Cylinder head assembly, engine and carrier platform

Abstract

The utility model provides a kind of cylinder cover assembly, engine and carrying platform, cylinder cover assembly includes: cylinder cover main body, air inlet seat ring and intake valve, cylinder cover main body has air inlet channel and air inlet on;Air inlet seat ring is fixedly arranged on air inlet;Intake valve reciprocates along the axial direction of intake valve;Wherein, air inlet channel has air inlet flow line, part of airflow in air inlet channel flows to air inlet along air inlet flow line;The central axis of intake valve and the central axis of air inlet seat ring have included angle;The acute angle formed by the central axis of intake valve and air inlet flow line intersection is first acute angle;The acute angle formed by the central axis of air inlet seat ring and air inlet flow line intersection is second acute angle;Second acute angle is less than first acute angle, to reduce the corner of airflow from air inlet channel into air inlet.The utility model effectively reduces the corner of airflow from air inlet channel into air inlet in structure, and further effectively reduce the flow resistance of airflow, improve the air inlet smoothness of air inlet channel.

Description

Technical Field

[0001] This utility model relates to the field of automotive engine technology, specifically to a cylinder head assembly, a cylinder head assembly, an engine, and a transport platform. Background Technology

[0002] In the design and development of high-performance, low-fuel-consumption automotive engines, the optimization of the combustion system and gas exchange technology is key to achieving better engine performance. As an important component of the engine's gas exchange system, the intake manifold's design directly affects the engine's intake and charging efficiency and the kinetic energy within the cylinder, thereby influencing the engine's combustion efficiency and overall performance. The intake manifold's flow coefficient and tumble ratio are two important indicators for evaluating its performance. The flow coefficient reflects the intake manifold's flow capacity and the smoothness of the airflow, while the tumble ratio reflects the airflow's movement characteristics within the combustion chamber, which is crucial for forming a good air-fuel mixture and achieving optimal combustion.

[0003] In the existing technology, the intake port design of the cylinder head usually adopts the traditional method of matching the intake seat ring with the intake valve. The intake seat ring is pressed into the bottom hole of the intake seat ring of the aluminum alloy cylinder head through an interference fit to ensure the reliability and stability of the engine intake valve during operation. In traditional cylinder head products, the intake seat ring has the same height (i.e., thickness) on both sides of the intake port, and the axis of the intake seat ring bottom hole, the central axis of the valve guide, and the central axis of the intake valve are collinear. However, this design has certain limitations, mainly reflected in: 1. Poor airflow smoothness: Due to the obstruction of the intake seat ring, the airflow encounters a certain degree of bend when flowing from the upper part of the intake manifold through the intake seat ring into the combustion chamber, thus reducing the smoothness of the airflow, increasing intake resistance, and reducing the flow coefficient of the intake manifold. This bend phenomenon is mainly determined by the height of the intake seat ring and the structure of the intake manifold throat; 2. Low tumble ratio: Since the airflow needs to pass through the intake seat ring before entering the combustion chamber, its velocity and direction are restricted, making it difficult to achieve a large tumble ratio; 3. Design and performance need to be compromised: In the current technology, it is difficult to achieve an optimal state for both the intake manifold flow coefficient and the tumble ratio at the same time. Often, a certain degree of compromise needs to be made between the two to meet the basic performance requirements of the engine.

[0004] Therefore, existing cylinder head intake designs suffer from poor airflow smoothness, low intake flow coefficient, and low tumble ratio. These issues become technical bottlenecks limiting engine performance improvement in the pursuit of high-performance, low-fuel-consumption engines. Therefore, a new engine intake design is urgently needed that can effectively improve intake performance without significantly increasing cost and manufacturing complexity, providing a new solution for engine development. Utility Model Content

[0005] This invention provides a cylinder head assembly, an engine, and a transport platform to solve the problems of poor intake airflow smoothness, low intake flow coefficient, and low tumble ratio in the intake port design of existing cylinder heads.

[0006] To address the aforementioned problems, according to one aspect of this utility model, a cylinder head assembly is provided, comprising: a cylinder head body, an intake seat ring, and an intake valve. The cylinder head body has an intake passage and an intake port, the intake port communicating with the intake passage and guiding airflow within the intake passage to the combustion chamber. The intake seat ring is fixedly mounted on the intake port. The intake valve reciprocates along its axial direction and engages with the intake seat ring to open and close the intake port. The intake passage has an intake flow line, and a portion of the airflow within the intake passage flows along the intake flow line towards the intake port. The central axis of the intake valve forms an angle with the central axis of the intake seat ring. The acute angle formed by the intersection of the central axis of the intake valve and the intake flow line is a first acute angle. The acute angle formed by the intersection of the central axis of the intake seat ring and the intake flow line is a second acute angle. The second acute angle is smaller than the first acute angle to reduce the turning angle of the airflow entering the intake port from the intake passage.

