CN111749783B - Engine air inlet channel, engine cylinder head and engine - Google Patents
Engine air inlet channel, engine cylinder head and engine Download PDFInfo
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- CN111749783B CN111749783B CN201910252687.0A CN201910252687A CN111749783B CN 111749783 B CN111749783 B CN 111749783B CN 201910252687 A CN201910252687 A CN 201910252687A CN 111749783 B CN111749783 B CN 111749783B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The invention provides an engine air inlet channel, an engine cylinder cover and an engine, wherein the engine air inlet channel comprises an air inlet main pipe positioned at the front end of air inlet, two air inlet branch pipes positioned at the tail end of air inlet, and a transition section positioned between the air inlet main pipe and the two air inlet branch pipes, wherein a first groove extending along the length direction of the transition section is formed in the middle of the upper side of the transition section, and a first flow guide plane and a second flow guide plane extending towards the two air inlet branch pipes are respectively arranged on two opposite sides of the first groove. The engine air inlet channel can ensure that gas entering the engine combustion chamber is relatively uniform, increase the tumble strength at the edge of the combustion chamber, further improve the turbulent kinetic energy at the edge area of the combustion chamber at the moment of ignition, improve the combustion speed at the tail end of the combustion chamber and reduce the detonation tendency of the engine.
Description
Technical Field
The invention relates to the technical field of vehicle parts, in particular to an engine air inlet channel, an engine cylinder cover applying the engine air inlet channel and an engine provided with the engine cylinder cover.
Background
The main factor which troubles the further improvement of the thermal efficiency of the gasoline engine at present is the detonation problem. At present, the main accepted reason for the detonation problem is that the combustion speed is too slow, when the flame front does not reach the tail end of the combustion chamber, the tail end gas is caused by spontaneous combustion, the combustion speed of the tail end gas mixture is improved, the detonation tendency can be reduced, the combustion speed of the tail end gas mixture is improved in a mode of improving the turbulent kinetic energy at the tail end of the combustion chamber at the ignition moment, the turbulent kinetic energy is mainly formed by crushing and converting tumble flow in a cylinder when the cylinder is compressed at an upper dead center, and therefore the tumble flow intensity in the cylinder and the intensity and distribution of the turbulent kinetic energy at the ignition moment respectively have positive correlation.
In order to reduce the knocking tendency, the mode of lifting the tail end tumble of each manufacturer at present is to arrange a branch pipe of an air inlet passage entering a cylinder cover combustion chamber into a straight cylinder type perpendicular to the wall surface of the cylinder cover combustion chamber, so that air can be guided into the edge of a cylinder, the edge of the cylinder, namely the tumble strength of the tail end of the combustion chamber, by adopting the mode, a cylinder cover bolt needs to be moved outwards, or the diameter of the air inlet branch pipe is reduced, the bolt is moved outwards, the sealing of the combustion chamber is not facilitated, the reduction of the diameter of the air inlet branch pipe can influence the air charging of an engine, and the performance of the engine is reduced.
Disclosure of Invention
In view of the above, the present invention is directed to an engine intake port, which can make tumble flow in a combustion chamber of an engine uniform without affecting reliability of air charge and combustion chamber sealing.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the utility model provides an engine intake duct, is located two air inlet branch pipes that admit air terminal including the person in charge that admits air that is located the front end that admits air, and is located the person in charge of and two admit air changeover portion between the branch pipe, in the middle part of changeover portion upside is formed with the edge the first recess that changeover portion length direction extends, and in two opposite sides of first recess are arranged respectively to have two first water conservancy diversion plane and the second water conservancy diversion plane that the branch pipe extends.
Furthermore, an included angle between the first flow guide plane and the second flow guide plane is between 5 and 120 degrees.
Furthermore, the bottom of the first flow guide plane and the bottom of the second flow guide plane are in transition through an arc, and the radius R1 of the arc is between 2 mm and 10 mm.
Furthermore, the length of the first flow guide plane and the length of the second flow guide plane are not less than the distance between the highest point and the lowest point of any cross section in the length direction of the transition section.
Further, the distance between the end face of the first flow guide plane and the end face of the second flow guide plane, which are close to one end of the air inlet main pipe, and the end face of the transition section, which is close to one end of the air inlet main pipe, is less than 20 mm.
Furthermore, a second groove opposite to the first groove is formed on the lower side of the transition section.
