Cylinder cover assembly, engine and vehicle

Abstract

The invention discloses a cylinder cover assembly, an engine and a vehicle. Belongs to the technical field of automobiles, the cylinder cover assembly is used for an engine of a vehicle, the cylinder cover assembly comprises a cylinder cover body and an air inlet manifold, the air inlet manifold and the cylinder cover body are integrally formed so as to reduce the length of the air inlet manifold and improve the air inlet efficiency, the air inlet manifold defines a pressure stabilizing cavity, and an air inlet is formed in the direction from the front end wall of the pressure stabilizing cavity to the rear end wall of the pressure stabilizing cavity. The flow area of the pressure stabilizing cavity is gradually reduced, and the minimum height difference between the pressure stabilizing cavity and the bottom face of the cylinder cover body is gradually reduced in the direction from the far end wall of the pressure stabilizing cavity to the near end wall of the pressure stabilizing cavity, so that air inlet uniformity and combustion consistency of cylinders of an engine are improved, abnormal work of the engine is avoided, and the dynamic property and economical efficiency of the engine are improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a cylinder head assembly, an engine and a vehicle. Background Art

[0002] In the related art, most inline four-cylinder gasoline engines adopt an independent intake manifold structure. The intake manifold and the cylinder head are separately arranged, and the intake manifold and the cylinder head are connected through an intake flange surface to connect the intake manifold with the combustion chamber. The structure of the intake manifold is complex and the pipeline is long, the engine intake resistance is large, the intake impulse coefficient is reduced, and the engine power and economy are poor. Summary of the invention

[0003] The present invention aims to solve at least one of the above-mentioned technical problems in the prior art to a certain extent. To this end, the present invention provides a cylinder head assembly that can improve the power and economy of the engine.

[0004] The invention also provides an engine having the cylinder head assembly.

[0005] The present invention also provides a vehicle having the engine.

[0006] According to the cylinder head assembly of the embodiment of the present invention, the cylinder head assembly is used for the engine of a vehicle, and the cylinder head assembly includes: a cylinder head body, the cylinder head body defines a plurality of intake passages and the tops of a plurality of combustion chambers; an intake manifold, the intake manifold is integrally formed with the cylinder head body, the intake manifold defines a pressure stabilizing chamber, and the top of each combustion chamber is connected to the pressure stabilizing chamber through at least one intake passage; in the length direction of the cylinder head assembly, a plurality of the combustion chambers are arranged at intervals, the pressure stabilizing chamber has a front end wall and a rear end wall relative to each other, and the front end wall is provided with an air inlet; in the width direction of the cylinder head assembly, the end wall of the pressure stabilizing chamber close to the side of the cylinder head body is the proximal wall, and the end wall of the pressure stabilizing chamber away from the side of the cylinder head body is the distal wall; in the direction from the front end wall to the rear end wall, the flow area of ​​the pressure stabilizing chamber gradually decreases; in the direction from the distal end wall to the proximal end wall, the minimum height difference between the pressure stabilizing chamber and the bottom surface of the cylinder head body gradually decreases.

[0007] In the above embodiment, the cylinder head body and the intake manifold are integrally formed to reduce the length of the intake manifold and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber gradually decreases from the front end wall to the rear end wall of the pressure stabilizing chamber, and the minimum height difference between the bottom surface of the pressure stabilizing chamber and the cylinder head body gradually decreases from the far end wall to the proximal end wall of the pressure stabilizing chamber, which is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0008] According to some embodiments of the present invention, in the height direction of the cylinder head body, the pressure stabilizing chamber has an upper end wall and a lower end wall that are relative and inclined in the same direction, the angle between the upper end wall and the bottom surface of the cylinder head body is α, and the angle between the lower end wall and the bottom surface of the cylinder head body is β, satisfying the relationship: 20°≤α≤30°, 20°≤β≤30°.

[0009] According to some embodiments of the present invention, the angle between the rear end wall and the distal end wall is γ, which satisfies the relationship: 95°≤γ≤110°.

[0010] According to some embodiments of the present invention, the connection between the rear end wall and the distal end wall is transitioned through a rounded corner.

[0011] According to some embodiments of the present invention, the distance between the proximal wall and the distal wall gradually decreases from the front end wall to the rear end wall, and the angle between the proximal wall and the distal wall is δ, satisfying the relationship: 5°≤δ≤10°.

