High-efficiency air intake diesel engine cylinder head and air intake vortex adjustment method

Abstract

The present application relates to a kind of high-efficiency intake diesel engine cylinder head and intake vortex adjustment method, belong to engine technical field, two air inlets are transversely parallel, independent of each other, both are tangential air inlet, air resistance is small, and intake efficiency is high;Adopt long, short air inlet combination design, simultaneously optimize the airflow distribution at the periphery of cylinder wall and cylinder center in the intake stroke by different geometry, realize the high-speed, orderly flow of in-cylinder gas, reduce the in-cylinder chaotic airflow, be beneficial to oil-gas uniform mixing, make diesel engine intake high-efficiency, in-cylinder intake vortex controllable, promote in-cylinder oil-gas uniform mixing, realize high-efficiency clean combustion, energy saving and emission reduction.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of engine technology, in particular to a high-efficiency intake diesel engine cylinder head and an intake vortex adjustment method. BACKGROUND

[0002] The prerequisite for high-efficiency combustion of a diesel engine is uniform oil-gas mixing. The fuel injection pressure of a traditional diesel engine is low, and the fuel injection particle size is large, so it is necessary to use strong vortex intake to further disperse the fuel. The intake port of the cylinder head is generally designed as a spiral structure to achieve strong vortex in the cylinder. However, strong vortex will cause large intake resistance and reduce intake efficiency. With the improvement of emission regulation requirements, the fuel injection system has been upgraded from the traditional mechanical fuel injection system to the electronically controlled high-pressure common rail fuel injection system. The injection pressure is greatly improved, and the fuel injection particle size is greatly reduced. Therefore, it is necessary to appropriately adjust the in-cylinder intake vortex to improve the intake efficiency and optimize the in-cylinder combustion. SUMMARY

[0003] In view of the defects of the prior art, the present application provides a high-efficiency intake diesel engine cylinder head and an intake vortex adjustment method, which aims to improve the intake efficiency of the diesel engine, optimize the in-cylinder intake vortex, match the current mainstream high-pressure common rail fuel system, and achieve good oil-gas mixing and high-efficiency combustion, energy saving and emission reduction.

[0004] In order to achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows:

[0005] A high-efficiency intake diesel engine cylinder head, comprising an oil injector hole, a cylinder head bolt hole, two intake ports and two exhaust ports, the oil injector hole is located at the center of the cylinder hole, the air port is arranged away from the cylinder head bolt hole and other hole systems, the two intake ports are horizontally parallel and are respectively a long intake port and a short intake port, the two intake ports are independent of each other and are both tangential air ports, as viewed from the top surface of the cylinder head, the long intake port has an approximate straight line trend, and the short intake port has an approximate circular arc trend, the airflow in the long intake port and the short intake port has a consistent trend after entering the cylinder.

[0006] Further, the direction passing through the center of the cylinder hole and perpendicular to the intake side is defined as the cylinder center vertical direction, the included angle between the center line of the two intake valves and the cylinder center vertical direction is α=20°-45°, and the included angle between the center line of the two exhaust valves and the cylinder center vertical direction is β≈α.

[0007] Further, the throat diameters of the long intake port and the short intake port are the same, that is, the intake port throat diameter Di, Di / D=0.29-0.3, and D is the cylinder diameter of the cylinder head.

[0008] Further, the air intake angle of the long intake passage and the short intake passage is 10° to 40°, and the air intake angles of the long intake passage and the short intake passage are the same or different.

[0009] Further, the two exhaust passages are a long exhaust passage and a short exhaust passage, which are collected at the end outlet and combined into one exhaust outlet.

[0010] Further, the throat diameters of the long exhaust passage and the short exhaust passage are the same, that is, the exhaust passage throat diameter De, De / D=0.25 to 0.27, and D is the cylinder diameter of the cylinder head.

[0011] Further, the air intake area of the long intake passage is greater than the air intake throat area, and the long intake passage presents a uniform gradual taper transition from the air intake port to the air intake throat; the air intake area of the short intake passage is greater than the air intake throat area, and the short intake passage presents a uniform gradual taper transition from the air intake port to the air intake throat.

[0012] The application also provides an air intake vortex adjustment method for a high-efficiency air intake diesel engine cylinder head, which can adjust the in-cylinder air intake vortex intensity by adjusting the air intake port area of the long intake passage and the air intake port area of the short intake passage, or adjusting the air intake angle.

