WO2017114137A1 - 摩托车发动机汽缸头的气门阀座结构 - Google Patents

摩托车发动机汽缸头的气门阀座结构 Download PDF

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Publication number
WO2017114137A1
WO2017114137A1 PCT/CN2016/109238 CN2016109238W WO2017114137A1 WO 2017114137 A1 WO2017114137 A1 WO 2017114137A1 CN 2016109238 W CN2016109238 W CN 2016109238W WO 2017114137 A1 WO2017114137 A1 WO 2017114137A1
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intake
exhaust
valve seat
hole wall
section
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PCT/CN2016/109238
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English (en)
French (fr)
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孙仁坤
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重庆志成机械有限公司
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Publication of WO2017114137A1 publication Critical patent/WO2017114137A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads

Definitions

  • the invention relates to the field of engine valve trains, in particular to a valve seat structure of a cylinder head of a motorcycle engine.
  • the engine cylinder head is a mechanism that controls and executes the engine's working process (combustion process), thus affecting the engine's power, economy, combustion noise and harmful exhaust emissions. It can be seen that the engine cylinder head is the core technology of the entire engine. In order to describe the performance of the engine, a noun, the charge factor, is usually used.
  • the internal combustion engine charge coefficient refers to the ratio of the fresh charge m of the actual intake cylinder of the internal combustion engine per cycle to the theoretical charge msh of the cylinder working volume filled with the state of the intake pipe.
  • the charge factor of the internal combustion engine reflects the perfection of the intake process and is an important indicator for measuring engine performance.
  • the sealing section of the inlet and exhaust valve seats of the existing engine cylinder head is provided with a plurality of straight sections of varying angles between the inlet and the exhaust passage, and the intersection between the adjacent variable angle straight sections is formed to be folded.
  • the lobes, and these folded lobes in the air intake will greatly increase the resistance of the airflow, resulting in a reduction in the amount of gas passing through, seriously affecting the performance of the engine.
  • the object of the present invention is to provide a valve seat structure for a cylinder head of a motorcycle engine, which optimizes the contour of the inlet and outlet valve seat to minimize the advancement and discharge.
  • the air resistance increases the flow rate of the intake and exhaust valve seats, increases the charge coefficient, and improves the engine power.
  • a valve seat structure of a cylinder head of a motorcycle engine comprising an intake valve seat disposed on a cylinder head, an exhaust valve seat, and an air flow of the intake valve seat
  • the passage hole includes a plurality of hole wall segments at different angles from the central axis of the intake valve in the axial direction, and a downstream end of the air flow passage hole of the intake valve seat is provided with a sealing cone hole section for engaging with the intake valve,
  • the hole wall of the sealing cone hole segment is an intake sealing straight section at an angle of 44.75° ⁇ 0.25° with the central axis of the intake valve, and the upstream end of the intake sealing straight section is connected with the central axis of the intake valve by 30.0°.
  • a first intake straight hole wall section of an angle of ⁇ 1.5° the first end of the first intake straight hole wall section is connected with a first curved hole wall section having a radius of 10 mm, and the first curved hole wall section is directed to the intake air a direction of the central axis of the door is convex, and an upstream end of the first curved hole wall section is connected with a second intake linear hole wall section at an angle of 17.0° ⁇ 1.5° with the central axis of the intake valve, the second intake air
  • the upstream end of the straight hole wall section is connected with a second curved hole wall section having a radius of 10 mm, and the second curved hole wall
  • the segment is convex toward the central axis of the intake valve
  • the air flow passage hole is formed into a smooth transition structure from the upstream end of the intake seal straight section to the upstream end of the intake valve seat.
  • the first curved hole wall section smoothly connects the first intake straight hole wall section and the second intake straight hole wall section.
  • the second curved hole wall section smoothly connects the intake valve seat to the intake passage.
  • the flow guiding section connected to the intake valve seat is provided with a third intake straight hole wall section which is at an angle of 3.0° ⁇ 1.5° with the central axis of the intake valve.
  • the upstream end of the second curved hole wall section of the intake valve seat extends toward the intake passage, and smoothly transitions the second intake linear hole wall section 8 of the intake valve seat and the third intake linear hole wall section of the intake passage connection.
