Description:TECHNICAL FIELD

Present disclosure relates to a field of vehicles. Particularly, but not exclusively, the present disclosure relates to an internal combustion engine of the vehicle. Embodiments of the present disclosure discloses a cylinder head of the internal combustion engine with a liquid cooling jacket.

BACKGROUND OF THE INVENTION

Automobiles generally include internal combustion engines for as their powertrain where the engine converts chemical energy into heat energy and the heat energy is further converted to the necessary mechanical power for operating the automobile. The internal combustion engine may generally include a piston that is accommodated within a cylinder block having a cylinder bore. The piston may be configured to reciprocate inside the cylinder bore as combustion of air and fuel takes place inside the cylinder. The engine also includes a cylinder head coupled to the cylinder block. The cylinder head may be provided with at least one intake valve and at least one exhaust valve for receiving air-fuel mixture and for exhausting the spent gases after combustion. Further, the combustion takes place inside the combustion chamber. Conventionally gasoline & CNG engines are having lower compression ratio (CR) due to knocking limitations.

The internal combustion engine produces heat for conversion of chemical energy into the mechanical power during the combustion process. Consequently, the internal combustion engines are provided with a cooling system for absorbing and dissipating the heat from the engine. The cooling system may include several peripheral devices like a water pump, a radiator and plurality of plumbing means etc. The cooling system is configured to circulate coolant fluid around at least one of the cylinder blocks and the cylinder head to absorb heat. The cooling systems of the cylinder blocks and the cylinder heads are often provided with liquid jackets. The liquid jackets enable the circulation of coolant, and the coolant is circulated to absorb the heat generated by the engine during the combustion process. The cooling system may also include the water pump for circulating the coolant though the liquid jacket. The cooling system may also be configured with a heat exchanger [radiator] to receive the coolant which has been circulated through the engine and the heat exchanger may dissipate the heat from the coolant.

Conventionally, cooling systems were provided with liquid jackets where the passages for the flow of coolant were constrained. More particularly, the passages for the flow of coolant in the liquid jackets of the cylinder head were constrained due to the complex configuration of the cylinder head where the inlet ports, the outlet ports and the spark plug ports were positioned with close proximity and tight tolerances. Therefore, such configuration of the liquid jackets for cooling the cylinder head was restrained and not efficient. Further, the cylinder head in conventional cooling system was restrained from being cooled uniformly from all sides since the passages which enable the flow of coolant in the liquid jacket were not uniformly configured. This leads to varying temperature differences between various points of the cylinder head.

Further, conventional cylinder heads are provided with no provisions for releasing regulating the gases in a crankcase of an engine. Consequently, the buildup of pressure within the crankcase is not regulated. The oil circulated into the cylinder head is also directed into the crankcase through multiple flow channels which are disorganized. Further, conventional cylinder heads are configured with external thermostats for measurement of temperature in the cylinder head. Consequently, a significant amount of space is consumed for accommodating the cylinder head in an engine bay of the vehicle.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In a non-limiting embodiment of the disclosure, a cylinder head for an engine is disclosed. The cylinder head includes a combustion chamber with at least one intake port, at least one exhaust port and an ignition port defined within the combustion chamber. A cross flow cooling jacket is defined adjacent around the combustion chamber where, the cooling jacket is provided with an inlet and an outlet. Further, a rim portion defined along the circumference of each of the at least one intake port, the at least one exhaust port and the at least one ignition port. The cooling jacket is configured to concentrically surround the at least one exhaust port and extends around the rim portion of the at least one intake port and the at least one ignition port. In a non-limiting embodiment of the disclosure, a partition bridge is configured to extend between the rim portion of the at least one intake port and the rim portion of the exhaust port.

In a non-limiting embodiment of the disclosure, the cooling jacket extends between the rim portion of the at least one intake port and the rim portion of the at least one exhaust port to cool a region that extends throughout the circumference of the at least one exhaust port.

In a non-limiting embodiment of the disclosure, the cooling region extends for 340 degrees of a circumference of the rim portion of the at least one ignition port by the cooling jacket extending between the rim portion of the at least one exhaust port and the rim portion of the at least one ignition port.

In a non-limiting embodiment of the disclosure, at least one serration defined to extend for at least a portion of the circumference around the rim portion of the at least one exhaust port in the cooling jacket.