[0007] Furthermore, the angle between the central axis of the intake valve and the central axis of the intake seat ring is the first included angle, which is equal to the difference between the first acute angle and the second acute angle; wherein, the first included angle is greater than 0° and less than or equal to 10°.

[0008] Furthermore, the opening in the internal cavity of the intake seat ring that connects to the air intake port is the airflow outlet, and the opening in the internal cavity of the intake seat ring that connects to the air intake channel is the airflow inlet; the central axis of the airflow outlet is collinear with or at an angle to the central axis of the intake seat ring, and the central axis of the airflow inlet is collinear with the central axis of the intake seat ring.

[0009] Furthermore, the connection between the airflow inlet and the air intake channel is rounded, and the airflow inlet is rounded along the circumference.

[0010] Furthermore, the mating surface of the intake seat ring for cooperating with the intake valve is a first conical annular surface, and the airflow outlet is the opening of the first conical annular surface facing the intake port; wherein, the airflow outlet and the opening of the first conical annular surface away from the airflow outlet are respectively provided with rounded corners in the circumferential direction.

[0011] Furthermore, the intake channel includes an intake throat section and a flow section connected in sequence. The intake throat section is directly connected to the airflow inlet, and the intake flow line is the line connecting the center extension line of the intake throat section and the center extension line of the flow section. The inner wall of the intake throat section is a second conical annular surface. The generatrix of the second conical annular surface is tangentially set to the inner wall of the flow section or is connected by an arc transition to reduce the bending angle of the airflow when it flows from the flow section into the intake throat section.

[0012] Furthermore, a first cross section is defined such that the air intake flow line is located within the first cross section and the first cross section is perpendicular to the plane where the air inlet is located; the air intake seat ring is cut with the first cross section, and the air intake seat ring forms a first part and a second part on both sides of the central axis of the air intake seat ring within the first cross section; compared with the second part, the first part is closer to the end of the air intake channel away from the air intake; the outer periphery of the first part and the outer periphery of the second part respectively mate with the inner wall of the air intake; wherein, with the extension direction along the central axis of the air intake seat ring as the thickness direction of the air intake seat ring, the thickness dimension of the first part is greater than the thickness dimension of the second part, so that the air outlet and air inlet are offset towards the air intake flow line, reducing the corners of the airflow.

[0013] Furthermore, the intake seat ring is made of powder metallurgy material and is fixedly installed at the intake port by interference fit.

[0014] According to another aspect of the present invention, an engine is provided, the engine including the above-mentioned cylinder head assembly; the engine also includes an engine block, the engine block having a cylinder inside, a portion of the cylinder forming a combustion chamber; wherein the engine also includes a plurality of cylinder head bolts, the cylinder head body being fixedly and sealed on the upper part of the engine block by the plurality of cylinder head bolts; or, the cylinder head body and the engine block are integrally formed.

[0015] According to another aspect of the present invention, a transport platform is provided, the transport platform including the engine described above; the engine is used to provide the power required by the transport platform.

[0016] Applying the technical solution of this utility model, this utility model provides a cylinder head assembly, including: a cylinder head body, an intake seat ring, and an intake valve. The cylinder head body has an intake channel and an intake port, the intake port being connected to the intake channel and used to guide the airflow in the intake channel to the combustion chamber; the intake seat ring is fixedly mounted on the intake port; the intake valve reciprocates along the axial direction of the intake valve and is used to cooperate with the intake seat ring to open and close the intake port; wherein, the intake channel has an intake flow line, and a portion of the airflow in the intake channel flows towards the intake port along the intake flow line; the central axis of the intake valve and the central axis of the intake seat ring form an angle; the acute angle formed by the intersection of the central axis of the intake valve and the intake flow line is a first acute angle; the acute angle formed by the intersection of the central axis of the intake seat ring and the intake flow line is a second acute angle; the second acute angle is smaller than the first acute angle to reduce the turning angle of the airflow entering the intake port from the intake channel.