Further, in any cross section intersecting the first groove in the length direction of the transition section, a minimum distance L1 between the profile of the first groove on the cross section and the average horizontal dividing line on the cross section is smaller than a minimum distance L2 between the profile of the second groove on the cross section and the average horizontal dividing line, and a distance L3 between the average horizontal dividing line and the highest point of the cross section is equal to a distance L4 between the average horizontal dividing line and the lowest point of the cross section.
Further, in any cross section intersecting the second groove in the direction of the length of the transition section, the maximum vertical distance L5 between the profile of the second groove on the cross section and the lowest point of the cross section is 20mm or less.
Compared with the prior art, the invention has the following advantages:
according to the engine air inlet passage, the first guide plane and the second guide plane are arranged on the transition section between the air inlet main pipe and the air inlet branch pipe, so that more gas entering the combustion chamber from the engine air inlet passage can enter the combustion chamber from the area closer to the cylinder hole, the tumble intensity at the edge of the combustion chamber can be increased, the turbulent kinetic energy at the edge area of the combustion chamber at the ignition moment can be further improved, the combustion speed at the tail end of the combustion chamber is improved, the detonation tendency of the engine is reduced, the ignition moment of the engine is more reasonable, and the heat efficiency of the engine is effectively improved.
Another object of the present invention is to provide an engine cylinder head, on which the engine intake duct as described above is applied.
In addition, the invention also provides an engine, and the engine cylinder cover is arranged on the engine.
The engine cylinder cover and the engine have the same beneficial effects as the engine air inlet channel, and are not described again.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic block diagram of an engine configuration according to a first embodiment of the present invention;
FIG. 2 is a schematic view of the intake air distribution in the combustion chamber according to the first embodiment of the present invention;
FIG. 3 is a cross-sectional view of an engine intake according to a first embodiment of the present disclosure;
fig. 4 is a sectional view of the transition section in the length direction according to the first embodiment of the present invention.
Description of reference numerals:
1-engine intake port, 11-transition section, 12-intake manifold, 21-engine cylinder head, 22-cylinder block, 23-piston, 201-combustion chamber, 202-first zone, 203-second zone, 204-third zone, 3-intake port, 4-intake valve, 41-valve disk part, 5-inner contour, 61-first groove, 611-first guide plane, 612-second guide plane, 62-second groove, 7-section.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Example one
The present embodiment relates to an engine intake duct 1 configured on an engine cylinder head 21 to deliver gas into a combustion chamber 201 of an engine, and as shown in fig. 1 and 2, the engine intake duct 1 includes an intake main pipe located at an intake front end, two intake branch pipes 12 located at an intake end, and a transition section 11 located between the intake main pipe and the intake branch pipes 12 to make the intake main pipe transition to the two intake branch pipes 12.
As shown in fig. 1 and 3, a combustion chamber 201 of the engine is formed by the wall surface of an engine cylinder head 21, the inner wall of a cylinder block 22 and a piston 23, an intake port 3 communicating with an engine intake passage 1 is provided at the top of the combustion chamber 201, and the intake port 3 can be controlled to open and close by the movement of an intake valve 4 provided on the engine cylinder head 21. Specifically, the valve disc portion 41 of the intake valve 4 can close or open the intake port 3 to establish communication and isolation between the engine intake passage 1 and the combustion chamber 201. More specifically, when the valve plate 41 is moved to fit the inner contour 5 of the intake valve seat provided on the engine cylinder head 21, the engine intake port 1 is blocked from the combustion chamber 201, and when the valve plate 41 is moved downward to be disengaged from the inner contour 5 of the intake valve seat, a gap is generated between the valve plate 41 and the intake valve seat, and the gas in the engine intake port 1 can enter the combustion chamber 201 through the gap.
In the present embodiment, the gas in the engine intake passage 1 entering the combustion chamber 201 through the above gap may enter different regions of the combustion chamber 201, and the distribution is as shown in fig. 2, for convenience of description, the regions on both sides of the combustion chamber 201 are respectively referred to as a first region 202 and a second region 203, and the region in the middle of the combustion chamber 201 is referred to as a third region 204.
