not greater than 160°. For example, the included angle τ between the two ends of the first clearance surface 13 surrounding the air intake 111 and the line connecting the center of the air intake 111 can be 120°, 125°, 130°, 135°, 140°, 145°, 150°, 155°, or 160°.

[0051] The larger the angle τ between the two ends of the first clearance surface 13 surrounding the intake inlet 111 and the center of the intake inlet 111, the larger the range of the first clearance surface 13 surrounding the intake inlet 111, the smaller the resistance of the first clearance surface 13 to the airflow, the smaller the energy loss of the airflow flowing into the combustion chamber from the first clearance surface 13, and the higher the tumble intensity of the positive tumble airflow.

[0052] The smaller the angle τ between the two ends of the first clearance surface 13 surrounding the air intake 111 and the center of the air intake 111, the smaller the range of the first clearance surface 13 surrounding the air intake 111, the higher the structural strength of the cover 1, and the longer the service life of the cover 1.

[0053] Setting the angle τ between the two ends of the first clearance surface 13 surrounding the intake inlet 111 and the center of the intake inlet 111 to be not less than 120° and not more than 160° can balance the structural strength of the cover 1 and the energy of the airflow flowing into the combustion chamber from the first clearance surface 13. This results in higher structural strength of the cover 1, extending its service life, and higher energy of the airflow flowing into the combustion chamber from the first clearance surface 13, leading to higher tumble intensity of the positive tumble airflow. This, in turn, makes the combustion in the combustion chamber 41 more complete, improves the thermal efficiency of the engine 100, and enhances the overall performance of the engine 100.

[0054] Reference Figure 10 and Figure 11 In some embodiments of the present invention, the cover 1 also has a second clearance surface 14, which is an arc-shaped surface facing the combustion chamber 41. The second clearance surface 14 intersects with the bottom surface of the cylinder head 10 and forms an intersection line 15. The cover 1 also forms an exhaust passage with an exhaust outlet 16 communicating with the combustion chamber 41. An exhaust valve is provided at the exhaust outlet 16. The exhaust valve includes an exhaust head located inside the combustion chamber 41 and is used to open and close the exhaust outlet 16. The intake valve 2 includes a valve head 21 located inside the combustion chamber 41 and is used to open and close the intake inlet.

[0055] The angle ξ between the outer tangent line of the exhaust head and the valve head 21 near the edge of the cover 1 and the intersecting line 15 is 0-4°. For example, the angle ξ between the outer tangent line of the valve head 21 and the exhaust head near the edge of the cylinder head 10 and the intersecting line 15 can be 0, 0.5°, 1°, 1.5°, 2°, 2.5°, 3°, 2.5°, or 4°.

[0056] When the airflow flows into the combustion chamber 41 from the intake passage 11, the airflow flowing from the upper part of the circumferential direction of the intake valve 2 into the combustion chamber 41 can flow through the second clearance surface 14. Setting the second clearance surface 14 as an arc surface can make the resistance of the second clearance surface 14 to the airflow smaller, reduce the energy loss of the airflow, make the airflow intensity of forming positive tumble greater, and improve the tumble intensity of the gas in the combustion chamber 41.

[0057] The smaller the angle ξ between the outer tangent line of the valve head 21 and the exhaust head near the edge of the cylinder head 10 and the intersecting line 15, the larger the space defined by the second clearance surface 14, which is more conducive to the flow of air from the upper part of the circumference of the intake valve 2 toward the combustion chamber 41 into the combustion chamber 41, reducing the energy loss of the airflow; the larger the angle ξ between the outer tangent line of the intake inlet 111 and the exhaust outlet 16 near the edge of the cylinder head 10 and the intersecting line 15, the smaller the space defined by the second clearance surface 14, and the larger the compression ratio of the engine 100.

[0058] Setting the angle ξ between the outer tangent line of the valve head 21 and the exhaust head near the edge of the cylinder head 10 and the intersecting line 15 to 0-4° can make the compression ratio of the engine 100 larger, so that the energy of the airflow flowing from the upper part of the circumference of the intake valve 2 to the combustion chamber 41 is greater, so that the tumble intensity of the airflow in the combustion chamber 41 is higher, so that the combustion in the combustion chamber 41 is more complete, thereby improving the thermal efficiency of the engine 100 and improving the overall performance of the engine 100.