[0012] According to some embodiments of the present invention, the angle ε between the axis of the air inlet and the bottom surface of the cylinder head body satisfies the relationship: 3°≤ε≤10°, and in the air intake direction of the air inlet, the upstream end of the air inlet axis is higher than the downstream end of the air inlet axis.

[0013] According to some embodiments of the present invention, the volume of the pressure stabilizing chamber is V1, and the exhaust volume of the engine is V2, satisfying the relationship: 65% V2 ≤ V1 ≤ 75% V2.

[0014] According to some embodiments of the present invention, the cylinder head body further defines a plurality of exhaust passages; the cylinder head assembly further comprises: an exhaust manifold, the exhaust manifold being integrally formed with the cylinder head body, and each of the combustion chambers being connected to the exhaust manifold via at least one exhaust passage.

[0015] An engine according to another embodiment of the present invention includes the above-mentioned cylinder head assembly.

[0016] According to the engine of the embodiment of the present invention, its cylinder head body and intake manifold are integrally formed to reduce the length of the intake manifold and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber gradually decreases from the front end wall to the rear end wall of the pressure stabilizing chamber, and the minimum height difference between the bottom surface of the pressure stabilizing chamber and the cylinder head body gradually decreases from the far end wall to the near end wall of the pressure stabilizing chamber, which is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0017] According to yet another aspect of the present invention, a vehicle includes the above-mentioned engine.

[0018] According to the vehicle of the embodiment of the present invention, the cylinder head body and the intake manifold of the engine are integrally formed to reduce the length of the intake manifold and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber gradually decreases from the front end wall to the rear end wall of the pressure stabilizing chamber, and the minimum height difference between the bottom surface of the pressure stabilizing chamber and the cylinder head body gradually decreases from the far end wall to the near end wall of the pressure stabilizing chamber, which is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 1 ;

[0021] Figure 2 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 2 ;

[0022] Figure 3 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 3 ;

[0023] Figure 4 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 4 ;

[0024] Figure 5 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 5 ;

[0025] Figure 6 Schematic diagram of a cylinder head assembly according to an embodiment of the present invention Figure 6 ;

[0026] Figure 7 is a cross-section of a cylinder head assembly according to an embodiment of the present invention Figure 1 ;

[0027] Figure 8 is a cross-section of a cylinder head assembly according to an embodiment of the present invention Figure 2 .

[0028] Reference numerals:

[0029] Cylinder head body 1; combustion chamber 11; bottom surface 12;

[0030] Intake manifold 2; pressure stabilizing chamber 21; front end wall 211; air inlet 2111; rear end wall 212; proximal end wall 213; distal end wall 214; upper end wall 215; lower end wall 216;

[0031] Exhaust manifold 3;

[0032] Cylinder head assembly 10. DETAILED DESCRIPTION

[0033] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0034] In the description of the present invention, it is necessary to understand that the terms "length", "width", "height", "up", "down", "front", "back", "left", "right", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0035] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0036] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0037] The cylinder head assembly 10 , the engine and the vehicle according to the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0038] Reference Figure 1-Figure 8 As shown, the cylinder head assembly 10 is used for the engine of a vehicle, and the cylinder head assembly 10 includes: a cylinder head body 1 and an intake manifold 2, the cylinder head body 1 defines a plurality of intake passages and a top portion of a plurality of combustion chambers 11, the intake manifold 2 is integrally formed with the cylinder head body 1, the intake manifold 2 defines a pressure stabilizing chamber 21, and each combustion chamber 11 is connected to the pressure stabilizing chamber 21 via at least one intake passage.

[0039] In the length direction of the cylinder head assembly 10, multiple combustion chambers 11 are arranged at intervals, and the pressure stabilizing chamber 21 has a front end wall 211 and a rear end wall 212 opposite to each other. The front end wall 211 is provided with an air inlet 2111. In the width direction of the cylinder head assembly 10, the end wall of the pressure stabilizing chamber 21 close to the cylinder head body 1 is the proximal end wall 213, and the end wall of the pressure stabilizing chamber 21 away from the cylinder head body 1 is the distal end wall 214. From the front end wall 211 to the rear end wall 212, the flow area of ​​the pressure stabilizing chamber 21 gradually decreases. From the distal end wall 214 to the proximal end wall 213, the minimum height difference between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases.