[0013] Further, reducing the air intake port area of the long intake passage by 5% to 10% and increasing the air intake port area of the short intake passage by 5% to 10% can reduce the vortex ratio by 10% to 20%, and vice versa, increasing the air intake port area of the long intake passage by 5% to 10% and reducing the air intake port area of the short intake passage by 5% to 10% can increase the vortex ratio by 10% to 20%.

[0014] Further, reducing the air intake angle gamma can reduce the tangential intake passage vortex intensity, and reducing the air intake angle by 5° can reduce the vortex ratio by 5% to 10%; increasing the air intake angle gamma can increase the tangential intake passage vortex intensity, and increasing the air intake angle by 5° can increase the vortex ratio by 5% to 10%.

[0015] Beneficial effects: the diesel engine cylinder head of the application adopts a unique air passage arrangement, which significantly optimizes the in-cylinder air flow movement and combustion efficiency; the two intake passages are independent of each other and are both tangential intake passages, which have small intake resistance and high intake efficiency; the long and short intake passage combination design optimizes the air flow distribution at the cylinder wall periphery and the cylinder center during the intake stroke through different geometric shapes, realizes high-speed and orderly flow of in-cylinder gas, reduces chaotic air flow in the cylinder, is beneficial to uniform mixing of oil and gas, makes the diesel engine intake efficient and the in-cylinder intake vortex controllable, promotes uniform mixing of oil and gas in the cylinder, realizes high-efficiency and clean combustion, and saves energy and reduces emissions.

[0016] In addition, the application can realize proportional adjustment of the air intake amount of the two air passages by adjusting the size ratio of the two air passages, and then simply and efficiently adjust the air intake vortex to achieve the best design goal. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the air passage arrangement structure of the high-efficiency intake diesel engine cylinder head of the present invention (viewed from the top surface of the cylinder head).

[0018] Figure 2 For the present invention Figure 1 AA section view;

[0019] Figure 3 This is a three-dimensional isometric sectional view of the cylinder head of the high-efficiency intake diesel engine of the present invention.

[0020] Attached reference numerals: 1. Intake side, 2. Exhaust side, 3. Long intake manifold, 4. Short intake manifold, 5. Long exhaust manifold, 6. Short exhaust manifold, 7. Cylinder head bolt hole, 8. Injector hole. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0022] like Figures 1-3 As shown, an embodiment of a high-efficiency intake diesel engine cylinder head is provided. The cylinder head includes an intake side 1, an exhaust side 2, two intake ports, two exhaust ports, cylinder head bolt holes 7, and injector holes 8.

[0023] Two air intakes are located on the intake side, namely a long intake 3 and a short intake 4. The long intake 3 and the short intake 4 are independent of each other and do not affect each other. Two exhausts are located on the exhaust side, namely a long exhaust 5 and a short exhaust 6. The two exhausts converge at the end outlet and merge into one exhaust outlet.

[0024] The cylinder head has an intake side 1 and an exhaust side 2. The intake side 1 has an intake port with a long intake passage 3 and a short intake passage 4. The exhaust side 2 has a combined exhaust outlet with a long exhaust passage 5 and a short exhaust passage 6. The cylinder head bolt holes 7 are arranged approximately evenly around the cylinder bore. The intake passage and exhaust passage are set to avoid all cylinder head bolt holes 7 and other hole systems. The fuel injector hole 8 is located in the cylinder center, that is, the center of the cylinder bore.

[0025] Both air intakes are tangential, smooth, and independent of each other. Figure 1 As shown, viewed from the top of the cylinder head, the long intake passage 3 has an approximately straight line orientation, while the short intake passage 4 has an approximately circular arc orientation. This circular arc orientation bends away from the long intake passage 3. After the airflow enters the cylinder, the airflow rotates around the cylinder in the same direction to avoid airflow collision. The two exhaust passages on the exhaust side converge at the end outlet and merge into one exhaust outlet.

[0026] Each cylinder corresponds to four valves: two intake valves and two exhaust valves, such as...Figure 1 As shown in the figure, the direction defined through the center of the cylinder hole and perpendicular to the intake side 1 is the cylinder center vertical direction, then the angle between the two intake valve center lines and the cylinder center vertical direction is alpha=20°~45°, the angle between the two exhaust valve center lines and the cylinder center vertical direction is beta, and the angle between the two intake valve center lines and the cylinder center vertical direction is approximately equal, that is, beta≈alpha.