  • the airflow passage hole of the exhaust valve seat includes a plurality of hole wall segments at different angles to the central axis of the exhaust valve in the axial direction, and the upstream end of the airflow passage hole of the exhaust valve seat is provided for the exhaust valve a sealing cone hole section, the hole wall of the sealing cone hole section is an exhaust sealing straight section which is at an angle of 44.75° ⁇ 0.25° with the central axis of the exhaust valve, and the downstream end of the exhaust sealing straight section is connected with
  • the central axis of the exhaust valve is a first exhaust straight hole wall section with an angle of 30.0° ⁇ 1.5°, and the downstream end of the first exhaust straight hole wall section is connected with a third curved hole wall section having a radius of 4 mm,
  • the three curved hole wall segment 18 is convex toward the central axis of the intake valve, and the downstream end of the third curved hole wall segment is connected with a second exhaust straight hole at an angle of 15.0° ⁇ 1.5° with the central axis of the exhaust valve.
  • a downstream end of the second exhaust straight hole wall section is connected with a fourth curved hole wall section having a radius of 10 mm, and a fourth curved hole wall section is convex toward the central axis of the intake valve, the fourth The downstream end of the curved hole wall section is connected with a third exhaust straight hole wall section at an angle of 11.0 ° ⁇ 1.5 ° with the central axis of the exhaust valve, so that the row Gate valve seat from the downstream end of the air passage hole of straight line segments to seal the exhaust valve seat downstream intake port end connected to form a structure of a smooth transition.
  • the third curved hole wall section smoothly connects the first exhaust straight hole wall section with the second exhaust straight hole wall section 15.
  • the fourth curved hole wall section smoothly connects the second exhaust straight hole wall section with the third exhaust straight hole wall section 13.
  • the flow guiding section 12 connected to the exhaust valve seat is provided with a fourth exhaust straight hole wall section 21 at an angle of 11.0° ⁇ 1.5° to the central axis of the exhaust valve.
  • the fourth exhaust linear bore wall section of the exhaust passage is connected to the third exhaust straight bore wall section 13 of the exhaust valve seat.
  • a downstream end of the intake sealing straight section 7 of the intake valve seat is connected with a fourth intake linear hole wall section, and the angle between the fourth intake linear hole wall section and the intake valve central axis is greater than the intake sealing line The angle between the segment 7 and the central axis of the intake valve forms a bell mouth.
  • the fourth intake linear hole wall section and the central axis of the intake valve are at an angle of 55.0 ° ⁇ 1.5 °.
  • the upstream end of the exhaust seal straight section of the exhaust valve seat is connected with a fourth exhaust straight line segment, and the angle between the fourth exhaust straight line segment and the exhaust valve central axis is greater than the exhaust seal straight section 14 and the exhaust The angle between the central axis of the door forms a bell mouth.
  • the fourth exhaust straight line segment and the central axis of the exhaust valve are at an angle of 55.0 ° ⁇ 1.5 °.
  • the invention has the advantages that: according to the invention, the contour of the inlet and outlet valve seat is optimized by using the above structure, so that the invention minimizes the inlet and exhaust resistance, increases the inlet and exhaust flow, and improves the flow.
  • the charge factor increases engine power and improves engine performance.
  • the invention smoothes the wall between the variable angle straight hole walls by the curved hole wall segment The transition reduces the tendency of the airway to change, not only reduces the local resistance, increases the ventilation area, but also greatly reduces the resistance of the airflow in the intake and exhaust passages, and increases the throughput of the airflow.
  • the downstream end of the intake valve seat is set as a bell mouth, which is beneficial to the large amount of mixed gas entering the combustion chamber and improving the efficiency.
  • the upstream end of the exhaust valve seat is set as a bell mouth, which is beneficial for the exhaust gas to be quickly discharged from the combustion chamber.
  • Figure 1 is a schematic view showing the installation of a valve seat of the present invention
  • Figure 2 is a cross-sectional view taken along line E-E of Figure 1;
  • Figure 3 is an enlarged view of a portion F of Figure 2;
  • Figure 4 is an enlarged view of a portion A of Figure 3;
  • Figure 5 is an enlarged view of a portion G of Figure 2;
  • Fig. 6 is an enlarged view of a portion B of Fig. 5;
  • a valve seat structure of a cylinder head of a motorcycle engine includes an intake valve seat and an exhaust valve seat disposed on a cylinder head, and the intake valve seat 3 is located at a downstream end of the intake passage 1.