[0040] Among them, the cylinder head assembly 10 can be installed above the cylinder block of the engine, and the cylinder head body 1 of the cylinder head assembly 10 defines multiple intake ducts and the tops of multiple combustion chambers 11. The tops of the multiple combustion chambers 11 are continuous ridge-shaped structures. The number of combustion chambers 11 can be four. The upper surface of the top of each combustion chamber 11 is provided with a combustion chamber inlet and a spark plug port. The intake duct is located inside the cylinder head body 1. The cylinder head body 1 defines a part of each combustion chamber 11. The cylinder head body 1 can cooperate with the cylinder block and jointly define multiple combustion chambers 11, and each combustion chamber 11 corresponds to a cylinder of the engine.

[0041] The intake manifold 2 can be integrally cast with the cylinder head body 1, and the intake manifold 2 defines a pressure-stabilizing chamber 21. The top of each combustion chamber 11 is connected to the pressure-stabilizing chamber 21 through at least one intake duct. The pressure-stabilizing chamber 21 can evenly distribute gas to each intake duct. The gas in the pressure-stabilizing chamber 21 can enter the corresponding combustion chamber 11 through the intake duct to participate in combustion. The gas in the pressure-stabilizing chamber 21 can be air, or a mixture of air and engine exhaust gas.

[0042] The direction in which the plurality of combustion chambers 11 are arranged at intervals is the length direction of the cylinder head assembly 10, that is, Figure 6 and Figure 7 In the front-to-back direction, in this direction, the pressure stabilizing chamber 21 has a relative front end wall 211 and a rear end wall 212, and the front end wall 211 is provided with an air inlet 2111, which can be connected to the throttle of the engine. When the engine is in the intake state, the gas can enter the air inlet 2111 through the throttle, and then flow from the front end wall 211 to the rear end wall 212, and enter the corresponding combustion chambers 11 through multiple intake ducts.

[0043] In the direction from the front end wall 211 to the rear end wall 212, the flow area of ​​the pressure stabilizing chamber 21 gradually decreases. That is to say, after the gas enters the pressure stabilizing chamber 21 through the air inlet 2111, the gas flows roughly from front to back in the process of filling the pressure stabilizing chamber 21. In this flow direction, the flow area of ​​the pressure stabilizing chamber 21 gradually decreases to reduce the loss of flow velocity and pressure of the gas in the backward flow process, so that the flow velocity and pressure of the gas in the flow process remain basically unchanged, and can effectively reduce the ineffective volume in the pressure stabilizing chamber 21 to avoid the generation of unnecessary vortices, thereby improving the intake efficiency.

[0044] It should be noted that if the flow area of ​​the pressure stabilizing chamber 21 remains constant, when the gas in the pressure stabilizing chamber 21 flows from front to back, due to the loss along the way and the intake of the front combustion chamber 11, the flow velocity and pressure of the gas will gradually decrease during the backward flow, so that the intake amount of the combustion chambers 11 at different front and rear positions is different, and the combustion consistency of each cylinder is poor. In the embodiment of the present invention, the flow area of ​​the pressure stabilizing chamber 21 is gradually reduced in the gas flow direction to increase the gas flow velocity and pressure at the downstream of the pressure stabilizing chamber 21, so that the intake amount of each combustion chamber 11 arranged front and back is close to the same, which is conducive to improving the intake uniformity and combustion consistency of each cylinder, and improving the power and economy of the engine.

[0045] The width direction of the cylinder head assembly 10 is Figure 8 In the left and right directions, in the width direction of the cylinder head assembly 10, the end wall of the pressure stabilizing chamber 21 close to the cylinder head body 1 is the proximal wall 213, and the end wall of the pressure stabilizing chamber 21 away from the cylinder head body 1 is the distal wall 214. For example, when the intake manifold 2 is arranged on the right side of the cylinder head body 1, the proximal wall 213 is the end wall on the left side of the pressure stabilizing chamber 21, and the distal wall 214 is the end wall on the right side of the pressure stabilizing chamber 21. From the distal wall 214 to the proximal wall 213, the minimum height difference between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases, so as to make the intake of each combustion chamber 11 smooth and avoid the accumulation of liquid water in the pressure stabilizing chamber 21, thereby ensuring the stable operation of the engine and making the maximum power and torque of the engine reach the design target.