[0059] For example, refer to Figure 10 and Figure 11 In some specific embodiments of the present invention, the minimum distance H4 between the projection of the external tangent line of the exhaust head and the valve head 21 near the edge of the cover 1 and the intersection line 15 on the reference plane is not less than 2 mm and not more than 3 mm. Specifically, the minimum distance H4 between the projection of the external tangent line of the exhaust head and the valve head 21 near the edge of the cover 1 and the intersection line 15 on the reference plane can be 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, 2.4 mm, 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, or 3 mm.

[0060] This allows the second clearance surface 14 to define a certain clearance space, thereby allowing the airflow flowing through the second clearance surface 14 to flow more smoothly into the combustion chamber 41, reducing the energy loss of the airflow, increasing the tumble intensity of the positive tumble flow, increasing the tumble intensity of the airflow in the combustion chamber 41, and thus making the combustion in the combustion chamber 41 more complete, improving the thermal efficiency of the engine 100, and improving the overall performance of the engine 100.

[0061] Reference Figures 4-7According to a second aspect embodiment of the present invention, an engine 100 includes a cylinder block 40 and a cylinder head 10, wherein the cylinder head 10 is the cylinder head 10 of the first aspect embodiment of the present invention described above, the cylinder head 10 covers the cylinder block 40, and the cylinder head 10 and the cylinder block 40 define a combustion chamber 41.

[0062] According to the engine 100 of the present invention, by providing the cylinder head 10 described above, the thermal efficiency of the engine 100 can be improved and the overall performance of the engine 100 can be improved.

[0063] Reference Figures 1-5 According to some embodiments of the present invention, the cylinder head 10 is disposed on the cylinder block 40, and the cylinder head 10 and the cylinder block 40 together define a plurality of combustion chambers 41. The engine 100 also includes a supply manifold assembly 50, which includes a main supply pipe 5, a pressure regulator 6 and a plurality of supply branch pipes 7. The main supply pipe 5 has a supply passage 51. The pressure regulator 6 is connected downstream of the main supply pipe 5 and has a pressure regulating cavity extending in a first direction. The pressure regulating cavity communicates with the supply passage 51, and the flow area of ​​the pressure regulating cavity gradually decreases in the direction away from the main supply pipe 5.

[0064] Multiple air supply branches 7 are connected to the same side of the pressure stabilizer 6, and the multiple air supply branches 7 are arranged at intervals along the first direction. The number of air supply branches 7 and combustion chambers 41 are the same and correspond one-to-one. The air supply branch 7 has a branch air supply channel 71, which connects the pressure stabilizing chamber and the corresponding combustion chamber 41. For example, the cylinder head 10 is connected downstream of the air supply branch 7, and the intake channel 11 of each combustion chamber 41 is connected to the corresponding branch air supply channel 71.

[0065] The pressure stabilizing chamber has a connecting surface 61 and a constricted surface 62. The connecting surface 61 is close to multiple gas supply branch pipes 7 and connected to multiple branch gas supply channels 71. The constricted surface 62 is far away from the gas supply branch pipes 7 and opposite to the multiple branch gas supply channels 71. In the direction away from the main gas supply pipe 5, the distance between the constricted surface 62 and the connecting surface 61 gradually decreases.

[0066] It should be explained that, in the description of this invention, "a plurality of" means two or more.

[0067] When the engine 100 is working, fresh air can flow from the main air supply pipe 5 to the pressure stabilizing chamber. After flowing into the pressure stabilizing chamber, the fresh air can flow sequentially through multiple branch air supply channels 71 in the first direction and be distributed to each branch air supply channel 71. Then, it flows from the branch air supply channel 71 to the corresponding combustion chamber 41.

[0068] The flow area of ​​the pressure stabilizing chamber is set to gradually decrease along the direction away from the main air supply pipe 5. When the airflow flows in the pressure stabilizing chamber, the pressure in the direction of airflow flow gradually increases, which gradually increases the intake pressure of the branch air supply channel 71 away from the main air supply pipe 5 along the first direction. As a result, the pressure stabilizing component 6 can distribute the gas in the pressure stabilizing chamber to multiple branch air supply channels 71 more evenly, so that the intake volume of each combustion chamber 41 of the engine 100 is more uniform, improving the combustion stability of each combustion chamber 41, improving the thermal efficiency of the engine 100, reducing the vibration and noise generated when the engine 100 is working, and improving the overall performance of the engine 100.

[0069] The distance between the constricted surface 62 and the connecting surface 61 is set to gradually decrease in the direction away from the main air supply pipe 5. When fresh air flows in the pressure stabilizing chamber, when the airflow passes through the constricted surface 62, the constricted surface 62 can change the direction of the airflow toward the branch air supply channel 71, so that the airflow flows more smoothly into each branch air intake channel 11, increasing the air intake volume of each branch air supply channel 71, increasing the air intake volume of each combustion chamber 41 of the engine 100, making the combustion in each combustion chamber 41 more complete, and improving the thermal efficiency of the engine 100.