In an embodiment of the disclosure, at least one fluid flow passage is fluidly coupled to the cooling jacket for receiving a fluid from the cooling jacket.

In an embodiment of the disclosure, one of the ends of the fluid flow passage is fluidly coupled to a radiator and the opposite end of the fluid flow passage is closed.

In an embodiment of the disclosure, an enclosure is defined in the cylinder head below the fluid flow passage for accommodating a thermostat.

In an embodiment of the disclosure, a blow by gas passage is configured to extend parallel to a cylinder bore in an engine body where, one end of blow by gas passage extends into the crankcase and the opposite end of the blow by gas passage extends to a top end of the cylinder head.

In an embodiment of the disclosure, a valve is disposed to enclose the blow by gas passage at the top end of the cylinder head where, the valve is configured to open when pressure in the blow by gas passage exceeds a pre-determined threshold limit.

In an embodiment of the disclosure, an oil flow passage extends through the cylinder head and the engine body into the crankcase where, oil is configured to flow from the cylinder head into the crankcase through the oil flow passage.

In an embodiment of the disclosure, a first provision is defined in the cylinder head that is fluidly coupled to the blow by gas passage.

In an embodiment of the disclosure, the angle of orientation of the cylinder head (100) ranges from 0 degrees to 14 degrees.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a perspective view of a cylinder head, in accordance with an embodiment of the disclosure.

Figure 2 and Figure 3 illustrates a bottom view of the cylinder head, in accordance with an embodiment of the present disclosure.

Figure 4 illustrates a bottom magnified view of an elliptical shaped combustion chamber in the cylinder head, in accordance with an embodiment of the present disclosure.

Figure 5 illustrates a perspective view of a cross flow cooling jacket in the cylinder head, in accordance with an embodiment of the present disclosure.

Figure 6 illustrates a side view of the engine head, in accordance with an embodiment of the disclosure.

Figure 7 and Figure 8 illustrates a front view and a rear view of the cylinder head, in accordance with an embodiment of the disclosure.

Figure 9 and Figure 10 illustrates a side view of the cylinder head with an enclosure, in accordance with an embodiment of the disclosure.

Figure 11 illustrates a central cut sectional view of the engine, in accordance with an embodiment of the disclosure.

Figure 12 illustrates a perspective view of the engine, in accordance with an embodiment of the disclosure.

Figure 13 and Figure 14 illustrates a central cut sectional view of the cylinder head, in accordance with an embodiment of the disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of a cooling system of a vehicle without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

The following paragraphs describe the present disclosure with reference to Figs. 1 to 4. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including powertrain and the chassis is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the cooling system as disclosed in the present disclosure may be used in any vehicles that including but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 illustrates a perspective view of a cylinder head (100). Figure 2 and Figure 3 illustrates a bottom view of the cylinder head (100) for an engine. The engine (not shown in figures) for a vehicle may be configured to generate and provide the necessary power to drive the vehicle. The engine may include an engine block connected to the cylinder head. The cylinder head includes intake ports, exhaust ports, ignition port, valves and other moving parts for input and exhaust of fluid. The engine block may include a cylinder bore, a crankshaft and a piston along with other moving parts. The piston [not shown] may reciprocate within the cylinder bore. The cylinder head (100) may be coupled to the engine block. The configuration of the cylinder head (100) is explained with greater detail below.

The cylinder head (100) is defined with a combustion chamber (11). The combustion chamber (11) may include at least one intake port (3) [hereinafter referred to as the intake port], at least one exhaust port (4) [hereinafter referred to as the exhaust port] and at least one ignition port (6) [hereinafter referred to as the ignition port]. Each combustion chamber (11) in the cylinder head (100) may be configured to accommodate the intake port (3), the exhaust port (4) and the ignition port (6). The intake port (3), the exhaust port (4) and the ignition port (6) may be positioned to define the combustion chamber (11) in an elliptical shape. The intake port (3) may be configured to accommodate an intake valve. The intake valve may be suitably actuated to allow the flow of an air-fuel mixture into the cylinder bore for combustion. Further, the ignition port (6) may be configured to accommodate a spark plug. The spark plug may be suitably actuated for generating the spark and for igniting the air-fuel mixture in the cylinder bore of the engine. The exhaust port (4) may accommodate an exhaust valve and the exhaust valve may be selectively actuated for guiding the exhaust gases that are generated after combustion from the cylinder bore into the exhaust manifold. In an embodiment, the spark plug may be of any type including but not limited to M12 spark plugs.