[0046] Specifically, refer to Figure 8As shown, the bottom surface 12 of the cylinder head body 1 is the plane connecting the cylinder head body 1 and the cylinder body, and in the direction from the distal wall 214 to the proximal wall 213, the minimum height differences between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 are D1, D2...Dn, respectively, and D1>D2>...>Dn, that is, the pressure stabilizing chamber 21 extends downwardly in a direction close to the cylinder head body 1, so that the gas in the pressure stabilizing chamber 21 can enter the corresponding combustion chamber 11 more smoothly through the intake duct under the action of gravity. At the same time, when the engine uses the exhaust gas recirculation (EGR) technology, the humidity of the mixed gas entering the pressure stabilizing chamber 21 after intercooling is relatively high, and condensed liquid water is easily generated. The downwardly extending pressure stabilizing chamber 21 can avoid the accumulation of liquid water in the pressure stabilizing chamber 21, prevent a large amount of liquid water from entering the combustion chamber 11 at the same time, and reduce the probability of abnormal single-cylinder combustion problems.

[0047] In the above embodiment, the cylinder head body 1 and the intake manifold 2 are integrally formed to reduce the length of the intake manifold 2 and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber 21 gradually decreases from the front end wall 211 of the pressure stabilizing chamber 21 to the rear end wall 212. The minimum height difference between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases from the far end wall 214 of the pressure stabilizing chamber 21 to the proximal end wall 213. This is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0048] In some embodiments of the present invention, reference Figure 8 As shown, in the height direction of the cylinder head body 1, the pressure stabilizing chamber 21 has an upper end wall 215 and a lower end wall 216 which are opposite to each other and have the same inclination direction, the angle between the upper end wall 215 and the bottom surface 12 of the cylinder head body 1 is α, and the angle between the lower end wall 216 and the bottom surface 12 of the cylinder head body 1 is β, satisfying the relationship: 20°≤α≤30°, 20°≤β≤30°.

[0049] Specifically, the height direction of the cylinder head body 1 is Figure 8In the upper and lower parts of the stabilizing chamber 21, the upper end wall 215 and the lower end wall 216 are arranged opposite to each other in the upper and lower directions, the upper end wall 215 is located above the lower end wall 216, and the minimum height difference between the stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases from the distal end wall 214 to the proximal end wall 213, that is, the lower end wall 216 is lower on the side close to the proximal end wall 213 than on the side close to the distal end wall 214, and the lower end wall 216 is It is an inclined end wall that is lower on the left and higher on the right. The angle between the lower end wall 216 and the bottom surface 12 of the cylinder head body 1 is β, and satisfies the relationship 20°≤β≤30°. For example, β is 20°, or 23°, or 26°, or 30°, so that when liquid water is formed in the pressure-stabilizing chamber 21, the liquid water can flow into the combustion chamber 11 along the inclined lower end wall 216 to evaporate and be discharged, so as to timely discharge the liquid water in the pressure-stabilizing chamber 21 to avoid accumulation of liquid water in the pressure-stabilizing chamber 21.

[0050] At the same time, the upper end wall 215 and the lower end wall 216 have the same inclination direction, that is, the lower end wall 216 is lower on the side close to the proximal end wall 213 than on the side close to the distal end wall 214. The upper end wall 215 is also an inclined end wall that is lower on the left and higher on the right. The angle between the upper end wall 215 and the bottom surface 12 of the cylinder head body 1 is α, and satisfies the relationship 20°≤α≤30°. For example, α is 20°, or 23°, or 26°, or 30°. The inclined upper end wall 215 and the lower end wall 216 can jointly guide the gas to flow smoothly to the lower left through the intake duct into the combustion chamber 11, thereby avoiding the retention of gas and liquid water.

[0051] In some embodiments of the present invention, reference Figure 3 As shown, the angle between the rear end wall 212 and the distal wall 214 is γ, which satisfies the relationship: 95°≤γ≤110°, for example, γ is 95°, or 102°, or 110°, that is, the rear end wall 212 and the distal wall 214 form a small obtuse angle, and the obtuse angle structure can form a guiding effect on the gas in the pressure stabilizing chamber 21, so that the gas flowing along the distal wall 214 can turn along the rear end wall 212 to flow in the direction close to the cylinder head body 1 under the guiding effect of the obtuse angle structure, so that the gas flows to the combustion chamber 11 in a preset direction, thereby reducing the kinetic energy loss of the gas during flow.

[0052] In some embodiments of the present invention, the connection between the rear end wall 212 and the distal end wall 214 is transitioned through a rounded corner, and the rounded corner transition can improve the smoothness of gas flow and reduce intake loss.