[0070] For example, refer to Figure 2 According to some embodiments of the present invention, at the location of the air supply branch pipe 7 furthest from the main air supply pipe 5, the distance between the constricted surface 62 and the connecting surface 61 is the minimum flow distance h1, which is not less than the radius of the main air supply pipe 5. This allows for a larger flow area in the pressure stabilizing chamber, enabling smooth airflow within the chamber, preventing turbulence or reducing the intensity of turbulence, and minimizing energy loss during flow. This results in higher energy for the airflow from the pressure stabilizing chamber to the branch air supply channel 71, thereby increasing the intake volume of each combustion chamber 41, leading to more complete combustion in each combustion chamber 41, and further improving the thermal efficiency of the engine 100.

[0071] For example, refer to Figure 2 According to some embodiments of the present invention, at the location of the gas supply branch pipe 7 furthest from the main gas supply pipe 5, the distance between the constricted surface 62 and the connecting surface 61 is the minimum flow distance h1; at the location of the gas supply branch pipe 7 closest to the main gas supply pipe 5, the distance between the constricted surface 62 and the connecting surface 61 is the maximum flow distance h2; the ratio of the maximum flow distance h2 to the minimum flow distance h1, h2 / h1, is 1.2-2. For example, the ratio of the maximum flow distance h2 to the minimum flow distance h1, h2 / h1, can be 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, or 2.

[0072] The larger the ratio of the maximum flow distance h2 to the minimum flow distance h1, the greater the pressure of the airflow at the location of the air supply branch pipe 7 furthest from the main air supply pipe 5, which allows for a faster intake speed in each branch air supply channel 71; the smaller the ratio of the maximum flow distance h2 to the minimum flow distance h1, the greater the amount of airflow flowing to the location of the air supply branch pipe 7 furthest from the main air supply pipe 5, and the smaller the energy loss when the airflow flows to the location of the air supply branch pipe 7 furthest from the main air supply pipe 5.

[0073] Setting the ratio h2 / h1 of the maximum flow distance h2 to the minimum flow distance h1 to 1.2-2 can ensure a relatively uniform intake volume in each branch air supply channel 71 while also increasing the intake pressure in each branch air supply channel 71. This results in a larger volume of airflow reaching each branch air supply channel 71, thereby increasing the intake volume in each branch air supply channel 71 and making the combustion in each combustion chamber 41 more complete, further improving the thermal efficiency of the engine 100.

[0074] For example, refer to Figures 1-4 According to some embodiments of the present invention, the necking surface 62 includes a guide slope 621 and a guide curved surface 622, which are connected and tangent to each other. The guide slope 621 is planar and close to the main gas supply pipe 5. The guide curved surface 622 is arc-shaped, and the angle β between the guide slope 621 and the first direction is not less than 5° and not greater than 10°. For example, the intersection line of the guide slope 621 and the guide curved surface 622 can be located at the middle position of the pressure stabilizing cavity along the first direction.

[0075] Compared to setting the guide slope 621 as a single slope structure, setting the necking surface 62 as a tangential connection between the guide slope 621 and the guide curved surface 622 allows the distance between the necking surface 62 and the connecting surface 61 to change more rapidly, thereby increasing the intake pressure of each branch air supply channel 71 and increasing the intake speed of the branch air supply channel 71. Compared to setting the guide slope 621 as a single arc surface structure, setting the necking surface 62 as a tangential connection between the guide slope 621 and the guide curved surface 622 can make the distance between the necking surface 62 and the connecting surface 61 change more slowly, resulting in a larger amount of airflow to each branch air supply channel 71 and reducing the energy loss of the airflow. By setting the constricted surface 62 as a guide slope 621 and a guide curved surface 622 tangentially connected, the intake speed and energy loss of each branch air supply channel 71 can be balanced, the intake volume of each branch air supply channel 71 can be increased, and the combustion in each combustion chamber 41 can be more complete, thereby further improving the thermal efficiency of the engine 100.

[0076] The smaller the angle β between the guide slope 621 and the first direction, the smaller the air intake resistance generated by the guide slope 621 on the airflow flowing into the pressure stabilization chamber; the larger the angle β between the guide slope 621 and the first direction, the greater the pressure of the airflow flowing into the pressure stabilization chamber at each branch air supply channel 71, and the greater the air intake velocity of each branch air supply channel 71.