The cylinder head (100) may also include a cooling jacket (1). The cooling jacket (1) may herein be defined multiple flow channels that are configured to extend within the cylinder head (100) at predetermined locations. The cooling jacket (1) may be fluidly coupled to an inlet and an outlet. The inlet may facilitate the flow of a coolant into the cooling jacket (1) and the outlet may facilitate the outward flow of the coolant from the cooling jacket (1). The coolant fluid flowing in the cooling jacket (1) may absorb the heat that is generated by the cylinder head during the combustion process. The coolant fluid may further be guided out of the cooling jacket (1) through the outlet and the coolant fluid may be directed to a heat exchanger where the heat/temperature from the coolant is dissipated.

Figure 4 illustrates a magnified bottom view of the combustion chamber (11) in the cylinder head (100). Each of the intake port (3), the exhaust port (4) and the ignition port (6) may be defined with a rim portion (9). The rim portion (9) may be a region that extends along the circumference of each of the intake port (3), the exhaust port (4) and the ignition port (6). Further, the cooling jacket (1) may be configured to the cylinder head (100) to extend between the rim portion (9) of the intake port (3), the exhaust port (4) and the ignition port (6). The cooling jacket (1) is defined adjacent and around the combustion chamber (11). The cooling jacket (1) may extend between the rim portion (9) of each of the intake port (3), the exhaust port (4) and the ignition port (6) in the combustion chamber (11). Further, as seen from Figure 3, the shaded region of the figure clearly indicates the cooling jacket (1) and the cooling region around the intake port (3), the exhaust port (4) and the ignition port (6).

Reference is made to Figure 5. The cooling jacket (1) may be configured to extend between the rim portion (9) of the intake port (3) and the rim portion (9) of the exhaust port (4). This configuration where the cooling jacket (1) extends between the rim portion (9) of the intake port (3) and the rim portion (9) of the exhaust port (4) provides a cooling region that extends throughout the circumference of the exhaust port (4). The cooling jacket (1) is configured to concentrically surround the exhaust port (4). Thus, the exhaust port (4) is cooled from all sides and the overall cooling region for the exhaust port (4) extends to about 360 degrees around the exhaust port (4). Further, the region of the cooling jacket (1) that extends between the rim portion (9) of the intake port (3) and the rim portion (9) of the exhaust port (4) may herein be termed as a first passage (2). The first passage (2) may be an integral part of the cooling jacket (1) and must not be constructed as a separate flow path for the coolant when compared to the cooling jacket (1). The first passage (2) may be a coolant fluid flow path that extends between the rim portion (9) of the intake port (3) and the rim portion of the exhaust port (4). The first passage (2) of the cooling jacket (1) or the region of the cooling jacket (1) that extends between the rim portion (9) of the intake port (3) and the exhaust port (4) may include a partition bridge (2a). The partition bridge (2a) is configured to extend between the rim portion (9) of the at least one intake port (3) and the rim portion (9) of the exhaust port (4). The partition bridge (2a) may be defined of uniform thickness. The partition bridge (2a) may herein be configured to be equivalent to the thickness of the cooling jacket (1). Consequently, the cooling region around the exhaust port (4) increases and the exhaust port (4) is subjected to uniform cooling.

Further, the cooling jacket (1) may also be configured to extend between the rim portion (9) of the exhaust port (4) and the rim portion (9) of the ignition port (6). This region of the cooling jacket (1) that extends between the rim portion (9) of the exhaust port (4) and the rim portion (9) of the ignition port (6) may be herein after referred to as the second passage (5). The second passage (5) may be an integral part of the cooling jacket (1) and must not be constructed as a separate flow path for the coolant when compared to the cooling jacket (1). The second passage (5) may be a coolant flow path that extends between the rim portion (9) of the exhaust port (4) and the rim portion of the ignition port (6). The second passage (5) of the cooling jacket (1) or the region of the cooling jacket (1) that extends between the rim portion (9) of the exhaust port (4) and the rim portion (9) of the ignition port (6) may facilitate the flow of coolant around the exhaust port (4) and the ignition port (6). The second passage (5) in a preferable embodiment may also be configured with a uniform thickness such that the thickness of the cooling jacket (1) is equivalent to the thickness of the second passage (5).

