A cylinder head intake port, engine and vehicle

Abstract

This utility model discloses a cylinder head intake manifold, an engine, and a vehicle, relating to the field of engine technology. The cylinder head intake manifold is located inside the cylinder head of the engine and is used to connect to the engine cylinders. The cylinder head intake manifold includes two independently configured intake passages. Each intake passage has a valve guide mounting hole corresponding to it. Each valve guide mounting hole extends from the top of the cylinder head through the end of the corresponding intake passage and connects to the corresponding cylinder. An intake valve guide for installing a valve is fixedly connected to the upper part of each valve guide mounting hole. The end of each intake valve guide does not protrude into the corresponding intake passage. The centerline of each valve guide mounting hole is inclined at 1.5° towards the inlet side of the intake passage. This utility model improves the structure of the cylinder head intake manifold, preventing the end of the intake valve guide from protruding into the intake passage and solving the problem in the prior art where the end of the engine intake valve guide protruding into the intake passage disrupts the intake airflow.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to a cylinder head intake manifold, an engine, and a vehicle. Background Technology

[0002] With the continuous development of automotive technology, engines have higher requirements for performance parameters such as flow coefficient and swirl ratio. Among these, the engine intake manifold plays a crucial role in the engine's performance parameters. Currently, engine cylinder head intake manifolds often adopt the form of double helical manifolds, double tangential manifolds, or a combination of tangential and helical manifolds to improve intake efficiency, increase the intake swirl ratio, and ensure thorough mixing of airflow and fuel to meet the high-power, high-load operating requirements of the engine. In existing technologies, engines typically use valve guides to limit and guide valve rods. For example, Chinese Patent CN200420061992.0 discloses a general-purpose gasoline engine cylinder head and intake valve guide assembly device. During installation, the ends of the intake valve guides extend into the intake manifold, disrupting the intake airflow and thus affecting intake efficiency and swirl formation. Furthermore, since sufficient space needs to be reserved at the top of the intake valve to install components such as the intake valve spring, locking clip, and rocker arm, the design of the intake valve position needs to consider the space requirements during installation. However, the distance between the intersection of the centerline of the injector mounting hole and the bottom surface of the cylinder head, and the intersection of the centerline of the valve guide mounting hole and the bottom surface of the cylinder head, is affected by the cylinder diameter, resulting in a relatively narrow space between the wall of the injector mounting hole and the intake valve. In the prior art, the valve guide mounting hole adopts a large-angle design to obtain a larger installation space, but this large-angle design will affect the angle of the intake valve guide and the intake manifold, causing one side of the intake valve guide to protrude into the intake manifold and interfere with the intake airflow, as disclosed in Chinese Patent CN202141957776.4, which discloses a new type of engine cylinder head capable of rapid heat dissipation. To solve the above-mentioned problems in the prior art and improve the intake efficiency and vortex formation of the intake manifold, this utility model provides a new cylinder head intake manifold, including its application in engines and vehicles. Utility Model Content

[0003] This utility model provides a cylinder head intake manifold, an engine, and a vehicle. By improving the structure of the cylinder head intake manifold, it avoids the end of the intake valve guide protruding into the intake manifold, thus solving the problem in the prior art where the end of the engine intake valve guide protrudes into the intake manifold and disrupts the intake airflow.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A cylinder head intake manifold, located inside the cylinder head of an engine, is used to connect to the cylinder barrel of the engine. The cylinder head intake manifold includes two independently arranged intake manifolds. The cylinder head is provided with a valve guide mounting hole for each intake manifold. Each valve guide mounting hole extends from the top of the cylinder head through the end of the corresponding intake manifold and connects to the corresponding cylinder barrel. An intake valve guide for mounting a valve is fixedly connected to the upper part of each valve guide mounting hole. The end of each intake valve guide does not protrude into the corresponding intake manifold. The centerline of each valve guide mounting hole is inclined at 1.5° towards the inlet side of the intake manifold.

[0005] Furthermore, the two air intakes are respectively configured as a first air intake and a second air intake, wherein the first air intake is configured as a tangential air intake or a spiral air intake, and the second air intake is a spiral air intake.