  • the exhaust valve seat 4 is located at an upstream end of the exhaust passage 2, the central axis of the intake valve seat is in the same line as the central axis of the intake valve, and the central axis of the exhaust valve seat and the central axis of the exhaust valve
  • the airflow passage hole of the intake valve seat includes a plurality of hole wall segments at different angles to the central axis of the intake valve in the axial direction, and the downstream end of the airflow passage hole of the intake valve seat is provided
  • the hole wall of the sealing cone hole section is an intake sealing straight section 7 at an angle of 44.75° ⁇ 0.25° with the central axis of the intake valve, the intake sealing straight section
  • the upstream end of 7 is connected with a
  • first curved hole wall section 11 the first curved hole wall section 11 is convex toward the central axis of the intake valve, the first curve
  • the upstream end of the wire hole wall section 11 is connected with a second intake linear hole wall section 8 at an angle of 17.0° ⁇ 1.5° to the central axis of the intake valve, and the upstream end of the second intake linear hole wall section 8 is connected.
  • the second curved hole wall section 10 having a radius of 10 mm, and the second curved hole wall section 10 is convex toward the central axis of the intake valve, and the second intake linear hole wall section 8 of the intake valve seat and the intake port are
  • the third intake straight hole wall section 6 is smoothly transitioned, so that the air flow passage hole forms a smooth transitional connection structure from the upstream end of the intake seal straight section 7 to the upstream end of the intake valve seat.
  • the first curved bore wall section 11 smoothly transitions the first intake linear bore wall section 9 with the second intake linear bore wall section 8.
  • the second curved bore wall section 10 smoothly transitions the intake valve seat to the intake passage.
  • the air guiding section 5 connected to the intake valve seat is provided with a third air inlet straight hole wall section 6 which is at an angle of 3.0° ⁇ 1.5° with the central axis of the intake valve.
  • Intake The upstream end of the second curved hole wall section 10 of the door valve seat extends toward the intake passage, and smoothly transitions the second intake linear hole wall section 8 of the intake valve seat and the third intake linear hole wall section 6 of the intake port. connection.
  • a downstream end of the intake seal straight section 7 of the intake valve seat is connected with a fourth intake linear bore wall section 19, the angle of the fourth intake linear bore wall section 19 and the central axis of the intake valve being greater than the intake air
  • the angle between the sealed straight section 7 and the central axis of the intake valve forms a bell mouth, which is beneficial to the large amount of mixed gas entering the combustion chamber and improving the performance.
  • the fourth intake linear bore wall section 19 and the central axis of the intake valve are at an angle of 55.0 ° ⁇ 1.5 °.
  • the airflow passage hole of the exhaust valve seat includes a plurality of hole wall segments at different angles to the central axis of the exhaust valve in the axial direction, and the upstream end of the airflow passage hole of the exhaust valve seat is provided for the exhaust valve a sealing cone hole section, the hole wall of the sealing cone hole section is an exhaust sealing straight section 14 at an angle of 44.75° ⁇ 0.25° with the central axis of the exhaust valve, and the downstream end of the exhaust sealing straight section 14 is connected a first exhaust straight hole wall section 16 having an angle of 30.0° ⁇ 1.5° with respect to the central axis of the exhaust valve, and a third curved hole having a radius of 4 mm is connected to the downstream end of the first exhaust straight hole wall section 16
  • the wall section 18, the third curved hole wall section 18 is convex toward the central axis of the intake valve, and the downstream end of the third curved hole wall section 18 is connected with an angle of 15.0° ⁇ 1.5° with the central axis of the exhaust valve.
  • a second exhaust straight hole wall section 15 a downstream end of the second exhaust straight hole wall section 15 is connected with a fourth curved hole wall section 17 having a radius of 10 mm, and a fourth curved hole wall section 17 is inserted into the intake valve
  • the axial direction is convex, and the downstream end of the fourth curved hole wall section 17 is connected with a third exhaust line at an angle of 11.0° ⁇ 1.5° to the central axis of the exhaust valve.
  • the hole wall section 13 forms a structure in which the air flow passage hole of the exhaust valve seat forms a smooth transition from the downstream end of the exhaust seal straight section 14 to the downstream end of the intake valve seat.
  • the third curved bore wall section 18 smoothly transitions the first exhaust linear bore wall section 16 to the second exhaust straight bore wall section 15 .
  • the fourth curved hole wall section 17 smoothly connects the second exhaust straight hole wall section 15 with the third exhaust straight hole wall section 13.