[0017] This invention, by setting the second acute angle to be smaller than the first acute angle, effectively reduces the turning angle of the airflow entering the intake port from the intake channel, thereby effectively reducing airflow resistance and improving the smoothness of the intake channel. Simultaneously, it increases the flow coefficient and intake tumble ratio of the intake channel, thus improving the overall performance of the engine. The intake seat ring proposed in this invention has a significantly different relative positional relationship with the intake valve compared to the traditional approach where the central axis of the intake valve coincides with the central axis of the intake seat ring. By setting the intake seat ring to be non-axial with the intake valve and valve guide, the degree of obstruction of the intake air by the intake seat ring is reduced while ensuring the sealing performance of the intake valve and intake seat ring, effectively reducing airflow obstruction. The bend in the airflow as it enters the intake manifold through the intake passage reduces intake resistance. In practical use, it has been found that engines using the cylinder head assembly proposed in this invention exhibit significantly improved intake performance, especially under high speed and high load conditions. The increased intake efficiency directly translates into improved combustion efficiency, thereby reducing unnecessary fuel consumption and increasing power output. This invention has a simple structure and low cost, is easy to manufacture, assemble, and maintain, and can be readily implemented in existing cylinder head production lines. It solves the problems of poor airflow smoothness, low intake flow coefficient, and low tumble ratio in the intake manifold design of existing cylinder heads, making it suitable for large-scale promotion and use. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0019] Figure 1 A schematic diagram of the internal structure of a cylinder head assembly provided in an embodiment of the present invention is shown.

[0020] Figure 2 This diagram illustrates the airflow trajectory of the cylinder head assembly provided in an embodiment of the present invention during intake.

[0021] The above figures include the following reference numerals:

[0022] 10. Cylinder head body; 11. Intake passage; 111. Intake flow line; 112. Intake throat section; 113. Flow section; 12. Intake port; 13. First acute angle; 14. Second acute angle; 15. First included angle;

[0023] 20. Intake seat ring; 21. Airflow outlet; 22. Airflow inlet; 23. First conical annular surface; 24. First part; 25. Second part. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0025] like Figures 1 to 2 As shown, an embodiment of this utility model provides a cylinder head assembly, including: a cylinder head body 10, an intake seat ring 20, and an intake valve. The cylinder head body 10 has an intake channel 11 and an intake port 12. The intake port 12 communicates with the intake channel 11 and is used to guide the airflow in the intake channel 11 to the combustion chamber. The intake seat ring 20 is fixedly mounted on the intake port 12. The intake valve reciprocates along the axial direction of the intake valve and is used to cooperate with the intake seat ring 20 to open and close the intake port 12. The intake passage 11 has an intake flow line 111, and a portion of the airflow in the intake passage 11 flows along the intake flow line 111 to the intake port 12; the central axis of the intake valve and the central axis of the intake seat ring 20 form an angle; the acute angle formed by the intersection of the central axis of the intake valve and the intake flow line 111 is the first acute angle 13; the acute angle formed by the intersection of the central axis of the intake seat ring 20 and the intake flow line 111 is the second acute angle 14; the second acute angle 14 is smaller than the first acute angle 13, so as to reduce the turning angle of the airflow entering the intake port 12 from the intake passage 11.

[0026] This invention effectively reduces the turning angle of the airflow from the intake passage 11 to the intake port 12 by setting the second acute angle 14 to be smaller than the first acute angle 13, thereby effectively reducing the flow resistance of the airflow and improving the intake smoothness of the intake passage 11. At the same time, it increases the flow coefficient and intake tumble ratio of the intake passage 11, which in turn improves the overall performance of the engine. The intake seat ring 20 proposed in this invention has a significantly different relative positional relationship with the intake valve than the traditional technical solution where the central axis of the intake valve coincides with the central axis of the intake seat ring. By setting the intake seat ring 20 to be non-axial with the intake valve and valve guide, the obstruction of the intake air by the intake seat ring 20 is reduced while ensuring the sealing performance of the intake valve and the intake seat ring 20. The design effectively reduces the bend in the airflow as it enters the intake seat ring 20 from the intake passage 11, thereby reducing intake resistance. In practical use, it has been found that engines using the cylinder head assembly proposed in this invention exhibit significantly improved intake performance, especially under high speed and high load conditions. The improved intake efficiency directly translates into improved combustion efficiency, thereby reducing unnecessary fuel consumption and increasing power output. This invention has a simple structure and low cost, making it easy to manufacture, assemble, and maintain. It is readily available for production on existing cylinder head production lines and solves the problems of poor airflow smoothness, low intake flow coefficient, and low tumble ratio in the intake passage design of existing cylinder heads. It is suitable for large-scale promotion and use.

[0027] like Figure 1 As shown, the angle between the central axis of the intake valve and the central axis of the intake seat ring 20 is the first included angle 15, which is equal to the difference between the first acute angle 13 and the second acute angle 14; wherein, the first included angle 15 is greater than 0° and less than or equal to 10°.