[0053] It should be noted that the cross-sectional shape of the pressure stabilizing chamber 21 can be roughly rectangular to facilitate processing and manufacturing. The angle between the two adjacent end walls of the pressure stabilizing chamber 21 can be an obtuse angle less than or equal to 110°. The upper end wall 215, the lower end wall 216, the front end wall 211, the rear end wall 212, the proximal end wall 213 and the distal end wall 214 are all straight walls roughly along the air intake direction, which can effectively reduce the air intake resistance and improve the air intake capacity. The upper end wall 215 can also be connected to the front end wall 211, the rear end wall 212, the proximal end wall 213 and the distal end wall 214 through rounded corners, and the lower end wall 216 can also be connected to the front end wall 211, the rear end wall 212, the proximal end wall 213 and the distal end wall 214 through rounded corners to further improve the stability of gas flow.

[0054] In some embodiments of the present invention, reference Figure 7 As shown, in the direction from the front end wall 211 to the rear end wall 212, the distance between the proximal wall 213 and the distal wall 214 gradually decreases, and the angle between the proximal wall 213 and the distal wall 214 is δ, which satisfies the relationship: 5°≤δ≤10°.

[0055] Among them, the distance between the proximal wall 213 and the distal wall 214 gradually decreases from the front end wall 211 to the rear end wall 212. That is to say, in the process of gas filling the pressure stabilizing chamber 21, the gas flows roughly from front to back. In this flow direction, the distance between the proximal wall 213 and the distal wall 214 gradually decreases, so that the flow area of ​​the pressure stabilizing chamber 21 gradually decreases, thereby reducing the loss of flow velocity and pressure of the gas during the backward flow.

[0056] The extending direction of the proximal wall 213 may be parallel to the direction in which the plurality of combustion chambers 11 are arranged at intervals. Figure 7 In the front-to-back extension direction, the distal wall 214 is inclined relative to the proximal wall 213, and the angle between the proximal wall 213 and the distal wall 214 is δ, which satisfies the relationship: 5°≤δ≤10°, for example, δ is 5°, or 6°, or 10°, and the gas flows from front to back in the pressure stabilizing chamber 21. Due to the gradually narrowing distance between the distal wall 214 and the proximal wall 213, the loss along the way and the influence of the intake of the front combustion chamber 11 on the flow velocity and pressure of the gas in the pressure stabilizing chamber 21 can be reduced, so that the flow velocity and pressure of the gas in the pressure stabilizing chamber 21 flow from front to back in the process remain basically unchanged, thereby making the intake amount of each combustion chamber 11 arranged front to back approach the same.

[0057] In some embodiments of the present invention, reference Figure 5 As shown, the angle ε between the axis L of the air intake port 2111 and the bottom surface 12 of the cylinder head body 1 satisfies the relationship: 3°≤ε≤10°, and in the air intake direction of the air intake port 2111, the upstream end of the axis of the air intake port 2111 is higher than the downstream end of the axis of the air intake port 2111.

[0058] Among them, in the air inlet direction of the air inlet 2111, the upstream end of the axis of the air inlet 2111 is the end of the air inlet 2111 away from the pressure stabilizing chamber 21, that is, Figure 5 The front end of the middle air inlet 2111 and the downstream end of the axis of the air inlet 2111 are the ends of the air inlet 2111 facing the pressure stabilizing chamber 21, that is, Figure 7 The rear end of the middle air intake port 2111, that is, the height of the axis of the air intake port 2111 gradually decreases from front to rear, and the angle between the axis L of the air intake port 2111 and the bottom surface 12 of the cylinder head body 1 is ε, which satisfies the relationship: 3°≤ε≤10°, for example, ε is 3°, or 7°, or 10°. Through the inclined air intake port 2111, the gas can enter the pressure stabilizing chamber 21 along the axis of the air intake port 2111 at an angle, so that the gas first fills the pressure stabilizing chamber 21 and then is evenly distributed into each intake duct connected to the pressure stabilizing chamber 21, so as to avoid the gas directly entering the intake duct that is closer after entering the pressure stabilizing chamber 21, thereby reducing the difference in the intake amount of each cylinder, reducing vibration and the different knock trends of each cylinder, and ensuring the consistency of combustion of each cylinder.