  • the flow guiding section 12 connected to the exhaust valve seat is provided with a fourth exhaust straight hole wall section 21 at an angle of 11.0° ⁇ 1.5° to the central axis of the exhaust valve.
  • the fourth exhaust linear bore wall section 21 of the exhaust passage is connected to the third exhaust straight bore wall section 13 of the exhaust valve seat.
  • the upstream end of the exhaust seal straight section 14 of the exhaust valve seat is connected with a fourth exhaust straight section 20, and the angle between the fourth exhaust straight section 20 and the central axis of the exhaust valve is larger than the exhaust seal straight section 14
  • the angle with the central axis of the exhaust valve forms a bell mouth, which facilitates the rapid discharge of exhaust gas from the combustion chamber.
  • the fourth exhaust straight line segment 20 and the central axis of the exhaust valve are at an angle of 55.0 ° ⁇ 1.5 °.
  • the invention adopts a smooth transition connection between adjacent straight lines and straight lines, eliminates airflow passage obstacles, and has a fast gas flow rate and improves the intake and exhaust passages.
  • the charge factor increases engine power.
  • the invention smoothly transitions between the variable angle straight hole wall sections by the curved hole wall section, reduces the trend of airway change, not only reduces the local resistance, increases the ventilation area, but also greatly reduces the airflow in the intake and exhaust passages.
  • the resistance passed increases the throughput of the airflow.

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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)
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Abstract

一种摩托车发动机汽缸头的气门阀座结构，包括设置在汽缸头上的进气门阀座(3)、排气门阀座(4)，所述进气门阀座(3)的气流通道孔沿轴向包括多段与进气门中轴线呈不同夹角的孔壁段，使气流通道孔从进气密封直线段(7)上游端至进气门阀座(3)上游口端形成平滑过渡相连的结构，所述排气门阀座(4)的气流通道孔沿轴向包括多段与排气门中轴线呈不同夹角的孔壁段，使排气门阀座(4)的气流通道孔从排气密封直线段(14)下游端至排气门阀座(4)下游口端形成平滑过渡相连的结构。所述气门阀座结构通过对进、排气门阀座加工的轮廓进行优化，最大限度地降低了进、排气阻力，增加进、排气门阀座流量，提高了充量系数，提高发动机功率。