[0028] By precisely controlling the relative position between the intake valve and the intake seat 20, specifically by setting the size of the first included angle 15, the airflow path is further optimized, ensuring a more ideal flow direction and speed before entering the combustion chamber. The size of the first included angle 15 directly affects the flow characteristics of the airflow at the intake seat 20. By setting the first included angle 15 between 0° and 10°, airflow deflection can be effectively reduced, avoiding excessive turbulence at the intake seat 20, thereby improving airflow smoothness and intake efficiency. This setting further optimizes the relative position between the intake valve and the intake seat 20, effectively improving the subsequent engine intake performance, especially reducing airflow resistance at the intake seat 20, increasing the intake duct flow coefficient and tumble ratio, and thus improving the overall engine performance. In other embodiments, the specific size of the first included angle 15 can be fine-tuned to adapt to the needs of different engine models and operating conditions, further optimizing intake performance.

[0029] like Figure 1As shown, the opening in the internal cavity of the intake seat ring 20 that connects to the intake port 12 is the air outlet 21, and the opening in the internal cavity of the intake seat ring 20 that connects to the intake channel 11 is the air inlet 22; the central axis of the air outlet 21 is collinear with or at an angle to the central axis of the intake seat ring 20, and the central axis of the air inlet 22 is collinear with the central axis of the intake seat ring 20.

[0030] By optimizing the positional relationship between the air outlet 21 and the air inlet 22, the airflow guiding structure inside the intake ring 20 is improved, resulting in a more rational path for the airflow entering and exiting the intake ring 20, reducing airflow deflection and turbulence. The positional relationship between the air outlet 21 and the air inlet 22 directly affects the flow characteristics of the airflow inside the intake ring 20. By ensuring that the central axis of the air outlet 21 is collinear with or at an angle to the central axis of the intake ring 20, and that the central axis of the air inlet 22 is collinear with the central axis of the intake ring 20, deflection of the airflow inside the intake ring 20 can be effectively reduced, avoiding unnecessary eddies and backflow, thereby improving airflow smoothness and intake efficiency. The above technical solution, by optimizing the airflow guiding structure inside the intake ring 20, effectively improves the engine's intake performance, especially the flow efficiency of the airflow inside the intake ring 20, reduces airflow resistance, increases the flow coefficient and tumble ratio of the intake duct, and thus improves the overall performance of the engine. In other embodiments, the airflow guiding structure inside the intake seat ring 20 can be further optimized by changing the specific shape and size of the airflow outlet 21 and the airflow inlet 22 to adapt to the needs of different engine models and operating conditions, and to further optimize the intake performance.

[0031] Specifically, the connection between the airflow inlet 22 and the air intake channel 11 is rounded, and the airflow inlet 22 is rounded along the circumference.

[0032] By employing a rounded transition at the connection between the airflow inlet 22 and the intake passage 11, and by rounding the corners of the airflow inlet 22 circumferentially, the geometry of the airflow inlet 22 is optimized, reducing the frictional resistance of the airflow entering the intake seat 20 and improving the smoothness of the airflow. The geometry of the airflow inlet 22 directly affects the flow characteristics of the airflow entering the intake seat 20. By using a rounded transition and rounded corners, the frictional resistance of the airflow entering the intake seat 20 can be effectively reduced, avoiding excessive turbulence and backflow, thereby improving the smoothness of the airflow and the intake efficiency. The above technical solution effectively improves the intake performance of the engine by optimizing the geometry of the airflow inlet 22, especially by reducing the frictional resistance of the airflow entering the intake seat 20, increasing the flow coefficient and tumble ratio of the intake passage, and thus improving the overall performance of the engine. In other embodiments, the geometry of the airflow inlet 22 can be further optimized by changing the shape of the airflow inlet 22, such as by using a sloped transition or a conical structure, to adapt to the needs of different engine models and operating conditions, and further optimize the intake performance.

[0033] like Figure 1 As shown, the mating surface of the intake seat ring 20 for cooperating with the intake valve is the first conical annular surface 23, and the airflow outlet 21 is the opening of the first conical annular surface 23 facing the intake port 12; wherein, the airflow outlet 21 and the opening of the first conical annular surface 23 away from the airflow outlet 21 are respectively rounded along the circumferential direction.