[0059] In some embodiments of the present invention, the volume of the pressure stabilizing chamber 21 is V1, and the engine exhaust volume is V2, satisfying the relationship: 65% V2≤V1≤75% V2. For example, V1 is 65% V2, or 70% V2, or 75% V2, so as to make full use of the engine layout space in the vehicle and make the pressure stabilizing chamber 21 have a larger volume, which is beneficial to improve the stability of the pressure environment in the pressure stabilizing chamber 217 and provide good conditions for utilizing the fluctuation effect. At the same time, the larger volume of the pressure stabilizing chamber 21 can also reduce the mutual interference of each combustion chamber during air intake, and improve the uniformity of the pressure stabilizing chamber 21 supplying air to each cylinder.

[0060] It should be noted that, in the direction from the front end wall 211 to the rear end wall 212, the flow area of ​​the pressure stabilizing chamber 21 gradually decreases, the angle ε between the axis L of the air inlet 2111 and the bottom surface 12 of the cylinder head body 1 satisfies the relationship: 3°≤ε≤10°, the volume V1 of the pressure stabilizing chamber 21 and the engine exhaust volume V2 satisfy the relationship: 65%V2≤V1≤75%V2, when the engine intakes air, a large amplitude pressure wave can be generated in the intake manifold 2, so that the pressure of the intake manifold 2 increases, thereby increasing the intake volume. That is to say, the intake manifold 2 can use the wave effect to improve the intake efficiency of the engine, effectively reduce the intake pressure loss, reduce the difference in air duct pressure loss of each cylinder while increasing the intake volume of each cylinder, reduce vibration and different knock trends of each cylinder, improve the intake uniformity and combustion consistency of each cylinder, thereby improving the power and economy of the engine to meet the power and torque requirements of the engine design objectives.

[0061] In some embodiments of the present invention, reference Figure 1As shown, the cylinder head body 1 further defines a plurality of exhaust passages, and the cylinder head assembly 10 further includes an exhaust manifold 3, which is integrally formed with the cylinder head body 1, and each combustion chamber 11 is connected to the exhaust manifold 3 via at least one exhaust passage.

[0062] Specifically, the exhaust manifold 3 can be arranged on the side of the cylinder head body 1 away from the intake manifold 2. For example, when the intake manifold 2 is arranged on the right side of the cylinder head body 1, the exhaust manifold 3 can be arranged on the left side of the cylinder head body 1. The exhaust manifold 3 is integrally formed with the cylinder head body 1, so that the exhaust manifold 3 can be integrated into the cylinder head assembly 10. The exhaust manifold 3 may include an exhaust main pipe and multiple exhaust branch pipes. Each combustion chamber 11 is connected to an exhaust branch pipe. The intake end of each exhaust branch pipe is integrated into the exhaust duct of the corresponding combustion chamber 11 and is connected thereto. The outlet ends of all exhaust branch pipes are gathered in the exhaust main pipe. The exhaust manifold 3 is integrated into the cylinder head assembly 10, so that the water jacket of the cylinder head assembly 10 can absorb the exhaust heat, which greatly speeds up the engine cold start warm-up time. At the same time, it can shorten the overall length of the exhaust manifold 3, reduce the heat loss of the exhaust manifold 3 to the outside, shorten the catalyst ignition time, and thus reduce the pollutant emissions during engine cold start.

[0063] According to the cylinder head assembly 10 of the embodiment of the present invention, the cylinder head body 1, the intake manifold 2 and the exhaust manifold 3 are integrated into one body, and the cylinder head body 1, the intake manifold 2 and the exhaust manifold 3 can be formed by integrated casting. The cylinder head assembly 10 has good consistency, and can reduce the number of engine parts, optimize the size of the whole machine, and compact the layout. At the same time, it improves the sealing of the intake system and the exhaust system, reduces the risk of air leakage, and improves the reliability of the engine. Compared with the split structure, the intake manifold 2 of the integrated structure is shorter and straighter, which helps to reduce the resistance loss of the intake system and increase the engine power.

[0064] An engine according to another embodiment of the present invention includes the cylinder head assembly 10 of the above embodiment.

[0065] According to the engine of the embodiment of the present invention, its cylinder head body 1 and intake manifold 2 are integrally formed to reduce the length of the intake manifold 2 and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber 21 gradually decreases from the front end wall 211 of the pressure stabilizing chamber 21 to the rear end wall 212. The minimum height difference between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases from the far end wall 214 of the pressure stabilizing chamber 21 to the near end wall 213. This is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0066] A vehicle according to yet another aspect of an embodiment of the present invention includes the engine of the above embodiment.

