Combustion system and engine

Abstract

The application discloses a combustion system, comprising: a body; a piston arranged in the body, a bottom of the piston and the body defining a main combustion chamber; a main combustion part arranged on the body, suitable for injecting fuel into the main combustion chamber; and a pre-combustion part arranged on the body, the pre-combustion part defining a pre-combustion chamber, the pre-combustion part comprising: a first injector arranged on a top of the pre-combustion part, suitable for injecting fuel along an axial direction of the pre-combustion chamber; at least one second injector arranged on a side wall of the pre-combustion part, suitable for injecting fuel along a radial direction of the pre-combustion chamber, so that the fuel injected by the second injector and the first injector is uniformly mixed; a spark plug suitable for igniting the fuel in the pre-combustion chamber; and a plurality of jet holes arranged on one end of the pre-combustion part in the main combustion chamber, suitable for injecting the pre-combusted fuel in the pre-combustion chamber into the main combustion chamber in the form of jet flame, so as to ignite a fuel beam formed by the fuel in the main combustion chamber, and make the fuel beam in the main combustion chamber burn in a diffusion combustion manner; wherein the combustion system is suitable for methanol fuel, hydrogen, natural gas, ammonia and carbon-neutral fuel.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engines, and in particular to a combustion system and engine based on methanol spray dilute diffusion ignited by active thermal jet. Background Technology

[0002] Currently, energy conservation and emission reduction have become a breakthrough point for optimizing the economic structure and promoting green, circular, and low-carbon development. As the main mobile power source in the transportation sector, the internal combustion engine is a major consumer of non-renewable fossil fuels and a significant source of CO2 emissions. Reducing the consumption of fossil energy by internal combustion engines and their CO2 emissions throughout their entire life cycle is an important means of protecting the environment, reducing dependence on imported oil, ensuring energy security, and achieving sustainable development.

[0003] As a typical alternative fuel, methanol production utilizes abundant raw materials, including coal, natural gas, biomass, and CO2. Given the current situation of abundant coal but scarce oil and gas resources, coal-to-methanol production is a crucial direction for achieving efficient and clean utilization of coal resources, reducing oil consumption, and ensuring energy security. On the other hand, utilizing biomass and its waste to produce methanol can significantly reduce the carbon emissions throughout the methanol lifecycle, while CO2 capture-based methanol production can achieve a completely carbon-neutral cycle, representing a vital strategic development direction for addressing energy shortages and environmental constraints.

[0004] When methanol is used in internal combustion engines, its high latent heat of vaporization, high octane number, wide ignition limit, and fast flame propagation speed are all conducive to improving engine thermal efficiency and emissions. It is a renewable low-carbon fuel that can achieve efficient, clean, and carbon-neutral operation of internal combustion engines.

[0005] Currently, methanol fuel is mainly used in internal combustion engines through spark-ignition premixed air or dual-fuel combustion. Spark-ignition premixed combustion has low efficiency, poor combustion stability under low loads, and pre-ignition and knocking limit thermal efficiency improvement. It also suffers from unburned methanol during premixed combustion and unconventional emissions. Dual-fuel systems, however, still require diesel fuel, resulting in poor carbon emission reduction, and the use of two fuel systems complicates engine structure. Furthermore, because these fuels have low reactivity and are difficult to ignite, compression-ignition methods can lead to poor combustion stability or even misfires under low loads, and excessively rough operation under high loads. Additionally, excessively high engine compression ratios result in poor operational stability and reliability. Summary of the Invention

[0006] To address at least some of the technical problems mentioned above and in other aspects of the prior art, according to an embodiment of one aspect of the present invention, a combustion system and engine are provided. By injecting pre-combusted fuel in the pre-combustion chamber into the main combustion chamber in the form of a jet flame, the fuel in the main combustion chamber is ignited, and the fuel bundle in the main combustion chamber is burned in a diffusion combustion manner. This enables effective control of the combustion heat release law and is beneficial to further improve thermal efficiency.

[0007] According to one embodiment of the present invention, a combustion system is provided, comprising:

[0008] Organism;

[0009] A piston is disposed within the engine body, and the bottom of the piston and the engine body define the main combustion chamber;

[0010] The main combustion section, disposed on the engine body, is adapted to inject fuel into the main combustion chamber; and

[0011] A pre-combustion section is disposed on the machine body, and a pre-combustion chamber is defined within the pre-combustion section. The pre-combustion section includes:

[0012] The first injector is disposed at the top of the pre-combustion section and is suitable for injecting fuel along the axial direction of the pre-combustion chamber;

[0013] At least one second injector is disposed on the side wall of the pre-combustion section and is adapted to inject fuel in the radial direction of the pre-combustion chamber so as to uniformly mix the fuel injected by the second injector and the first injector;

[0014] Spark plugs, suitable for igniting fuel in the pre-combustion chamber; and

[0015] Multiple jet holes are disposed at one end of the pre-combustion section located in the main combustion chamber, which is suitable for injecting the pre-combustion fuel in the pre-combustion chamber into the main combustion chamber in the form of a jet flame, so as to ignite the fuel bundle formed by the fuel in the main combustion chamber and make the fuel bundle in the main combustion chamber burn in a diffusion combustion manner;

[0016] The combustion system is suitable for methanol fuel, hydrogen, natural gas, ammonia, and carbon-neutral fuels.