Further, the cooling jacket (1) may also be configured to extend between the rim portion (9) of the intake port (3) and the rim portion (9) of the ignition port (6). This region of the cooling jacket (1) that extends between the rim portion (9) of the intake port (3) and the rim portion (9) of the ignition port (6) may herein be referred to as the third passage (7). The third passage (7) may be an integral part of the cooling jacket (1) and must not be constructed as a separate flow path for the coolant when compared to the cooling jacket (1). The third passage (7) may be a coolant flow path that extends between the rim portion (9) of the intake port (3) and the rim portion of the ignition port (6). The third passage (7) of the cooling jacket (1) or the region of the cooling jacket (1) that extends between the rim portion (9) of the intake port (3) and the rim portion (9) of the ignition port (6) may facilitate the flow of coolant around the intake port (3) and the ignition port (6). Consequently, the ignition port (6) is cooled by the combination of the second passage (5) extending between the rim portion (9) of the exhaust port (4) and the rim portion (9) of the ignition port (6), and the third passage (7) that extending between the rim portion (9) of the intake port (3) and the rim portion (9) of the ignition port (6). Thus, the cooling region for the ignition port (6) extends for 340 degrees of a circumference of the rim portion (9) of the ignition port (6). This cooling region of 340 degrees around the ignition port (6) is facilitated by the second passage (5) and the third passage (7).

The cooling jacket (1) may also include at least one serration (8) defined to extend for at least a portion of the circumference around the rim portion (9) of the at least one exhaust port (4). The at least one serration (8) may be defined as grooves that may be configured to slow down the flow of the coolant in the cooling jacket (1). The at least one serration (8) may partially extend around the exhaust port (4) and may be configured to slow down the coolant flow around the exhaust port (4). Consequently, the cooling of the region proximal to exhaust port (4) is improved.

In an embodiment, the compression ratio of the air-fuel mixture may be increased due to the configuration of the above-described cooling jacket (1). The first passage (2), the second passage (5) and the third passage (7) of the cooling jacket (1) enables enhanced cooling of the cylinder head (100). Consequently, the ability of the cylinder head (100) to withstand/dissipate the heat generated at high compression ratios by means of the above-described cooling jacket (1) is also improved. Thus, the engine may be configured to operate with the higher compression ratio of the air-fuel mixture without having to install additional peripheral devices to dissipate heat. Therefore, the thermal efficiency, the power generated, and the fuel efficiency of the engine is also improved.

In an embodiment, the positioning of the intake port (3), the exhaust port (4) and the ignition port (6) in the combustion chamber as described above, ensures that a squish area in the cylinder bore is improved. Since, the squish area is improved, the distance that the flame/spark has to travel for ignition of the air-fuel mixture is also reduced. Increase of the squish area also reduces the knocking tendency and improves the combustion efficiency of the engine.

In an embodiment, the cooling jacket of the above configuration provides cooling for the complete circumference/360-degree region around the exhaust port (4). In an embodiment, the ignition port (6) is cooled for a circumference of 340 degrees by the second passage (5) and the third passage (7) of the cooling jacket (1).