[0034] By setting the mating surface between the intake seat ring 20 and the intake valve to a first conical annular surface 23, and the airflow outlet 21 to be an opening of the first conical annular surface 23 facing the intake port 12, the mating structure between the intake seat ring 20 and the intake valve is optimized. This makes the airflow path more reasonable when passing through the gap between the intake seat ring 20 and the intake valve, reducing airflow friction resistance and improving airflow smoothness. The mating structure between the intake seat ring 20 and the intake valve directly affects the flow characteristics of the airflow when passing through the gap between them. By setting the shapes of the first conical annular surface 23 and the airflow outlet 21, the friction resistance of the airflow when passing through the gap between them can be effectively reduced, avoiding excessive turbulence and backflow, thereby improving airflow smoothness and intake efficiency. The above technical solution, by optimizing the mating structure between the intake seat ring 20 and the intake valve, effectively improves the engine's intake performance, especially by reducing the friction resistance of the airflow when passing through the gap between the intake seat ring 20 and the intake valve, increasing the intake duct flow coefficient and tumble ratio, and thus improving the overall engine performance. In other embodiments, the taper of the first conical annular surface 23 can be flexibly set to further optimize the fit structure between the intake seat ring 20 and the intake valve, so as to adapt to the needs of different engine models and operating conditions and further optimize the intake performance.

[0035] like Figure 1 As shown, the intake passage 11 includes an intake throat section 112 and a flow section 113 connected in sequence. The intake throat section 112 is directly connected to the airflow inlet 22. The intake flow line 111 is the line connecting the center extension line of the intake throat section 112 and the center extension line of the flow section 113. The inner wall of the intake throat section 112 is a second conical annular surface. The generatrix of the second conical annular surface is tangent to or connected to the inner wall of the flow section 113 by an arc transition, so as to reduce the bending angle of the airflow when it flows from the flow section 113 into the intake throat section 112.

[0036] By optimizing the structure of the intake channel 11, including the intake throat section 112 and the flow section 113, and by defining the intake flow line 111 as the line connecting two central extension lines, the airflow guidance structure within the intake channel 11 is improved. This makes the airflow path more reasonable when passing through the flow section 113 and the intake throat section 112, reducing the bend angle of the airflow and improving its smoothness. The structure of the intake channel 11 directly affects the flow characteristics of the airflow when passing through the flow section 113 and the intake throat section 112. By setting the generatrix of the second conical annular surface to be tangent to the inner wall of the flow section 113 or connecting it with an arc transition, the bend angle of the airflow when passing through the flow section 113 and the intake throat section 112 can be effectively reduced, avoiding excessive turbulence and backflow, thereby improving the smoothness of the airflow and the intake efficiency. In terms of effectiveness, the technical solution in this embodiment effectively improves the engine's intake performance by optimizing the airflow guiding structure within the intake passage 11. Specifically, it reduces the bend angle of the airflow as it passes through the flow section 113 and the intake throat section 112, thereby increasing the intake passage's flow coefficient and tumble ratio, and ultimately enhancing the engine's overall performance. In other embodiments, the airflow guiding structure within the intake passage 11 can be further optimized by altering its structure, such as by employing a multi-stage throat structure, to adapt to the needs of different engine models and operating conditions, further improving intake performance.

[0037] It should be noted that the center extension line of the intake throat section 112 and the center extension line of the flow section 113 mentioned in this article are geometric concepts formed by connecting the centroids of multiple different cross sections. For example, the center extension line of a standard cylindrical tube is its central axis.

[0038] A first cross section is defined such that the air intake flow line 111 is located within the first cross section and the first cross section is perpendicular to the plane where the airflow inlet 22 is located; for example Figure 1As shown, the intake seat ring 20 is cut in the first section. The intake seat ring 20 forms a first part 24 and a second part 25 on both sides of the central axis of the intake seat ring 20 in the first section. Compared with the second part 25, the first part 24 is closer to the end of the intake channel 11 away from the intake port 12. The outer periphery of the first part 24 and the outer periphery of the second part 25 respectively mate with the inner wall of the intake port 12. The thickness direction of the intake seat ring 20 is taken as the extension direction along the central axis of the intake seat ring 20. The thickness dimension of the first part 24 is greater than that of the second part 25, so that the air outlet 21 and the air inlet 22 are offset towards the intake flow line 111, reducing the corner of the airflow.

[0039] By defining a first cross-section and using this cross-section to define the structure of the intake seat ring 20, the fit between the intake seat ring 20 and the intake port 12 is optimized. This makes the airflow path more reasonable when passing through the gap between the intake seat ring 20 and the intake port 12, reducing the airflow deflection angle and improving airflow smoothness. The fit between the intake seat ring 20 and the intake port 12 directly affects the flow characteristics of the airflow when passing through the gap between them. By setting the thickness dimensions of the first part 24 and the second part 25, the deflection angle of the airflow when passing through the gap between them can be effectively reduced, avoiding excessive turbulence and backflow, thereby improving airflow smoothness and intake efficiency. The above technical solution, by optimizing the fit between the intake seat ring 20 and the intake port 12, effectively improves the engine's intake performance, especially by reducing the deflection angle of the airflow when passing through the gap between the intake seat ring 20 and the intake port 12, increasing the intake duct's flow coefficient and tumble ratio, and thus improving the overall engine performance. In other embodiments, the fit structure between the intake seat ring 20 and the intake port 12 can be further optimized by flexibly setting the shape and size of the first part 24 and the second part 25, so as to adapt to the needs of different engine models and operating conditions and further optimize the intake performance.