[0017] In some embodiments of the present invention, the pre-combustion section is disposed at the top center of the body.

[0018] In some embodiments of the present invention, the direction of the first axis of the main combustion section forms an angle α with the direction of the second axis of the pre-combustion section, wherein the angle α includes an acute angle.

[0019] In some embodiments of the present invention, the main combustion section includes a third injector, which has a plurality of nozzles arranged circumferentially at one end of the main combustion chamber for injecting fuel into the main combustion chamber.

[0020] In some embodiments of the present invention, the injection direction of the nozzle of the third injector near the pre-combustion section forms an angle β with the injection direction of the jet nozzle of the pre-combustion section near the main combustion section, wherein the angle β includes an obtuse angle.

[0021] In some embodiments of the present invention, the internal space of the pre-combustion chamber includes a first cylindrical portion and a second cylindrical portion connected to the first cylindrical portion in sequence in the injection direction, wherein the inner diameter of the first cylindrical portion is larger than the inner diameter of the second cylindrical portion.

[0022] In some embodiments of the present invention, the internal space of the pre-combustion chamber includes an inverted frustum portion arranged sequentially in the injection direction and a third cylindrical portion communicating with the smaller diameter end of the inverted frustum portion.

[0023] In some embodiments of the present invention, the combustion system further includes:

[0024] An air intake duct is formed on the top side of the fuselage; and

[0025] An exhaust duct is formed on the other side of the top of the body, symmetrical to the intake duct.

[0026] In some embodiments of the present invention, the air intake duct is provided with an air intake valve that can open and close the air intake duct; the exhaust duct is provided with an exhaust valve that can open and close the exhaust duct.

[0027] According to one aspect of the present invention, an engine is provided, comprising:

[0028] The combustion system as described in any of the above embodiments,

[0029] The control unit is electrically connected to the first, second, and third injectors and is suitable for controlling the fuel injection rate in the main combustion chamber and the pre-combustion chamber.

[0030] The monitoring unit is suitable for monitoring the load of the engine.

[0031] According to the combustion system and engine of the present invention, by setting a pre-combustion chamber, the fuel concentration in the pre-combustion chamber can be stratified and controlled, which is conducive to forming an active thermal jet and spraying jet flame. The jet flame ignites the diluted and diffused fuel in the main combustion chamber, which can solve the problems of fuel pre-ignition and piston knock, and improve the thermal efficiency of the combustion system. Attached Figure Description

[0032] Figure 1 A schematic cross-sectional view of a combustion system according to an embodiment of the present invention is shown in one direction;

[0033] Figure 2 The diagram schematically illustrates a cross-sectional view of a combustion system according to an embodiment of the present invention in another direction;

[0034] Figure 3 A schematic cross-sectional view of the pre-combustion section according to an embodiment of the present invention is shown;

[0035] Figure 4 A schematic cross-sectional view of a combustion system according to another embodiment of the present invention is shown in one direction;

[0036] Figure 5 A schematic cross-sectional view of a combustion system according to another embodiment of the present invention is shown in another direction;

[0037] Figure 6 A schematic cross-sectional view of the pre-combustion section according to another embodiment of the present invention is shown; and

[0038] Figure 7 A bottom view schematically illustrates the fuel injection effect of a combustion system according to an embodiment of the present invention.

[0039] Explanation of reference numerals in the attached figures

[0040] 1-Spark plug;

[0041] 2-First injector;

[0042] 3-Pre-combustion chamber;

[0043] 4-Jet orifice;

[0044] 5-Second injector;

[0045] 6-Spray nozzle;

[0046] 7-Main combustion chamber;

[0047] 8-Piston;

[0048] 9-Body;

[0049] 10-Third injector;

[0050] 11-Intake duct;

[0051] 12-Exhaust valve;

[0052] 13-Exhaust passage;

[0053] 14 - Intake valve. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0055] However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the invention. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of embodiments of the invention for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the invention.

[0056] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The term "comprising" as used herein indicates the presence of features, steps, or operations, but does not exclude the presence or addition of one or more other features.

[0057] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0058] Figure 1 A schematic cross-sectional view of a combustion system according to an embodiment of the present invention is shown in one direction; Figure 3 A schematic cross-sectional view of the pre-combustion section according to an embodiment of the present invention is shown.