Description

摩托车发动机汽缸头的气门阀座结构 技术领域
本发明涉及发动机配气机构领域，特别涉及一种摩托车发动机汽缸头的气门阀座结构。
背景技术
发动机汽缸头是对发动机工作过程(燃烧过程)进行控制并执行的一个机构，因而也影响着发动机的动力性、经济性、燃烧噪声和有害废气的排放。由此可见，发动机汽缸头是整个发动机的核心技术所在。为了描述发动机的性能，通常会用到一个名词——充量系数。内燃机充量系数是指内燃机每循环实际吸入气缸的新鲜充量m与以进气管内状态充满气缸工作容积的理论充量msh之比。内燃机的充量系数反映了进气过程的完善程度，是衡量发动机性能的重要指标。显然，为了让发动机每个循环吸入更多的新鲜可燃气体，以及将燃烧后的废气排除得更顺畅，更干净，对发动机的性能是有帮助的。为了到达这个目的，减小新鲜燃气进入气缸以及废气排出气缸的流动阻力就显得很重要。
现有的发动机汽缸头的进、排气门阀座的密封段分别与进、排气道之间设有多段变角度的直线段，相邻变角度直线段之间的交点处会形成折转的凸角，而这些折转的凸角在进气道中会大大增加气流通过的阻力，造成通过的气量减少，严重影响了发动机的性能。
发明内容
本发明的目的是针对现有技术存在的不足，提供一种摩托车发动机汽缸头的气门阀座结构，其对进、排气门阀座加工的轮廓进行了优化，最大限度地降低了进、排气阻力，增加进、排气门阀座流量，提高了充量系数，提高发动机功率。
本发明的目的是采用下述方案实现的：一种摩托车发动机汽缸头的气门阀座结构，包括设置在汽缸头上的进气门阀座、排气门阀座，所述进气门阀座的气流通道孔沿轴向包括多段与进气门中轴线呈不同夹角的孔壁段，所述进气门阀座的气流通道孔的下游端设有用于与进气门配合的密封锥孔段，该密封锥孔段的孔壁为与进气门中轴线呈44.75°±0.25°夹角的进气密封直线段，所述进气密封直线段的上游端连接有与进气门中轴线呈30.0°±1.5°夹角的第一进气直线孔壁段，所述第一进气直线孔壁段的上游端连接有半径为10mm的第一曲线孔壁段，第一曲线孔壁段向进气门中轴线方向凸起，所述第一曲线孔壁段的上游端连接有与进气门中轴线呈17.0°±1.5°夹角的第二进气直线孔壁段，所述第二进气直线孔壁段的上游端连接有半径为10mm的第二曲线孔壁段，第二曲线孔壁段向进气门中轴线方向凸 起，使气流通道孔从进气密封直线段上游端至进气门阀座上游口端形成平滑过渡相连的结构。第一曲线孔壁段将第一进气直线孔壁段与第二进气直线孔壁段平滑过渡连接。第二曲线孔壁段将进气门阀座与进气道平滑过渡连接。所述进气道与进气门阀座相连的导流段设有一段与进气门中轴线呈3.0°±1.5°夹角的第三进气直线孔壁段。进气门阀座的第二曲线孔壁段的上游端向进气道延伸，将进气门阀座的第二进气直线孔壁段8与进气道的第三进气直线孔壁段平滑过渡连接。
所述排气门阀座的气流通道孔沿轴向包括多段与排气门中轴线呈不同夹角的孔壁段，所述排气门阀座的气流通道孔的上游端设有用于与排气门配合的密封锥孔段，该密封锥孔段的孔壁为与排气门中轴线呈44.75°±0.25°夹角的排气密封直线段，所述排气密封直线段的下游端连接有与排气门中轴线呈30.0°±1.5°夹角的第一排气直线孔壁段，所述第一排气直线孔壁段的下游端连接有半径为4mm的第三曲线孔壁段，第三曲线孔壁段18向进气门中轴线方向凸起，所述第三曲线孔壁段的下游端连接有与排气门中轴线呈15.0°±1.5°夹角的第二排气直线孔壁段15，所述第二排气直线孔壁段的下游端连接有半径为10mm的第四曲线孔壁段，第四曲线孔壁段向进气门中轴线方向凸起，所述第四曲线孔壁段的下游端连接有与排气门中轴线呈11.0°±1.5°夹角的第三排气直线孔壁段，使排气门阀座的气流通道孔从排气密封直线段下游端至进气门阀座下游口端形成平滑过渡相连的结构。所述第三曲线孔壁段将第一排气直线孔壁段与第二排气直线孔壁段15平滑过渡连接。第四曲线孔壁段将第二排气直线孔壁段与第三排气直线孔壁段13平滑过渡连接。所述排气道与排气门阀座相连的导流段12设有一段与排气门中轴线呈11.0°±1.5°夹角的第四排气直线孔壁段21。所述排气道的第四排气直线孔壁段与排气门阀座的第三排气直线孔壁段13相连。