[0006] Furthermore, the tangential air intake is configured in sequence according to the airflow direction as a first air intake cylinder, a first hemispherical cylinder, and a first air intake valve seat; the inner wall of the first air intake cylinder has a curved arc structure, the initial end of the first air intake cylinder is the first air inlet, and the first air inlet gradually contracts towards the end of the first air intake cylinder; the initial end of the first hemispherical cylinder gradually expands towards the end.

[0007] Furthermore, the ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area of ​​the end of the first air inlet cylinder is set to a range of 1.3 to 2.0; the ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area of ​​the end of the first hemispherical cylinder is set to a range of 1.2 to 1.45; and the ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area at the minimum diameter position of the sealing surface of the first air inlet valve seat is set to a range of 1.0 to 1.4.

[0008] Furthermore, the spiral air intake channel is configured as a second air intake cylinder, a second hemispherical cylinder, and a second air intake valve seat ring in sequence according to the air intake direction; the initial end of the second air intake cylinder is configured as a second air intake port, and the end of the second air intake cylinder is configured as a spiral structure; the second air intake port gradually narrows towards the end of the second air intake cylinder; the initial end of the second hemispherical cylinder has the same cross-sectional area as the initial end of the second air intake valve seat ring.

[0009] Furthermore, the ratio of the cross-sectional area of ​​the second air inlet to the cross-sectional area of ​​the initial end of the second hemispherical cylinder is set to a range of 1.2 to 1.45; the ratio of the cross-sectional area of ​​the second air inlet to the cross-sectional area at the minimum diameter position of the sealing surface of the second air inlet valve seat is set to a range of 1.0 to 1.4.

[0010] Furthermore, the angle between the ramp section of the spiral structure at the end of the second air intake cylinder and the horizontal plane is set to 55° to 65°.

[0011] Compared with existing technologies, this utility model has the following advantages: 1. The cylinder head intake passage of this utility model is used to connect the cylinder of the engine. Under the condition of meeting the distance between the valve seat and the injector mounting hole, the valve guide mounting hole on the cylinder head is inclined at 1.5° toward the inlet side of the intake passage, and the end of the intake valve guide installed in the valve guide mounting hole does not protrude into the intake passage. This not only ensures the installation space at the top of the intake valve, but also avoids the end of the intake guide from interfering with the intake airflow, improving intake efficiency, and can also guide the airflow in the intake passage forward to generate a higher vortex ratio.

[0012] 2. The cylinder head intake passage of this utility model can adopt either a single spiral or a double spiral form. The two independent intake passages allow for independent air intake, avoiding mutual interference and increasing the swirl ratio. The tangential intake passage of this utility model adopts a structure that first gradually narrows and then gradually expands, so that the intake airflow enters the cylinder in a compressed and then released manner, improving intake efficiency, increasing the intake swirl ratio, and allowing the airflow to mix fully with the fuel. The spiral intake passage usually has a higher swirl ratio but a lower flow coefficient. The spiral intake passage of this utility model does not taper at the intersection of the second intake cylinder and the second hemispherical cylinder to ensure its intake flow rate. Moreover, the steep slope angle at the spiral position is 55° to 65°, thereby obtaining a larger flow cross-sectional area and improving the flow coefficient.

[0013] Another objective of this invention is to provide an engine that includes a cylinder head intake manifold with the features described above. This engine has the same advantages as the prior art regarding the cylinder head intake manifold, which will not be elaborated further here.

[0014] Based on the engine proposed above, this utility model proposes a vehicle, the vehicle including the engine with the cylinder head intake port mentioned above, the vehicle having the same advantages as the prior art with the cylinder head intake port mentioned above, which will not be repeated here. Attached Figure Description