In order to avoid that most of the gas enters the third area 204 due to the end of the transition section 11 facing the third area 204, the tumble strength in the central area of the combustion chamber 201 is high, and the tumble strength at the edge of the cylinder hole is low. In the present embodiment, as shown in fig. 2 to 4, a groove extending in the longitudinal direction of the transition section 11 is formed in the middle of the upper side of the transition section 11, and for the sake of clarity, the groove is referred to as a first groove 61, and a groove located below the lower side of the transition section 11 is referred to as a second groove 62. A first flow guiding plane 611 and a second flow guiding plane 612 are respectively disposed on two opposite sides of the first groove 61. Compared with the original arc-shaped structure, the first flow guide plane 611 and the second flow guide plane 612 are offset towards the opposite sides of the first flow guide plane 611 and the second flow guide plane 612, so that more gas can be guided to flow to the first area 202 and the second area 203, the tumble intensity at each position in the combustion chamber 201 can be more uniform, the tumble intensity at the edge of the combustion chamber 201 can be increased, the turbulent energy at the edge area of the combustion chamber 201 at the ignition moment can be further improved, the combustion speed at the tail end of the combustion chamber 201 can be improved, the detonation tendency of the engine can be reduced, the ignition moment of the engine can be more reasonable, and the thermal efficiency of the engine can be effectively improved.
In order to better enable the gas in the engine intake duct 1 to enter the first area 202 and the second area 203, in this embodiment, the first flow guiding plane 611 and the second flow guiding plane 612 should be disposed closer to the inlet of the transition section 11, specifically, the distance between the end surface of the first flow guiding plane 611 and the end surface of the second flow guiding plane 612 close to the end of the intake main pipe and the end surface of the transition section 11 close to the end of the intake main pipe should be less than 20mm, and should be a smaller value.
Furthermore, also for better gas in the inlet 1 of the engine to enter the first area 202 and the second area 203 of the combustion chamber 201, the included angle between the first guiding plane 611 and the second guiding plane 612 should be between 5 ° and 120 °, and the included angle between the first guiding plane 611 and the second guiding plane 612 should be smaller within the range of the included angle. In addition, in the present embodiment, the bottom between the first guiding plane 611 and the second guiding plane 612 is smoothly transited, specifically, as shown in fig. 4, in any cross section 7 of the transition section 11 along the length direction, the bottom of the intersection line of the first groove 61 and the cross section 7 is an arc, the radius R1 of the arc should be between 2 mm and 10mm, and the radius R1 of the arc should be within the structure allowable range and should be smaller.
Meanwhile, in order to further increase the amount of gas entering the first area 202 and the second area 203 of the combustion chamber 201 from the two branch intake pipes 12, the lengths of the first flow guiding plane 611 and the second flow guiding plane 612 should not be too short, and specifically, the lengths of the first flow guiding plane 611 and the second flow guiding plane 612 should not be smaller than the diameters of the two branch intake pipes 12. More specifically, in any cross section 7 along the length direction of the transition section 11, the lengths of the first flow guiding surface and the second flow guiding surface should be no less than the distance between the highest point and the lowest point of the profile of the transition section 11 on the cross section 7.
In the present embodiment, as shown in fig. 4, a second groove 62 is further disposed at the bottom of the lower side of the transition section 11 opposite to the first groove 61, and in any cross section 7 intersecting with the first groove 61 or the second groove 62 in the length direction of the transition section 11, the minimum distance L1 between the profile of the first groove 61 on the cross section 7 and the average horizontal line of the cross section 7 is smaller than the minimum distance L2 between the profile of the second groove 62 on the cross section 7 and the average horizontal line. Wherein, the distance L3 between the horizontal average dividing line and the highest point of the section 7 is equal to the distance L4 between the horizontal average dividing line and the lowest point of the section 7. So as to prevent the top surface of the second groove 62 from guiding the gas to the upper side of the transition section 11 in the transition section 11, and prevent the gas flow in the transition section 11 from generating turbulence, flow separation and other negative flow forms which hinder the smoothness of the gas flow.
More specifically, as shown in fig. 4, in any of the above sections 7, the maximum vertical distance L5 between the profile of the second groove 62 on the section 7 and the lowest point of the section 7 should be less than 20mm, and within the structural tolerance, the vertical distance L5 should be smaller to further reduce the upward direction of the airflow.
In summary, the engine intake duct 1 of the present embodiment can make more gas entering the combustion chamber 201 from the engine intake duct 1 enter the combustion chamber 201 from the area closer to the cylinder hole, so as to increase the tumble strength at the edge of the combustion chamber 201, further improve the turbulent energy at the edge area of the combustion chamber 201 at the time of ignition, improve the combustion speed at the end of the combustion chamber 201, and also avoid the top surface of the second groove 62 guiding the gas in the transition section 11 to the upper side of the transition section 11, so as to avoid the gas flow in the transition section 11 from generating turbulent flow, flow separation and other negative flow forms that hinder the smoothness of the gas flow, thereby effectively improving the thermal efficiency of the engine.