[0067] According to the vehicle of the embodiment of the present invention, the cylinder head body 1 and the intake manifold 2 of the engine are integrally formed to reduce the length of the intake manifold 2 and improve the intake efficiency. The flow area of ​​the pressure stabilizing chamber 21 gradually decreases from the front end wall 211 of the pressure stabilizing chamber 21 to the rear end wall 212. The minimum height difference between the pressure stabilizing chamber 21 and the bottom surface 12 of the cylinder head body 1 gradually decreases from the far end wall 214 of the pressure stabilizing chamber 21 to the near end wall 213. This is beneficial to improve the intake uniformity and combustion consistency of each cylinder of the engine, avoid abnormal operation of the engine, and improve the power and economy of the engine.

[0068] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification.

[0069] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A cylinder head assembly, characterized in that: The cylinder head assembly is used for an engine of a vehicle, and the cylinder head assembly comprises: A cylinder head body (1), wherein the cylinder head body (1) defines a plurality of intake passages and a top portion of a plurality of combustion chambers (11); An intake manifold (2), the intake manifold (2) being integrally formed with the cylinder head body (1), the intake manifold (2) defining a pressure stabilizing chamber (21), the top of each combustion chamber (11) being connected to the pressure stabilizing chamber (21) via at least one intake passage; In the length direction of the cylinder head assembly, the plurality of combustion chambers (11) are arranged at intervals, the pressure stabilizing chamber (21) has a front end wall (211) and a rear end wall (212) opposite to each other, and the front end wall (211) is provided with an air inlet (2111); In the width direction of the cylinder head assembly, the end wall of the pressure stabilizing chamber (21) close to the cylinder head body (1) is a proximal end wall (213), and the end wall of the pressure stabilizing chamber (21) away from the cylinder head body (1) is a distal end wall (214); The flow area of ​​the pressure stabilizing chamber (21) gradually decreases in the direction from the front end wall (211) to the rear end wall (212); In the direction from the distal wall (214) to the proximal wall (213), the minimum height difference between the pressure stabilizing chamber (21) and the bottom surface (12) of the cylinder head body (1) gradually decreases.

2. The cylinder head assembly according to claim 1, characterized in that: In the height direction of the cylinder head body (1), the pressure stabilizing chamber (21) has an upper end wall (215) and a lower end wall (216) which are opposite to each other and have the same inclination direction, the angle between the upper end wall (215) and the bottom surface (12) of the cylinder head body (1) is α, and the angle between the lower end wall (216) and the bottom surface (12) of the cylinder head body (1) is β, satisfying the relationship: 20°≤α≤30°, 20°≤β≤30°.

3. The cylinder head assembly according to claim 1, characterized in that: The angle between the rear end wall (212) and the distal end wall (214) is γ, which satisfies the relationship: 95°≤γ≤110°.

4. The cylinder head assembly according to claim 3, characterized in that: The connection between the rear end wall (212) and the distal end wall (214) is transitioned through a rounded corner.

5. The cylinder head assembly according to claim 1, characterized in that: In the direction from the front end wall (211) to the rear end wall (212), the distance between the proximal wall (213) and the distal wall (214) gradually decreases, and the angle between the proximal wall (213) and the distal wall (214) is δ, which satisfies the relationship: 5°≤δ≤10°.

6. The cylinder head assembly according to claim 1, characterized in that: The angle ε between the axis of the air inlet (2111) and the bottom surface (12) of the cylinder head body (1) satisfies the relationship: 3°≤ε≤10°, and in the air intake direction of the air inlet (2111), the upstream end of the axis of the air inlet (2111) is higher than the downstream end of the axis of the air inlet (2111).

7. The cylinder head assembly according to any one of claims 1 to 6, characterized in that: The volume of the pressure stabilizing chamber (21) is V1, and the exhaust volume of the engine is V2, satisfying the relationship: 65% V2≤V1≤75% V2.

8. The cylinder head assembly according to claim 1, characterized in that: The cylinder head body (1) further defines a plurality of exhaust passages; The cylinder head assembly further comprises: an exhaust manifold (3), wherein the exhaust manifold (3) is integrally formed with the cylinder head body (1), and each of the combustion chambers (11) is connected to the exhaust manifold (3) via at least one exhaust passage.

9. An engine, characterized in that: Comprising a cylinder head assembly according to any one of claims 1-8.

10. A vehicle, characterized in that: Comprising an engine according to claim 9.

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