[0015] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, wherein: Figure 1 This is a partial schematic diagram of the cylinder head from a top-down perspective in an embodiment of this utility model; Figure 2 This is a partial cross-sectional view of the cylinder head horizontally cut in an embodiment of the present invention; Figure 3 The cylinder head described in this embodiment of the utility model is Figure 1 Cross-sectional view of AA in the middle; Figure 4 The cylinder head described in this embodiment of the utility model is Figure 1 Cross-sectional view of BB in the middle; Figure 5This is a partial schematic diagram of the valve mounting hole, valve seat, and valve mounting state in an embodiment of this utility model; Figure 6 This is a partial structural schematic diagram of the tangential air intake duct described in an embodiment of the present utility model; Figure 7 This is a partial structural schematic diagram of the spiral air intake duct described in an embodiment of the present utility model; Figure 8 This is a partial structural schematic diagram of the spiral air intake from a top-down perspective in an embodiment of this utility model; Attached image labels: 1-Cylinder head, 2-Valve guide mounting hole, 3-Intake valve guide, 4-Valve, 5-Valve seat, 6-Injector mounting hole, 21-Valve seat mounting hole, 11-First intake manifold, 12-Second intake manifold, 13-Tangential intake manifold, 14-Helical intake manifold, 131-First intake cylinder, 132-First hemispherical cylinder, 133-First intake valve seat, 1311-First intake port, 141-Second intake cylinder, 142-Second hemispherical cylinder, 143-Second intake valve seat, 1411-Second intake port. Detailed Implementation

[0016] 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. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] It should be noted that when a component is described as "fixed to" another component, it can be directly on the other component or may have a central component. When a component is described as "connected to" another component, it can be directly connected to the other component or may have a central component. When a component is described as "set on" another component, it can be directly set on the other component or may have a central component. When a component is described as "set in the middle," it is not simply set in the exact center, as long as it is not set within the area defined by both ends being in the middle. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0019] Reference Figures 1 to 8 As shown, a cylinder head intake manifold is located inside the cylinder head 1 of an engine and is used to connect to the cylinder barrel of the engine. The cylinder head intake manifold includes two independently arranged intake manifolds. The cylinder head 1 is provided with a valve guide mounting hole 2 for each intake manifold. Each valve guide mounting hole 2 extends from the top of the cylinder head through the end of the corresponding intake manifold and connects to the corresponding cylinder barrel. An intake valve guide 3 for mounting a valve 4 is fixedly connected to the upper part of each valve guide mounting hole 2. The lower part of the valve guide mounting hole 2 is a valve seat mounting hole 21 at the bottom of the cylinder head 1 for mounting a valve seat 5. The valve guide mounting hole 2, the intake valve guide 3, and the valve seat mounting hole 21 are on the same central axis. The end of each intake valve guide 3 does not protrude into the corresponding intake manifold. This design can avoid the end of the intake valve guide 3 interfering with the intake airflow in the intake manifold, which helps to improve the intake efficiency of the intake manifold and better form an intake vortex. To ensure that the end of the intake valve guide 3 does not protrude into the intake manifold, the angle of the valve guide mounting hole 2 is not suitable for a large inclination angle design. However, the position of the valve guide mounting hole 2 is related to the position of the injector mounting hole 6 in the cylinder head 1. Figure 4 This is a cross-sectional view of the intersection of the centerline of the injector mounting hole 6 and the centerline of the valve guide mounting hole 2 with the bottom surface of the cylinder head 1. The design requires using the distance L between these two intersection points as a reference. Since the distance L is relatively small, and considering the need for a certain wall thickness for the injector mounting hole 6, the angle of the valve guide mounting hole 2 cannot be perfectly perpendicular. Based on these constraints, please refer to... Figure 3 As shown, the centerline of each valve guide mounting hole 2 is inclined at 1.5° towards the inlet side of the intake manifold. This small inclination angle design allows the top of the valve guide mounting hole 2 to shift towards the intake manifold inlet side while keeping the L value constant, ultimately ensuring that the centerline of the valve guide mounting hole 2 falls on the intake manifold inlet side. Figure 4The angle between the projection on the cross-section shown and the injector mounting hole 6 is about 1.2°, which ensures the wall thickness requirement of the injector mounting hole 6 and makes the top of the valve guide mounting hole 2 more spacious, which is conducive to the installation of valve 4. At the same time, the inlet end of the intake manifold is located on the side of the cylinder head 1, while the conventional engine cylinder is located in the vertical direction, which means that the intake manifold is usually designed with a curved structure. The valve guide mounting hole 2 with a certain degree of inclination is conducive to guiding the airflow in the intake manifold forward and generating a higher vortex ratio.