[0027] The throat diameters of the long intake passage 3 and the short intake passage 4 are the same, which is recorded as the intake passage throat diameter Di, Di / D=0.29~0.3, and D is the cylinder diameter.

[0028] The throat diameters of the long exhaust passage 5 and the short exhaust passage 6 are the same, which is recorded as the exhaust passage throat diameter De, then De / D=0.25~0.27, and D is the cylinder diameter.

[0029] As shown in the figure, Figure 2 The intake dive angle gamma of the long intake passage 3 and the short intake passage 4 is 10°~40°, and the intake dive angle of the long intake passage 3 and the short intake passage 4 can be the same or different, but they are all in the range.

[0030] The intake port area of the long intake passage 3 is greater than the intake throat area, and the long intake passage 3 presents a uniform and gradually tapered transition from the intake port to the intake throat; similarly, the intake port area of the short intake passage 4 is greater than the intake throat area, and the short intake passage 4 presents a uniform and gradually tapered transition from the intake port to the intake throat.

[0031] During the intake process of the diesel engine, the long intake passage 3 and the short intake passage 4 simultaneously intake, the airflow of the long intake passage 3 is tangent to the cylinder wall, forming a spiral airflow around the cylinder wall, which is used to accelerate the airflow movement around the cylinder wall; the airflow of the short intake passage 4 forms a centrifugal force due to the approximately circular arc trend of the passage, and the airflow deflects inward when entering the cylinder due to the centrifugal force, and the airflow enters the cylinder near the center of the cylinder hole. The path of the short intake passage 4 is shorter and has a larger curvature, forming a weaker spiral airflow, which is used to accelerate the airflow movement at the center of the cylinder; the airflow trend of the short intake passage 4 is the same as that of the long intake passage 3, avoiding interference between the airflows; the airflows of the long intake passage 3 and the short intake passage 4 divide the cylinder volume into an outer and an inner part, and the intake vortex is strong and weak, realizing high-speed and orderly flow of the cylinder gas, reducing the chaotic airflow in the cylinder, and being beneficial to uniform mixing of oil and gas; at the same time, since the long intake passage 3 and the short intake passage 4 are both tangential intake passages, the intake resistance is small, and the intake efficiency is high.

[0032] Further, the high-efficiency intake cylinder cover designed by the present application can adjust the intake amount of the long intake passage 3 and the short intake passage 4 by adjusting the intake port area and the intake dive angle of the long intake passage 3 and the short intake passage 4, so as to adjust the intake vortex intensity in the cylinder, and the specific implementation manner is as follows.

[0033] When it is necessary to reduce vortex, reducing the inlet area of ​​the long inlet 3 by 5% to 10% and increasing the inlet area of ​​the short inlet by 5% to 10% can reduce the vortex ratio by 10% to 20%.

[0034] Reducing the inlet dive angle γ can reduce the horizontal component of the airflow and increase the vertical downward component of the airflow. The horizontal component of the airflow helps to increase the vortex. Therefore, reducing the inlet dive angle γ can reduce the intensity of the tangential inlet vortex. For every 5° reduction in the inlet dive angle, the vortex ratio can be reduced by 5% to 10%.

[0035] Conversely, when it is necessary to increase the vortex, increasing the inlet area of ​​the long inlet duct by 5% to 10% and decreasing the inlet area of ​​the short inlet duct by 5% to 10% can increase the vortex ratio by 10% to 20%.

[0036] Increasing the intake dive angle γ can improve the intensity of the tangential intake vortex. For every 5° increase in the intake dive angle, the vortex ratio can be increased by 5% to 10%.

[0037] Therefore, by adjusting the size ratio of the two air intakes, the air intake volume ratio of the two air intakes can be adjusted, thereby allowing for simple and efficient adjustment of the intake vortex to achieve the optimal design goal.

[0038] It should be noted that the appendix Figures 1-3 The embodiment shown is a cylinder head for a multi-cylinder diesel engine, but the diesel engine cylinder head described in this invention does not limit the number of cylinders and is applicable not only to multi-cylinder structures but also to single-cylinder structures.