Reference is made from Figure 6 to Figure 8 which illustrates at least one fluid flow passage (23) [hereinafter referred to as the water flow passage] defined in the cylinder head (100). The above-described cooling jacket (1) of the cylinder head (100) may be connected to the fluid flow passage (23). In this preferable embodiment, the fluid flow passage (23) may be configured to extend throughout the width of the cylinder head (100). The fluid flow passage (23) in this preferable embodiment may be a cylindrical shaped cutout that extends though out the width of the cylinder head (100). The fluid flow passage (23) may herein be fluidly coupled to the cooling jacket (1) in the cylinder head (100). The fluid flow passage (23) may be configured to receive the fluid from the cooling jacket (1). Further, the fluid flow passage (23) may be configured to be coupled to a radiator [not shown], the fluid flow passage (23) may direct the fluid from the cooling jacket (1) to the radiator. The radiator may enable the dissipation of the heat from the fluid in the cooling jacket (1). Subsequently, the fluid may be re-directed into the cooling jacket (1). In this preferable embodiment, the fluid flow passage (23) may be open at either ends. Further, one of the ends of the fluid flow passage (23) may be plugged or closed whereas the other end or the opposite end of the fluid flow passage (23) remains open. The open end of the fluid flow passage (23) may further be fluidly coupled to the radiator. The fluid flow passage (23) is configured such that the fluid from the cooling jacket (1) may be directed to at least one of a front end or a rear end of the cylinder head (100). In an embodiment, the radiator may be positioned ahead of the engine. Under such circumstances, the end of the fluid flow passage (23) which extends towards the rear end of the cylinder head (100) may be closed whereas, the opposite end or the front end of the fluid flow passage (23) may remain open. This front end of the fluid flow passage (23) may further be fluidly coupled to the radiator that is positioned in the front end of the engine (200). In an embodiment, the radiator may be positioned behind the engine. Under such circumstances, the end of the fluid flow passage (23) which extends towards the front end of the cylinder head (100) may be closed whereas, the opposite end or the rear end of the fluid flow passage (23) may remain open. This rear end of the fluid flow passage (23) may further be fluidly coupled to the radiator that is positioned in the rear end of the engine (200). In an embodiment, the above configuration of the fluid flow passage (23) and its corresponding configuration with regards to the cooling jacket (1) provides flexibility for the positioning of the radiator at positions including but not limited to the front end of the engine (200) and the rear end of the engine (200).

Reference is made to Figure 9 and Figure 10 which illustrate an enclosure (25). The enclosure (25) may herein be defined as a hollow chamber or region which is defined within the cylinder head (100) of the engine (200). The enclosure (25) in this preferable embodiment may be defined below the fluid flow passage (23) and may be configured to extend into the cylinder head (100). The enclosure (25) may be defined with an open end. The enclosure (25) may herein be configured as an integral structural cutout of the cylinder head (100). The enclosure (25) may also be seen from the Figure 1. The enclosure (25) may be defined below the fluid flow passage (23) and the enclosure (25) may be configured to one of the ends of the cylinder head (100). Further, the enclosure (25) may be configured to accommodate a thermostat (25a). The thermostat (25a) may herein be configured to measure the temperature of the cylinder head (100) and the thermostat (25a) may selectively direct the fluid into the cooling jacket (1) based on the determined temperature of the cylinder head (100). In an embodiment, the above configuration of the enclosure (25) defined within the cylinder head (100) accommodated the thermostat (25a) and enables the thermostat (25a) to be an integral part of the cylinder head (100).

Reference is made to Figure 1, Figure 11, and Figure 12. Further, a blow by gas passage (21) is configured to the engine (200) and the cylinder head (100). The blow by gas passage (21) may herein be defined to extend throughout the length of the engine (200). In this preferable embodiment, the blow by gas passage (21) may be configured at one of the ends of the engine (200). Particularly, the blow by gas passage (21) may herein be configured to extend parallel to the cylinder bore. In this preferable embodiment, two-cylinder bores may be configured in the engine (200) and the blow by gas passage (21) may be configured to extend adjacent to the cylinder bores at one of the ends of the engine (200). The blow by gas passage (21) may extend vertically in the engine (200). One end of the blow by gas passage (21) may be configured to extend into the crankcase (26) of the engine (200) whereas, the opposite end of the blow by gas passage (21) may be configured to extend to the cylinder head (100). Further, the blow by gas passage (21) may also be defined to extend in a vertical direction in the cylinder head (100). The blow by passage (21) may also be defined at one of the ends of the cylinder head (100). The blow by passage (21) may be configured to extend through the engine (200) and into the cylinder head (100). The blow by gas passage (21) in the engine (200) and the cylinder head (100) may form a unified passage when the cylinder head (100) assembled with the engine body (300) are assembled together. The blow by gas passage (21) may be a single gas flow passage that extends between the crankcase (26) and a top end of the cylinder head (100). The blow by gas passage (21) may extend through the engine body (300) and the cylinder head (100) as a single unified passage or cutout. Further, a top end of the blow by gas passage (21) that extends through the cylinder head (100) may be provided with a valve (20). The valve may herein be configured to enclose the blow by gas passage (21) at the top end of the cylinder head (100). The valve (20) as seen from the Figure 1 may be fixedly connected to the cylinder body (100) at one end whereas, the other end or the opposing end of the valve (20) on the blow by gas passage (21) on the top end of the cylinder head (100) may be freely disposed. The above configuration of the valve must not be considered as a limitation and any other pressure valves may herein be configured to the blow by gas passage (21) at the top end of the cylinder head (100). The valve (20) in a preferable embodiment, may be an elastic member which is configured to open or elastically deform when the pressure in the blow by gas passage (21) extends beyond a pre-determined limit. Further, gases which are generated during the combustion process inside the cylinder bore may often escape into the crankcase (26). These gases build up or accumulate inside the crankcase (26). These gases from the crankcase (26) flow and accumulate within the blow by gas passage (21) of the engine. As the volume of gases exceeds a pre-determined limit, the pressure exerted by the gases on the valve (20) at the top end of the blow by gas passage (21) also increases. Further, as the pressure exerted by the gases exceed a pre-determined threshold limit, the valve (20) elastically deforms and opens or exposes the blow by passage (20) to the atmosphere such that the gases from the crankcase (26) escape and the required pressure is restored within the crankcase (26). In an embodiment, the above configuration of the blow by passage (21) being integrated into the engine body (300) and the cylinder head (100) enables the discharge of gases/blow by gases from the crankcase (26) and thereby reduces the overall emissions from the exhaust gases in the engine (200).