[0040] Optionally, the intake seat ring 20 is made of powder metallurgy material and is fixedly installed at the intake port 12 by interference fit.

[0041] By selecting powder metallurgy materials to fabricate the intake seat ring 20 and using an interference fit to fix it at the intake port 12, the material selection and fixing method of the intake seat ring 20 are optimized, improving its strength and durability while ensuring the sealing between the intake seat ring 20 and the intake port 12. The material selection and fixing method of the intake seat ring 20 directly affect its performance and reliability. By using powder metallurgy materials, the strength and heat resistance of the intake seat ring 20 can be effectively improved, preventing deformation or damage under high temperature and high pressure environments. By using an interference fit for fixing, the sealing between the intake seat ring 20 and the intake port 12 can be effectively improved, preventing airflow leakage and thus improving airflow smoothness and intake efficiency. The above technical solution effectively improves the engine's intake performance by optimizing the material selection and fixing method of the intake seat ring 20, particularly enhancing the strength and durability of the intake seat ring 20. It also ensures the seal between the intake seat ring 20 and the intake port 12, improving the flow coefficient and tumble ratio of the intake passage, thereby enhancing the overall engine performance. In other embodiments, the material of the intake seat ring 20 can be changed, such as by using high-temperature resistant alloys or ceramic materials, and the fixing method can be changed, such as by welding, to further optimize the material selection and fixing method of the intake seat ring 20, adapting to the needs of different engine models and operating conditions, and further optimizing intake performance.

[0042] This utility model also provides an engine, which includes the cylinder head assembly described above; the engine also includes an engine block, which has a cylinder inside, and a part of the cylinder forms a combustion chamber; wherein, the engine also includes a plurality of cylinder head bolts, and the cylinder head body 10 is fixedly and sealed on the upper part of the engine block by the plurality of cylinder head bolts; or, the cylinder head body 10 is integrally formed with the engine block.

[0043] By integrating the aforementioned cylinder head assembly into the engine, the engine's intake system structure is optimized, improving its intake performance. The optimized design of the cylinder head assembly directly affects the engine's intake efficiency and combustion performance. Integrating an optimized cylinder head assembly effectively improves intake efficiency, reduces intake resistance, and increases the tumble ratio within the combustion chamber, thereby enhancing the engine's combustion efficiency and overall performance. The above technical solution, through the integration of an optimized cylinder head assembly, effectively improves the engine's intake performance, particularly increasing intake efficiency, reducing intake resistance, and increasing the tumble ratio within the combustion chamber, thus improving the engine's combustion efficiency and overall performance. In other embodiments, the engine's intake system structure can be further optimized by altering the engine block structure, such as by using lightweight materials or adding cooling channels, to adapt to the needs of different engine models and operating conditions, further optimizing intake performance.

[0044] This utility model also provides a transport platform, which includes the aforementioned engine; the engine is used to provide the power required by the transport platform.

[0045] By applying the optimized engine design described above to the vehicle platform, the platform's power performance and fuel economy are improved. Engine performance directly affects the vehicle platform's power performance and fuel economy. Using an optimized engine design effectively improves the platform's power performance, reduces fuel consumption, and enhances fuel economy, thereby improving the overall performance of the vehicle platform. The above technical solution effectively improves the vehicle platform's power performance and fuel economy by employing an optimized engine design. In other embodiments, the engine performance can be further optimized by changing the type of vehicle platform, such as applying it to different types of platforms like automobiles, ships, or aircraft, and by changing the engine configuration, such as adding a turbocharger or adopting direct injection technology, to adapt to the needs of different vehicle platforms and further improve power performance and fuel economy.