[0039] The technical solution of this invention optimizes the intake port design on the cylinder head of the diesel engine. Both the long intake port 3 and the short intake port 4 are tangential intake ports, resulting in low intake resistance and high intake efficiency. The geometric difference between the two intake ports—one long and one short, one straight and one curved—optimizes the airflow trend, achieving high-speed and orderly gas flow within the cylinder. This reduces chaotic airflow and promotes uniform fuel-air mixing, better meeting the requirements of the high-pressure common rail fuel injection system. It enables efficient diesel engine intake, controllable in-cylinder intake swirl, and promotes uniform fuel-air mixing, achieving efficient and clean combustion, energy saving, and emission reduction. Furthermore, this invention provides a method for adjusting the intake swirl. By adjusting the size ratio of the two intake ports, the intake volume ratio of the two ports can be adjusted, allowing for simple and efficient adjustment of the intake swirl to achieve the optimal design goal.

[0040] The above merely describes preferred embodiments of the present application, and is not intended to limit the present application in any form. Although the present application has been disclosed with the preferred embodiments as above, it is not intended to limit the present application. Any person skilled in the art, without departing from the technical solution of the present application, can make some changes or modifications to the above disclosed technical content to obtain equivalent embodiments with equivalent changes. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present application, without departing from the technical solution of the present application, still belongs to the scope of the technical solution of the present application.

Claims

1. A high-efficiency intake diesel engine cylinder head, comprising an injector hole, cylinder head bolt holes, two intake ports, and two exhaust ports, wherein the injector hole is located at the center of the cylinder head hole, and the intake ports are arranged to avoid the cylinder head bolt holes and other hole systems, characterized in that, Two intake manifolds are arranged horizontally side-by-side, designated as a long intake manifold and a short intake manifold. Both intake manifolds are independent and tangential. Viewed from the top of the cylinder head, the long intake manifold has an approximately straight line, while the short intake manifold has an approximately arc-shaped trajectory. The airflow within both manifolds rotates around the cylinder in the same direction after entering the cylinder. The direction passing through the center of the cylinder bore and perpendicular to the intake side is defined as the vertical direction of the cylinder center. The angle α between the line connecting the centers of the two intake valves and the vertical direction of the cylinder center is 20°~45°. Two exhaust manifolds... The angle β≈α between the center line of the valve and the vertical direction of the cylinder center. The throat diameters of the long and short intake ports are the same, i.e., the intake port throat diameter Di, Di / D=0.29~0.3, where D is the cylinder head cylinder diameter. The intake dive angle γ of the long and short intake ports is 10°~40°, and the intake dive angles of the long and short intake ports may be the same or different. The throat diameters of the two exhaust ports are the same, i.e., the exhaust port throat diameter De, De / D=0.25~0.27, where D is the cylinder head cylinder diameter.

2. The high-efficiency intake diesel engine cylinder head according to claim 1, characterized in that, The two exhaust channels are a long exhaust channel and a short exhaust channel, which converge at the end outlet and merge into one exhaust outlet.

3. The high-efficiency intake diesel engine cylinder head according to claim 1, characterized in that, The long air intake duct has an air inlet area greater than or equal to the air throat area, and the long air intake duct has a uniformly tapering transition from the air inlet to the air throat. The short air intake duct has an air inlet area greater than or equal to the air throat area, and the short air intake duct has a uniformly tapering transition from the air inlet to the air throat.

4. The method for adjusting the intake swirl of a high-efficiency intake diesel engine cylinder head according to any one of claims 1-3, characterized in that: The intensity of the in-cylinder intake swirl can be adjusted by changing the intake port area of ​​the long intake duct and the intake port area of ​​the short intake duct, or by adjusting the intake dive angle.

5. The intake vortex adjustment method according to claim 4, characterized in that, Reducing the inlet area of ​​the long inlet by 5% to 10% and increasing the inlet area of ​​the short inlet by 5% to 10% can reduce the vortex ratio by 10% to 20%. Conversely, increasing the inlet area of ​​the long inlet by 5% to 10% and reducing the inlet area of ​​the short inlet by 5% to 10% can increase the vortex ratio by 10% to 20%.

6. The intake vortex adjustment method according to claim 4, characterized in that, Reducing the inlet dive angle γ can decrease the intensity of the tangential inlet vortex. For every 5° decrease in the inlet dive angle, the vortex ratio can be reduced by 5% to 10%. Increasing the inlet dive angle γ can increase the intensity of the tangential inlet vortex. For every 5° increase in the inlet dive angle, the vortex ratio can be increased by 5% to 10%.

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