Further reference is made to the Figure 13 and the Figure 14. The cylinder head in this preferable embodiment may be defined with a plurality of oil flow passages (27). The plurality of oil flow passages (27) may be configured throughout the cylinder head (100). In a preferable embodiment, the oil flow passages (27) may be configured around the combustion chambers (11) in the cylinder head (100). In this preferable embodiment, the cylinder head (100) may also be configured with a single oil flow passage that extends along the end that is opposite to the blow by passage (21). Multiple oil flow passages (27) that extend around the cylinder head (100) may converge into a single passage and the oil flow passage (27) may extend through the cylinder head (100) into the engine body (300). As seen from the Figure 14, the oil flow passage (27) may also extend in a direction parallel to the cylinder bores in the engine body (300). The oil flow passage (300) may extend adjacent to the cylinder bores in the engine body (300). One end of the oil flow passage (27) may extend into the crankcase (26) whereas, the opposite end of the oil flow passage (27) may extend into the cylinder head (100) where multiple oil flow passages (27) converge to define a single oil flow passage (27). The oil may be circulated for lubricating multiple components within the cylinder head (100). The spent oil is further circulated through the oil flow passage (27) into the crankcase (26). In an embodiment, the above configuration of the oil flow passage (27) enables the flow of oil from the cylinder head (100) into the crankcase (26).

With reference to Figure 1, the cylinder head (100) may also include at least one first provision (22) [hereinafter referred to as the first provision]. The first provision (22) may be herein defined on a bracket and the bracket may be configured at the top end of the cylinder head (100). The first provisions (22) may further be configured to extend into the blow by gas passage (21). The gases from the crankcase (26) may flow into the first provisions (22). Further, an oil mist separator may be fluidly coupled to the first provision. The oil mist separator may be configured to receive the gases from the crankcase (26) and the oil mist may separate the liquid form of oil from the gases which may further be re-circulated into the crankcase (26). The cylinder head (100) may also be configured with at least one second provisions (24) [hereinafter referred to as the second provision]. The second provisions (24) may be hooks that may be used to lift the engine (100).

In an embodiment of the disclosure, the geometry of the combustion chamber (11) is of a twin elliptical shape/profile. The geometry of the combustion chamber (11) improves the combustion efficiency and flow co-efficient of the engine (200). In an embodiment, the above-described geometry of the combustion chamber (11) reduces the flame travel distance to increase the squish area thereby reducing the knocking tendency and improving the combustion efficiency of the engine (200). In an embodiment, the geometry of the combustion chamber (11) enables the provision for the engine (200) to be operated at higher compression ratios. In an embodiment, the cylinder head (100) may be configured with mountings for oil separator bracket, for wiring harness and for accommodating the lifting hook. In an embodiment, the mountings may be configured anywhere on the cylinder head (100) and must not be limited to the second provisions (24) on the cylinder head (100). In an embodiment, the above-described configuration of the cylinder head (100) enables the cylinder head (100) to mounted at angles/inclinations ranging from 0 degrees to 14 degrees. The cylinder head (100) may remain in the operational condition when the cylinder head is positioned at inclinations ranging between 0 degrees and 14 degrees.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numerals Description
1 Cooling jacket
2 First passage
2a Partition bridge
3 Intake port
4 Exhaust port
5 Second passage
6 Ignition port
7 Third passage
8 Serrations
9 Rim portion
11 Combustion chamber
20 Valve
21 Blow by gas passage
22 First provision
23 Fluid flow passage
24 Second provision
25 Enclosure
26 Crankcase
27 Oil flow passage
100 Cylinder head
200 Engine
, Claims:We Claim:

1. A cylinder head (100) for an engine, the cylinder head (100) comprising:
a combustion chamber (11);
at least one intake port (3), at least one exhaust port (4) and an ignition port (6) defined within the combustion chamber (11);
a cooling jacket (1) defined adjacent and around the combustion chamber (11) wherein, the cooling jacket (1) is provided with an inlet and an outlet;
a rim portion (9) defined along the circumference of each of the at least one intake port (3), the at least one exhaust port (4) and the at least one ignition port (6);
wherein, the cooling jacket (1) is configured to concentrically surround the at least one exhaust port (4) and extends around the rim portion (9) of the at least one intake port (3) and the at least one ignition port (6).
2. The cylinder head (100) as claimed in the claim 1 comprising, a partition bridge (2a) that extends between the rim portion (9) of the at least one intake port (3) and the rim portion (9) of the exhaust port (4).
3. The cylinder head (100) as claimed in the claim 1 wherein, the cooling jacket (1) extends between the rim portion (9) of the at least one intake port (3) and the rim portion (9) of the at least one exhaust port (4) to cool a region that extends throughout the circumference of the at least one exhaust port (4).
4. The cylinder head (100) as claimed in the claim 1 wherein, the cooling region extends for 340 degrees of a circumference of the rim portion (9) of the at least one ignition port (6) by the cooling jacket (1) extending between the rim portion (9) of the at least one exhaust port (4) and the rim portion (9) of the at least one ignition port (6).
5. The cylinder head (100) as claimed in the claim 1 wherein, the combustion chamber is defined in an elliptical profile.
6. The cylinder head (100) as claimed in the claim 1 comprising, at least one serration (8) defined to extend for at least a portion of the circumference around the rim portion (9) of the at least one exhaust port (4) in the cooling jacket (1).
7. The cylinder head (100) as claimed in the claim 1 comprising, at least one fluid flow passage (23) fluidly coupled to the cooling jacket (1) for receiving a fluid from the cooling jacket (1).

8. The cylinder head (100) as claimed in the claim 1 wherein, one of the ends of the fluid flow passage (23) is fluidly coupled to a radiator and an opposite end of the fluid flow passage (23) is closed.
9. The cylinder head (100) as claimed in the claim 1 comprising, an enclosure (25) defined in the cylinder head (100) below the fluid flow passage (23) for accommodating a thermostat (25a).
10. The cylinder head (100) as claimed in the claim 1 comprising, a blow by gas passage (21) configured to extend parallel to a cylinder bore in an engine body (300) wherein, one end of blow by gas passage (21) extends into the crankcase (26) and the opposite end of the blow by gas passage (21) extends to a top end of the cylinder head (100).
11. The cylinder head (100) as claimed in the claim 1 comprising, a valve (20) disposed to enclose the blow by gas passage (21) at the top end of the cylinder head (100) wherein, the valve (20) is configured to open when pressure in the blow by gas passage (21) exceeds a pre-determined threshold limit.
12. The cylinder head (100) as claimed in the claim 1 comprising, an oil flow passage (27) extending through the cylinder head (100) and the engine body (300) into the crankcase (26) wherein, oil is configured to flow from the cylinder head (100) into the crankcase (26) through the oil flow passage (27).
13. The cylinder head (100) as claimed in the claim 1 comprising, a first provision (22) defined in the cylinder head (100) that is fluidly coupled to the blow by gas passage (21).
14. The cylinder head (100) as claimed in the claim 1 wherein, the angle of orientation of the cylinder head (100) ranges from 0 degrees to 14 degrees.
15. An engine for a vehicle comprising, the cylinder head (100) as claimed in claim 1.