Example two
The present embodiment relates to an engine cylinder head 21 to which the engine intake port 1 as described in the first embodiment is applied to the engine cylinder head 21.
The engine cylinder head 21 of the embodiment can make the gas counted in the engine combustion chamber 201 more uniform by applying the engine intake duct 1 as described in the first embodiment, and effectively improve the thermal efficiency of the engine, and the engine cylinder head 21 can be conveniently formed by casting because the structure is simpler.
EXAMPLE III
The present embodiment relates to an engine on which the engine cylinder head 21 as described in embodiment two is mounted.
The engine of the embodiment is provided with the engine cylinder cover 21 as described in the second embodiment, so that the air intake is more uniform, the engine has better thermal efficiency, and the engine is beneficial to energy conservation and emission reduction of a vehicle provided with the engine.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (8)
1. The utility model provides an engine air inlet, is located two air intake branch pipes (12) of terminal of admitting air including the main pipe that admits air that is located the front end that admits air, and is located the main pipe and two of admitting air changeover portion (11) between air intake branch pipe (12), its characterized in that: a first groove (61) extending along the length direction of the transition section (11) is formed in the middle of the upper side of the transition section (11), and a first flow guide plane (611) and a second flow guide plane (612) extending towards the two air inlet branch pipes (12) are respectively arranged on two opposite sides of the first groove (61);
a second groove (62) opposite to the first groove (61) is formed on the lower side of the transition section (11), in any cross section (7) which is intersected with the first groove (61) in the length direction of the transition section (11), the minimum distance L1 between the profile of the first groove (61) on the cross section (7) and the average horizontal dividing line on the cross section (7) is smaller than the minimum distance L2 between the profile of the second groove (62) on the cross section (7) and the average horizontal dividing line, and the distance L3 between the average horizontal dividing line and the highest point of the cross section (7) is equal to the distance L4 between the average horizontal dividing line and the lowest point of the cross section (7).
2. The engine intake of claim 1, wherein: the included angle between the first flow guide plane (611) and the second flow guide plane (612) is between 5 and 120 degrees.
3. The engine intake of claim 1, wherein: the bottom of the first flow guide plane (611) and the bottom of the second flow guide plane (612) are in transition through an arc, and the radius R1 of the arc is between 2 mm and 10 mm.
4. The engine intake of claim 1, wherein: the length of the first flow guide plane (611) and the length of the second flow guide plane (612) are not less than the distance between the highest point and the lowest point of any section (7) in the length direction of the transition section (11).
5. The engine intake according to claim 1, wherein: the distance between the end face of the first flow guide plane (611) and the end face of the second flow guide plane (612) close to one end of the air inlet main pipe and the end face of the transition section (11) close to one end of the air inlet main pipe is less than 20 mm.
6. The engine intake of claim 1, wherein: in any cross section (7) intersecting the second groove (62) in the length direction of the transition section (11), the maximum vertical distance L5 between the profile of the second groove (62) on the cross section (7) and the lowest point of the cross section (7) is less than 20 mm.
7. An engine cylinder head, characterized by: -applying an engine inlet according to any of claims 1 to 6 to the engine cylinder head (21).
8. An engine, characterized in that: an engine cylinder head according to claim 7 mounted on the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910252687.0A CN111749783B (en) | 2019-03-29 | 2019-03-29 | Engine air inlet channel, engine cylinder head and engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910252687.0A CN111749783B (en) | 2019-03-29 | 2019-03-29 | Engine air inlet channel, engine cylinder head and engine |
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| Publication Number | Publication Date |
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| CN111749783A CN111749783A (en) | 2020-10-09 |
| CN111749783B true CN111749783B (en) | 2021-09-07 |
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| CN201910252687.0A Active CN111749783B (en) | 2019-03-29 | 2019-03-29 | Engine air inlet channel, engine cylinder head and engine |
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Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101260844A (en) * | 2007-12-05 | 2008-09-10 | 奇瑞汽车股份有限公司 | Petrol engine intake duct |
| KR20150047034A (en) * | 2013-10-23 | 2015-05-04 | 지엠 글로벌 테크놀러지 오퍼레이션스 엘엘씨 | An intake port for ideal tumble flow |
| JP6304022B2 (en) * | 2014-12-26 | 2018-04-04 | トヨタ自動車株式会社 | Internal combustion engine |
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