所述进气门阀座的进气密封直线段7的下游端连接有第四进气直线孔壁段，该第四进气直线孔壁段与进气门中轴线的夹角大于进气密封直线段7与进气门中轴线的夹角，形成喇叭口。
所述第四进气直线孔壁段与进气门中轴线呈55.0°±1.5°夹角。
所述排气门阀座的排气密封直线段的上游端连接有第四排气直线段，该第四排气直线段与排气门中轴线的夹角大于排气密封直线段14与排气门中轴线的夹角，形成喇叭口。
所述第四排气直线段与排气门中轴线呈55.0°±1.5°夹角。
本发明具有的优点是：由于本发明采用上述结构对进、排气门阀座加工的轮廓进行了优化，使本发明最大限度地降低了进、排气阻力，增加进、排气道流量，提高了充量系数，提高发动机功率，提升发动机性能。且本发明通过曲线孔壁段使变角度直线孔壁段之间平滑 过渡，减小了气道变化的趋势，不仅降低了局部阻力，增大了通气面积，且大大减少了进、排气道中气流通过的阻力，增加气流的通过量。
将进气门阀座的下游端设为喇叭口，有利于混合燃气大量进入充满燃烧室，提高做功效能。同时将排气门阀座的上游端设为喇叭口，有利于废气从燃烧室快速排出。
附图说明
图1为本发明的气门阀座的安装示意图；
图2为图1的E-E向剖视图；
图3为图2的F部放大图；
图4为图3的A部放大图；
图5为图2的G部放大图；
图6为图5的B部放大图。
具体实施方式
为了使本发明的目的、技术方案和优点更加清楚，给出了详细的实施方式和具体的操作过程，下面将结合附图对本发明作进一步的详细描述：
参见图1至图6，一种摩托车发动机汽缸头的气门阀座结构，包括设置在汽缸头上的进气门阀座和排气门阀座，进气门阀座3位于进气道1的下游端，排气门阀座4位于排气道2的上游端，所述进气门阀座的中轴线与进气门中轴线为同一条直线，所述排气门阀座的中轴线与排气门中轴线为同一条直线，所述进气门阀座的气流通道孔沿轴向包括多段与进气门中轴线呈不同夹角的孔壁段，所述进气门阀座的气流通道孔的下游端设有用于与进气门配合的密封锥孔段，该密封锥孔段的孔壁为与进气门中轴线呈44.75°±0.25°夹角的进气密封直线段7，所述进气密封直线段7的上游端连接有与进气门中轴线呈30.0°±1.5°夹角的第一进气直线孔壁段9，所述第一进气直线孔壁段9的上游端连接有半径为10mm的第一曲线孔壁段11，第一曲线孔壁段11向进气门中轴线方向凸起，所述第一曲线孔壁段11的上游端连接有与进气门中轴线呈17.0°±1.5°夹角的第二进气直线孔壁段8，所述第二进气直线孔壁段8的上游端连接有半径为10mm的第二曲线孔壁段10，第二曲线孔壁段10向进气门中轴线方向凸起，将进气门阀座的第二进气直线孔壁段8与进气道的第三进气直线孔壁段6平滑过渡连接，使气流通道孔从进气密封直线段7上游端至进气门阀座上游口端形成平滑过渡相连的结构。第一曲线孔壁段11将第一进气直线孔壁段9与第二进气直线孔壁段8平滑过渡连接。第二曲线孔壁段10将进气门阀座与进气道平滑过渡连接。所述进气道与进气门阀座相连的导流段5设有一段与进气门中轴线呈3.0°±1.5°夹角的第三进气直线孔壁段6。进气 门阀座的第二曲线孔壁段10的上游端向进气道延伸，将进气门阀座的第二进气直线孔壁段8与进气道的第三进气直线孔壁段6平滑过渡连接。
所述进气门阀座的进气密封直线段7的下游端连接有第四进气直线孔壁段19，该第四进气直线孔壁段19与进气门中轴线的夹角大于进气密封直线段7与进气门中轴线的夹角，形成喇叭口，有利于混合燃气大量进入充满燃烧室，提高做功效能。所述第四进气直线孔壁段19与进气门中轴线呈55.0°±1.5°夹角。
所述排气门阀座的气流通道孔沿轴向包括多段与排气门中轴线呈不同夹角的孔壁段，所述排气门阀座的气流通道孔的上游端设有用于与排气门配合的密封锥孔段，该密封锥孔段的孔壁为与排气门中轴线呈44.75°±0.25°夹角的排气密封直线段14，所述排气密封直线段14的下游端连接有与排气门中轴线呈30.0°±1.5°夹角的第一排气直线孔壁段16，所述第一排气直线孔壁段16的下游端连接有半径为4mm的第三曲线孔壁段18，第三曲线孔壁段18向进气门中轴线方向凸起，所述第三曲线孔壁段18的下游端连接有与排气门中轴线呈15.0°±1.5°夹角的第二排气直线孔壁段15，所述第二排气直线孔壁段15的下游端连接有半径为10mm的第四曲线孔壁段17，第四曲线孔壁段17向进气门中轴线方向凸起，所述第四曲线孔壁段17的下游端连接有与排气门中轴线呈11.0°±1.5°夹角的第三排气直线孔壁段13，使排气门阀座的气流通道孔从排气密封直线段14下游端至进气门阀座下游口端形成平滑过渡相连的结构。所述第三曲线孔壁段18将第一排气直线孔壁段16与第二排气直线孔壁段15平滑过渡连接。第四曲线孔壁段17将第二排气直线孔壁段15与第三排气直线孔壁段13平滑过渡连接。所述排气道2与排气门阀座相连的导流段12设有一段与排气门中轴线呈11.0°±1.5°夹角的第四排气直线孔壁段21。所述排气道的第四排气直线孔壁段21与排气门阀座的第三排气直线孔壁段13相连。