[0077] The angle β between the guide slope 621 and the first direction is set to be no less than 5° and no more than 10°. For example, the angle β between the guide slope 621 and the first direction can be 5°, 6°, 7°, 8°, 9°, or 10°. This can further balance the intake speed and energy loss of the airflow in each branch air supply channel 71, increase the intake volume of each branch air supply channel 71, make the combustion in each combustion chamber 41 more complete, and improve the thermal efficiency of the engine 100.

[0078] Reference Figure 4 and Figure 5 According to some embodiments of the present invention, the sum of the length L1 of the air supply channel 71 and the length H3 of the air intake channel 11 is the length L2 of the air intake pipe, and the ratio H3 / L2 of the length H3 of the air intake channel 11 to the length L2 of the air intake pipe is not less than 0.5 and not greater than 0.7.

[0079] For example, the ratio H3 / L2 of the length H3 of the intake passage 11 to the length L2 of the intake pipe can be 0.5, 0.51, 0.52, 0.53, 0.54, 0.55, 0.56, 0.57, 0.58, 0.59, 0.6, 0.61, 0.62, 0.63, 0.64, 0.65, 0.66, 0.67, 0.68, 0.69, or 0.7.

[0080] The smaller the ratio H3 / L2 of the length H3 of the intake passage 11 to the length L2 of the intake pipe, the shorter the length H3 of the intake passage 11, and the shorter the time the gas is heated during its flow in the intake passage 11. The larger the ratio of the length H3 of the intake passage 11 to the length L2 of the intake pipe, the longer the length H3 of the intake passage 11, the easier it is for the intake passage 11 to guide the airflow when it flows in the intake passage 11, and the more reliably the airflow can flow along the central axis of the intake passage 11. The less energy loss the airflow will have during its flow in the supply air passage 71.

[0081] Setting the ratio H3 / L2 of the length H3 of the intake passage 11 to the length L2 of the intake pipe to be not less than 0.5 and not greater than 0.7 simplifies the manufacturing process of the air supply branch pipe 7, reduces its production cost, lowers the production cost of the air supply manifold assembly 50, minimizes energy loss during gas flow in the air supply passage 71, shortens the heating time of the gas during flow in the intake passage 11, increases the tumble intensity of the airflow in the combustion chamber 41, reduces the temperature of the airflow entering the combustion chamber 41, and makes combustion in the combustion chamber 41 more complete, thereby improving the thermal efficiency of the engine 100 and the overall performance of the engine 100.

[0082] Reference Figures 4-6 According to some optional embodiments of the present invention, the length L2 of the intake pipe is not less than 150mm and not more than 200mm. For example, the length L2 of the intake pipe can be 150mm, 155mm, 160mm, 165mm, 170mm, 175mm, 180mm, 185mm, 190mm, 195mm, or 200mm.

[0083] The shorter the length L2 of the intake pipe, the less energy is lost when the gas flows in the intake pipe, and the shorter the time the gas is heated during the flow in the intake pipe. The longer the length L2 of the intake pipe, the longer the length H3 of the intake channel 11, the better the airflow is guided by the intake channel 11 when the airflow flows in the intake pipe, and the more reliably the airflow can flow along the central axis of the intake channel 11.

[0084] Setting the length L2 of the intake pipe to be no less than 150mm and no more than 200mm can minimize energy loss when the gas flows in the intake pipe, reduce the time the airflow is heated, and result in a lower temperature of the airflow flowing from the intake pipe into the combustion chamber 41, thus ensuring more complete combustion in the combustion chamber 41 and improving the thermal efficiency of the engine 100. It can also effectively guide the airflow flowing into the intake pipe through the intake passage 11, causing the airflow to flow along the central axis of the intake passage 11, reducing the losses generated during the flow of the airflow in the intake passage 11, and increasing the tumble intensity of the airflow in the combustion chamber 41.

[0085] A vehicle according to a third aspect of the present invention includes: an engine 100 according to the second aspect of the present invention described above.

[0086] According to the vehicle of the present invention, by providing the engine 100 described above, the thermal efficiency of the engine 100 can be improved, the overall performance of the engine 100 can be improved, and the overall performance of the vehicle can be improved.