[0046] The working process and principle of a specific embodiment of this utility model will now be described in detail as follows:

[0047] like Figure 1 and Figure 2 As shown, this utility model differs from the traditional technical solution where the central axis of the intake valve coincides with the central axis of the intake seat ring. In this utility model, the central axis of the intake seat ring 20 (i.e., the central axis of the airflow outlet) is not collinear with the central axis of the intake valve (i.e., the central axis of the valve guide), and there is a certain angle between them, namely, the first included angle 15, where the first included angle 15 > 0. Figure 1 As shown, Figure 1 The internal structure of the cylinder head assembly is shown when a section of the cylinder head assembly is cut off. The thickness L2 of the first part 24 of the intake seat ring 20 is greater than the thickness L1 of the second part 25, i.e., L1 < L2. At the same time, the inner wall of the intake throat section 112 is a second conical annular surface. The generatrix of the second conical annular surface is tangent to the inner wall of the flow section 113 or is connected by an arc to reduce the bending angle of the airflow when it flows from the flow section 113 into the intake throat section 112. For example, the intake throat section 112 adopts a conical annular surface structure, and the generatrix of the conical annular surface is tangent to or approximately tangent to the inner wall of the flow section 113. Through the above design, compared with the traditional intake passage on the cylinder head, the bending of the airflow when it enters the engine combustion chamber from the intake passage 11 through the intake seat ring 20 can be reduced, thereby reducing intake resistance.

[0048] The intake seat ring 20 proposed in this utility model can be made of traditional powder metallurgy materials to form a cylindrical intake seat ring of equal thickness. Then, the first part 24 and the second part 25 are formed through secondary processing, and the intake seat ring 20 is fixed at the intake port 12 by interference fit. In actual processing, the bottom hole used to fix the intake seat ring 20 and the intake throat section 112 of the intake channel 11 can be processed and formed at the same time, and then the valve guide hole is processed, so that the intake seat ring 20 is not coaxial with the intake valve and the valve guide.

[0049] The intake seat ring 20 proposed in this utility model can also be directly processed into a seat ring structure of unequal thickness (i.e., directly processed into a first part 24 and a second part 25 of unequal thickness), and then, with the help of a reverse unequal height press fitting tool, the intake seat ring 20 is fixed at the intake port 12 by an interference fit.

[0050] The cylinder head assembly proposed in this utility model significantly improves the smoothness of intake airflow by adjusting the axial relationship between the intake seat ring 20 and the intake valve, and optimizing the geometry of the intake throat section 112. Specifically, by making the central axis of the intake seat ring 20 form a certain angle with the central axis of the intake valve, and by forming intake seat rings 20 with unequal heights on both sides in the finished cylinder head, the deflection of airflow when entering the combustion chamber from the intake passage 11 is effectively reduced, thereby reducing intake resistance and improving the flow coefficient and tumble ratio of the intake passage 11. In addition, the intake throat section 112, with its conical toroidal structure and rounded corners, further optimizes the airflow guidance and enhances the turbulence effect of the gas in the cylinder, which is beneficial to improving the combustion efficiency of the engine and reducing fuel consumption. The final processing of the intake seat ring 20 ensures the press-fitting accuracy, meets the requirements of high-performance engines for the intake system, and provides a new technical improvement direction for the continuous optimization of engine technology.

[0051] In summary, this utility model provides a cylinder head assembly, an engine, and a transport platform. By setting the second acute angle 14 to be smaller than the first acute angle 13, this utility model effectively reduces the turning angle of the airflow entering the intake port 12 from the intake passage 11, thereby effectively reducing the flow resistance of the airflow and improving the intake smoothness of the intake passage 11. At the same time, it increases the flow coefficient and intake tumble ratio of the intake passage 11, which can improve the overall performance of the subsequent engine. The intake seat ring 20 proposed in this utility model has a significantly different relative positional relationship with the intake valve from the traditional technical solution where the central axis of the intake valve coincides with the central axis of the intake seat ring. By setting the intake seat ring 20 to be non-axial with the intake valve and valve guide, the airflow resistance is reduced while ensuring the sealing of the intake valve and the intake seat ring 20. The intake seat ring 20 reduces the degree of obstruction of the intake air, effectively reducing the deflection of the airflow when it enters the intake seat ring 20 from the intake passage 11, thereby reducing intake resistance. In actual use, it has been found that the intake performance of the engine using the cylinder head assembly proposed in this invention is significantly improved, especially under high speed and high load conditions. The improvement in intake efficiency can be directly converted into an improvement in combustion efficiency, thereby reducing unnecessary fuel consumption and improving power output. This invention has a simple structure and low cost, is easy to manufacture, assemble and maintain, and can be easily implemented in existing cylinder head production lines. It solves the problems of poor intake airflow smoothness, low intake flow coefficient and tumble ratio in the intake port design of existing cylinder heads, and is suitable for large-scale promotion and use.

[0052] The technical features of the embodiments described above can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification.