所述排气门阀座的排气密封直线段14的上游端连接有第四排气直线段20，该第四排气直线段20与排气门中轴线的夹角大于排气密封直线段14与排气门中轴线的夹角，形成喇叭口，有利于废气从燃烧室快速排出。所述第四排气直线段20与排气门中轴线呈55.0°±1.5°夹角。
本发明为了最大化减少气流在进、排气道中通过的阻力，将相邻直线与直线之间均采用平滑过渡连接，消除气流通过障碍，气体进气流速快，提高了进、排气道的充量系数，提高发动机功率。本发明通过曲线孔壁段使变角度直线孔壁段之间平滑过渡，减小了气道变化的趋势，不仅降低了局部阻力，增大了通气面积，且大大减少了进、排气道中气流通过的阻力，增加气流的通过量。
以上所述仅为本发明的优选实施例，并不用于限制本发明，显然，本领域的技术人员可以对本发明进行各种改动和变型而不脱离本发明的精神和范围。这样，倘若本发明的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包含这些改动和变型在内。

Claims (5)

  1. 一种摩托车发动机汽缸头的气门阀座结构，包括设置在汽缸头上的进气门阀座、排气门阀座，其特征在于：所述进气门阀座的气流通道孔沿轴向包括多段与进气门中轴线呈不同夹角的孔壁段，所述进气门阀座的气流通道孔的下游端设有用于与进气门配合的密封锥孔段，该密封锥孔段的孔壁为与进气门中轴线呈44.75°±0.25°夹角的进气密封直线段(7)，所述进气密封直线段(7)的上游端连接有与进气门中轴线呈30.0°±1.5°夹角的第一进气直线孔壁段(9)，所述第一进气直线孔壁段(9)的上游端连接有半径为10mm的第一曲线孔壁段(11)，所述第一曲线孔壁段(11)的上游端连接有与进气门中轴线呈17.0°±1.5°夹角的第二进气直线孔壁段(8)，所述第二进气直线孔壁段(8)的上游端连接有半径为10mm的第二曲线孔壁段(10)，使气流通道孔从进气密封直线段(7)上游端至进气门阀座上游口端形成平滑过渡相连的结构；
    所述排气门阀座的气流通道孔沿轴向包括多段与排气门中轴线呈不同夹角的孔壁段，所述排气门阀座的气流通道孔的上游端设有用于与排气门配合的密封锥孔段，该密封锥孔段的孔壁为与排气门中轴线呈44.75°±0.25°夹角的排气密封直线段(14)，所述排气密封直线段(14)的下游端连接有与排气门中轴线呈30.0°±1.5°夹角的第一排气直线孔壁段(16)，所述第一排气直线孔壁段(16)的下游端连接有半径为4mm的第三曲线孔壁段(18)，所述第三曲线孔壁段(18)的下游端连接有与排气门中轴线呈15.0°±1.5°夹角的第二排气直线孔壁段(15)，所述第二排气直线孔壁段(15)的下游端连接有半径为10mm的第四曲线孔壁段(17)，所述第四曲线孔壁段(17)的下游端连接有与排气门中轴线呈11.0°±1.5°夹角的第三排气直线孔壁段(13)，使排气门阀座的气流通道孔从排气密封直线段(14)下游端至进气门阀座下游口端形成平滑过渡相连的结构。
  2. 根据权利要求1所述的摩托车发动机汽缸头的气门阀座结构，其特征在于：所述进气门阀座的进气密封直线段(7)的下游端连接有第四进气直线孔壁段(19)，该第四进气直线孔壁段(19)与进气门中轴线的夹角大于进气密封直线段(7)与进气门中轴线的夹角，形成喇叭口。
  3. 根据权利要求2所述的摩托车发动机汽缸头的气门阀座结构，其特征在于：所述第四进气直线孔壁段(19)与进气门中轴线呈55.0°±1.5°夹角。
  4. 根据权利要求1所述的摩托车发动机汽缸头的气门阀座结构，其特征在于：所述排气门阀座的排气密封直线段(14)的上游端连接有第四排气直线段(20)，该第四排气直线段(20)与排气门中轴线的夹角大于排气密封直线段(14)与排气门中轴线的夹角，形成喇叭口。
  5. 根据权利要求4所述的摩托车发动机汽缸头的气门阀座结构，其特征在于：所述第四排气直线段(20)与排气门中轴线呈55.0°±1.5°夹角。
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