[0020] Please refer to Figures 5 to 8 As shown, in this embodiment, the two air intakes are respectively configured as a first air intake 11 and a second air intake 12. The first air intake 11 is configured as a tangential air intake 13 or a spiral air intake 14, and the second air intake 12 is a spiral air intake 14. That is, the two air intakes can adopt independent double spiral air intakes, or they can adopt independent tangential air intakes and spiral air intakes.

[0021] Please refer to Figure 6 As shown, the tangential air intake duct 13 is sequentially configured according to the airflow direction as a first air intake cylinder 131, a first hemispherical cylinder 132, and a first air intake valve seat 133; the first air intake valve seat is installed in the corresponding valve seat mounting hole; the inner wall of the first air intake cylinder 131 has a curved arc structure, the initial end of the first air intake cylinder 131 is the first air inlet 1311, and the first air inlet 1311 gradually narrows towards the end 131b of the first air intake cylinder 131. Specifically, the cross-sectional area of ​​the first air inlet 1311 is equal to the cross-sectional area of ​​the end 131b of the first air intake cylinder 131. The ratio of the cross-sectional area of ​​end 131b is set to 1.3 to 2.0; the initial end (i.e., end 131b of the first intake cylinder 131) of the first hemispherical cylinder 132 gradually expands to end 132c. Specifically, the ratio of the cross-sectional area of ​​the first intake port 1311 to the cross-sectional area of ​​the end 132c of the first hemispherical cylinder 132 is set to 1.2 to 1.45; further, the ratio of the cross-sectional area of ​​the first intake port 1311 to the cross-sectional area of ​​the minimum diameter position d of the sealing surface of the first intake valve seat 133 is set to 1.0 to 1.4. The tangential intake passage 13 adopts a structure of first gradually contracting and then gradually expanding, so that the intake airflow enters the cylinder in a compressed and then released manner, improving intake efficiency, increasing the intake swirl ratio, and allowing the airflow to mix fully with the fuel.

[0022] Please refer to Figure 7 and Figure 8As shown, the spiral intake duct 14 is sequentially configured according to the intake direction as a second intake cylinder 141, a second hemispherical cylinder 142, and a second intake valve seat 143; the second intake valve seat 143 is installed in the corresponding valve seat mounting hole; the initial end of the second intake cylinder 142 is configured as a second intake port 1411, and the end of the second intake cylinder 141 is configured as a spiral structure; the second intake port 1411 gradually narrows towards the end 141a of the second intake cylinder 141, specifically requiring that the cross-section of the second intake port 1411... The ratio of the area of ​​the second hemispherical cylinder 142 to the cross-sectional area of ​​the initial end (end 141a of the second intake cylinder 141) is set to a range of 1.2 to 1.45; the cross-sectional areas of the initial end (end 141a of the second intake cylinder 141) and the initial end 143a of the second intake valve seat 143 are equal. Further, the ratio of the cross-sectional area of ​​the second intake port 1411 to the cross-sectional area of ​​the minimum diameter position d of the sealing surface of the second intake valve seat 143 is set to a range of 1.0 to 1.4. In order to obtain a larger flow cross-sectional area and improve the flow coefficient, the angle Φ between the ramp section 1411 of the spiral structure at the end of the second intake cylinder 141 and the horizontal plane is set to a range of 55° to 65°, so that the airflow enters the cylinder with a larger vortex and a larger flow coefficient under the guidance of the spiral structure.