[0053] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0054] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0055] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0056] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0057] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0058] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A cylinder head assembly, characterized in that, include: The cylinder head body (10), intake seat (20), and intake valve are provided. The cylinder head body (10) has an intake passage (11) and an intake port (12). The intake port (12) is connected to the intake passage (11) and is used to guide the airflow in the intake passage (11) to the combustion chamber. The intake seat (20) is fixedly mounted on the intake port (12). The intake valve reciprocates along the axial direction of the intake valve and is used to cooperate with the intake seat (20) to open and close the intake port (12). The intake passage (11) has an intake flow line (11). 1) A portion of the airflow in the intake channel (11) flows along the intake flow line (111) to the intake port (12); the central axis of the intake valve and the central axis of the intake seat ring (20) have an angle; the acute angle formed by the intersection of the central axis of the intake valve and the intake flow line (111) is the first acute angle (13); the acute angle formed by the intersection of the central axis of the intake seat ring (20) and the intake flow line (111) is the second acute angle (14); the second acute angle (14) is smaller than the first acute angle (13) to reduce the turning angle of the airflow entering the intake port (12) from the intake channel (11).

2. The cylinder head assembly according to claim 1, characterized in that, The angle between the central axis of the intake valve and the central axis of the intake seat (20) is a first angle (15), which is equal to the difference between the first acute angle (13) and the second acute angle (14); wherein the first angle (15) is greater than 0° and less than or equal to 10°.

3. The cylinder head assembly according to claim 1, characterized in that, The opening in the internal cavity of the air intake seat (20) that communicates with the air intake port (12) is the air outlet (21), and the opening in the internal cavity of the air intake seat (20) that communicates with the air intake channel (11) is the air inlet (22); the central axis of the air outlet (21) is collinear with or has an angle with the central axis of the air intake seat (20), and the central axis of the air inlet (22) is collinear with the central axis of the air intake seat (20).

4. The cylinder head assembly according to claim 3, characterized in that, The connection between the airflow inlet (22) and the air intake channel (11) is rounded, and the airflow inlet (22) is rounded along the circumferential direction.

5. The cylinder head assembly according to claim 3, characterized in that, The mating surface of the intake seat ring (20) for cooperating with the intake valve is a first conical annular surface (23), and the airflow outlet (21) is the opening of the first conical annular surface (23) facing the air intake (12); wherein, the airflow outlet (21) and the opening of the first conical annular surface (23) away from the airflow outlet (21) are respectively rounded along the circumferential direction.

6. The cylinder head assembly according to claim 3, characterized in that, The air intake channel (11) includes an air intake throat section (112) and a flow section (113) connected in sequence. The air intake throat section (112) is directly connected to the airflow inlet (22). The air intake flow line (111) is the line connecting the center extension line of the air intake throat section (112) and the center extension line of the flow section (113). The inner wall of the air intake throat section (112) is a second conical annular surface. The generatrix of the second conical annular surface is tangentially connected to the inner wall of the flow section (113) or connected by an arc transition to reduce the bending angle of the airflow when it flows from the flow section (113) into the air intake throat section (112).

7. The cylinder head assembly according to claim 3, characterized in that, A first cross section is defined such that the air intake flow line (111) is located within the first cross section and the first cross section is perpendicular to the plane where the airflow inlet (22) is located; the air intake seat ring (20) is cut off with the first cross section, and the air intake seat ring (20) forms a first part (24) and a second part (25) on both sides of the central axis of the air intake seat ring (20) within the first cross section; compared with the second part (25), the first part (24) is closer to the air intake channel (11) and farther away from the air intake (111). One end of 12); the outer periphery of the first part (24) and the outer periphery of the second part (25) respectively mate with the inner wall of the air inlet (12); wherein, with the extension direction along the central axis of the air inlet seat (20) as the thickness direction of the air inlet seat (20), the thickness dimension of the first part (24) is greater than the thickness dimension of the second part (25), so that the air outlet (21) and the air inlet (22) are offset towards the air inlet flow line (111), reducing the corner of the flowing air.

8. The cylinder head assembly according to claim 1, characterized in that, The air intake seat ring (20) is made of powder metallurgy material and is fixedly installed at the air intake (12) by interference fit.

9. An engine, characterized in that, The engine includes a cylinder head assembly as described in any one of claims 1 to 8; the engine also includes an engine block, the engine block having a cylinder inside, a portion of the cylinder forming a combustion chamber; wherein the engine also includes a plurality of cylinder head bolts, the cylinder head body (10) being fixedly and sealed to the upper part of the engine block by the plurality of cylinder head bolts; or, the cylinder head body (10) is integrally formed with the engine block.

10. A transport platform, characterized in that, The transport platform includes the engine of claim 9; the engine is used to provide the power required by the transport platform.

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