[0087] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0089] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A cylinder head for use in an engine, the engine including a cylinder block, the cylinder head being disposed on the cylinder block and together with the cylinder block defining a combustion chamber, characterized in that, The cylinder head includes: The cover has an air intake passage that connects to the combustion chamber of the engine, the angle between the central axis of the air intake passage and a reference plane is no greater than 40°, and the reference plane is perpendicular to the central axis of the combustion chamber; The intake passage has an intake inlet communicating with the combustion chamber. An intake valve is provided at the intake inlet for opening and closing the intake inlet. The cover also has a first clearance surface, which is an arc-shaped surface facing the combustion chamber and extending to the intake inlet. The intake valve includes a connected valve head and a valve stem. The valve head is located inside the combustion chamber. The cylinder head also includes a valve seat ring, which is fitted onto the outer periphery of the valve stem and engaged with the intake inlet. When the intake valve closes the intake passage, the surface of the valve head away from the cylinder block abuts against the valve seat ring. The minimum distance between the surface of the valve head away from the intake passage and the first clearance surface is greater than 0.

2. The cylinder head according to claim 1, characterized in that, The angle between the central axis of the air intake channel and the reference plane is not less than 25° and not greater than 35°.

3. The cylinder head according to claim 1, characterized in that, The air intake passage has an air intake inlet communicating with the combustion chamber. An air intake valve is provided at the air intake inlet. The angle between the central axis of the air intake valve and the central axis of the air intake passage is not less than 130° and not greater than 140°.

4. The cylinder head according to claim 1, characterized in that, The cover also has a flow-limiting structure, which is located on the side of the reference plane near the cylinder block and opposite to the intake valve; The reference plane is parallel to the reference plane, and the reference plane passes through the intersection of the central axis of the intake valve and the central axis of the intake passage.

5. The cylinder head according to claim 1, characterized in that, The minimum distance between the surface of the valve head away from the intake passage and the first clearance surface is not less than 0.4 mm and not more than 1 mm.

6. The cylinder head according to claim 1, characterized in that, The angle between the two ends of the first clearance surface surrounding the air intake and the line connecting the center of the air intake is not less than 120° and not greater than 160°.

7. The cylinder head according to claim 4, characterized in that, The cover also has a second clearance surface, which is an arc-shaped surface facing the combustion chamber. The second clearance surface intersects with the bottom surface of the cover and forms an intersection line. The cover also forms an exhaust channel with an exhaust outlet communicating with the combustion chamber. An exhaust valve is provided at the exhaust outlet, and the exhaust valve includes an exhaust head located in the combustion chamber and used to open and close the exhaust outlet. The intake valve includes a valve head located in the combustion chamber and used to open and close the intake inlet. The angle between the external tangent line of the exhaust head and the valve head near the edge of the cover and the intersecting line is 0-4°.

8. An engine, characterized in that, include: Cylinder block; A cylinder head, wherein the cylinder head is a cylinder head according to any one of claims 1-7, the cylinder head being disposed on the cylinder block and together with the cylinder block defining a combustion chamber.

9. The engine according to claim 8, characterized in that, The cylinder head is disposed on the cylinder block and together with the cylinder block defines a plurality of combustion chambers. The engine further includes: a gas supply manifold assembly, the gas supply manifold assembly comprising: A main gas supply pipe, wherein the main gas supply pipe has a gas supply channel; A pressure stabilizing component is connected downstream of the main gas supply pipe and has a pressure stabilizing cavity extending in a first direction. The pressure stabilizing cavity is connected to the gas supply channel, and the flow area of ​​the pressure stabilizing cavity gradually decreases in the direction away from the main gas supply pipe. Multiple gas supply branch pipes are connected to the same side of the pressure stabilizer and are arranged at intervals along the first direction. The number of gas supply branch pipes is the same as the number of combustion chambers and they correspond one-to-one. Each gas supply branch pipe has a branch gas supply channel, which connects the pressure stabilizing chamber and the corresponding combustion chamber. The pressure stabilizing chamber has a connecting surface and a constricted surface. The connecting surface is close to the multiple gas supply branch pipes and connected to the multiple branch gas supply channels. The constricted surface is away from the gas supply branch pipes and opposite to the multiple branch gas supply channels. In the direction away from the main gas supply pipe, the distance between the constricted surface and the connecting surface gradually decreases.

10. The engine according to claim 9, characterized in that, The sum of the lengths of the supply air channel and the intake air channel is the length of the intake pipe, and the ratio of the length of the intake air channel to the length of the intake pipe is not less than 0.5 and not greater than 0.

7.

11. The engine according to claim 10, characterized in that, The length of the intake pipe shall be no less than 150 mm and no more than 200 mm.

12. A vehicle, characterized in that, include: The engine according to any one of claims 8-11.

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