[0023] In the cylinder head intake passage of this utility model, the end of the intake valve guide 3 installed in the valve guide mounting hole 2 does not protrude into the intake passage. This not only ensures the installation space at the top of the intake valve, but also avoids the end of the intake valve guide 3 interfering with the intake airflow, thus improving intake efficiency. It can also guide the airflow in the intake passage forward, generating a higher vortex ratio. The cylinder head intake passage of this invention can adopt either a single spiral or a double spiral form. The dual independent intake passages avoid interference. At the same time, this invention improves the structure of the tangential intake passage and the spiral intake passage. The tangential intake passage 13 of this invention adopts a structure of first gradually narrowing and then gradually expanding, so that the intake airflow enters the cylinder in a compressed and then released manner, improving intake efficiency and increasing the intake swirl ratio, so that the airflow and fuel are fully mixed. The spiral intake passage usually has a higher swirl ratio, but a lower flow coefficient. The spiral intake passage 14 of this invention does not taper at the intersection of the second intake cylinder 141 and the second hemispherical cylinder 142 to ensure its intake flow. Moreover, the steep slope angle at the spiral position is 55° to 65°, thereby obtaining a larger flow cross-sectional area and improving the flow coefficient.

[0024] The above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Any modifications or equivalent substitutions that do not depart from the spirit and scope of this utility model should be covered within the scope of the technical solution of this utility model.

Claims

1. A cylinder head intake port located in a cylinder head of an engine for connecting a cylinder of the engine, characterized by, The cylinder head intake manifold includes two independently configured intake manifolds; the cylinder head is provided with a valve guide mounting hole for each intake manifold, and each valve guide mounting hole extends from the top of the cylinder head through the end of the corresponding intake manifold until it connects to the corresponding cylinder; an intake valve guide for installing a valve is fixedly connected to the upper part of each valve guide mounting hole; the end of each intake valve guide does not protrude into the corresponding intake manifold; the centerline of each valve guide mounting hole is inclined at 1.5° toward the inlet side of the intake manifold.

2. The cylinder head intake manifold according to claim 1, characterized in that, The two air intakes are respectively designated as a first air intake and a second air intake. The first air intake is designated as a tangential air intake or a spiral air intake, and the second air intake is a spiral air intake.

3. The cylinder head intake manifold according to claim 2, characterized in that, The tangential air intake is configured in sequence according to the airflow direction as a first air intake cylinder, a first hemispherical cylinder, and a first air intake valve seat ring; the inner wall of the first air intake cylinder has a curved arc structure, the initial end of the first air intake cylinder is the first air inlet, and the first air inlet gradually contracts to the end of the first air intake cylinder; the initial end of the first hemispherical cylinder gradually expands to the end.

4. The cylinder head intake manifold according to claim 3, characterized in that, The ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area of ​​the end of the first air inlet cylinder is set to a range of 1.3 to 2.0; the ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area of ​​the end of the first hemispherical cylinder is set to a range of 1.2 to 1.45; and the ratio of the cross-sectional area of ​​the first air inlet to the cross-sectional area at the minimum diameter position of the sealing surface of the first air inlet valve seat is set to a range of 1.0 to 1.

4.

5. A cylinder head intake manifold according to claim 2, characterized in that, The spiral air intake is configured as a second air intake cylinder, a second hemispherical cylinder, and a second air intake valve seat ring in sequence according to the air intake direction; the initial end of the second air intake cylinder is configured as a second air intake port, and the end of the second air intake cylinder is configured as a spiral structure; the cross-sectional area from the second air intake port to the end of the second air intake cylinder gradually decreases; the initial end of the second hemispherical cylinder has the same cross-sectional area as the initial end of the second air intake valve seat ring.

6. A cylinder head intake manifold according to claim 5, characterized in that, The ratio of the cross-sectional area of ​​the second air inlet to the cross-sectional area of ​​the initial end of the second hemispherical cylinder is set to a range of 1.2 to 1.45; the ratio of the cross-sectional area of ​​the second air inlet to the cross-sectional area at the minimum diameter position of the sealing surface of the second air inlet valve seat is set to a range of 1.0 to 1.

4.

7. A cylinder head intake manifold according to claim 6, characterized in that, The angle between the ramp section of the spiral structure at the end of the second air intake cylinder and the horizontal plane is set to 55° to 65°.

8. An engine, characterized in that, The engine includes the cylinder head intake manifold as described in any one of claims 1-7.

9. A vehicle, characterized in that, The vehicle includes the engine as described in claim 8.

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