[0059] According to one embodiment of the present invention, a combustion system is provided, such as Figure 1 , Figure 3As shown, it includes: a body 9; a piston 8 disposed within the body 9, the bottom of the piston 8 defining a main combustion chamber 7 between itself and the body 9; a main combustion section disposed on the body 9, adapted to inject fuel into the main combustion chamber 7; and a pre-combustion section disposed on the body 9, defining a pre-combustion chamber 3 within the pre-combustion section, the pre-combustion section including: a first injector 2 disposed at the top of the pre-combustion section, adapted to inject fuel along the axial direction of the pre-combustion chamber 3; and at least one second injector 5 disposed on the side wall of the pre-combustion section, adapted to inject fuel along the radial direction of the pre-combustion chamber 3. The system includes a pre-combustion chamber 3 and a main combustion chamber 7. The pre-combustion chamber 3 is equipped with a spark plug 1 for igniting the fuel in the pre-combustion chamber 3, and multiple jet holes 4 located at one end of the pre-combustion chamber 3 within the main combustion chamber 7. These holes are designed to inject the pre-combusted fuel in the pre-combustion chamber 3 into the main combustion chamber 7 in the form of a jet flame, igniting the fuel jet formed by the fuel in the main combustion chamber 7 and causing the fuel jet in the main combustion chamber 7 to burn in a diffusion combustion manner. The combustion system is suitable for methanol, hydrogen, natural gas, ammonia, and carbon-neutral fuels.

[0060] According to the combustion system of this invention, fuel can achieve controllable concentration stratification in the pre-combustion chamber through the first injector 2 and the second injector 5. After being ignited, the fuel propagates to the jet orifice 4 to form a jet flame or a thermally active jet mixture, thereby increasing ignition energy and accelerating flame propagation to ignite the fuel injected into the main combustion chamber by the third igniter. This significantly improves combustion stability and avoids the low thermal efficiency and high harmful emissions from incomplete combustion caused by lean-burn limits and knocking in the diluted premixed gas in the main combustion chamber. Furthermore, the direct injection of fuel into the main combustion chamber forms a mixture primarily through lean diffusion combustion, effectively reducing NOx and soot emissions and improving the control of combustion heat release.

[0061] In some embodiments of the present invention, the combustion system uses methanol fuel to provide chemical energy. Methanol fuel is a new type of clean fuel produced by blending industrial methanol or fuel methanol with denatured alcohol additives and existing national standard gasoline and diesel (or component oils) in a certain volume (or weight ratio) through a strict scientific process. Methanol fuel can replace gasoline and diesel for use in various motor vehicles and boilers. The raw materials for producing methanol are mainly coal, natural gas, coalbed methane, and coke oven gas. In particular, the production of methanol using high-sulfur, low-quality coal and coke oven gas can improve resource utilization and reduce environmental pollution. Developing coal-to-methanol fuel to supplement and partially replace petroleum fuels can alleviate energy shortages and improve resource utilization.

[0062] Figure 7 A bottom view schematically illustrates the fuel injection effect of a combustion system according to an embodiment of the present invention.

[0063] In some embodiments of the present invention, such as Figure 7 As shown, the pre-combustion section is located at the top center of the body 9. According to... Figure 1 As shown, the direction of the first axis y of the main combustion section forms an angle α with the direction of the second axis x of the pre-combustion section, where the angle α includes an acute angle. The main combustion section includes a third injector 10, and one end of the third injector 10 located inside the main combustion chamber 7 is provided with a plurality of nozzles 6 circumferentially for injecting fuel into the main combustion chamber 7. The injection direction y' of the nozzles 6 of the third injector 10 near the pre-combustion section forms an angle β with the injection direction x' of the jet orifice 4 of the pre-combustion section near the main combustion section, where the angle β includes an obtuse angle, for example, 120-160 degrees, preferably including 120 degrees, 130 degrees, 140 degrees, 150 degrees, or 160 degrees. The acute angle between the main combustion chamber and the pre-combustion chamber allows the jet flame and fuel to be sprayed in similar directions. The obtuse angle between the fuel injected by the third injector 10 and the jet flame injected by the jet orifice 4 increases the contact area between the jet flame and the fuel, making it easier to ignite the fuel. By adjusting the fuel injection ratio of the first injector 2 and the second injector 5 in the pre-combustion chamber 3 and the third injector in the main combustion chamber, the combustion process and heat release pattern in the main combustion chamber can be effectively controlled, thus better achieving carbon neutrality during the use of the internal combustion engine.

[0064] In some embodiments of the present invention, the α angle is between 30° and 80°, for example, including 30°, 40°, 50°, 60° or 80°. By adjusting the angle α between the main combustion section and the pre-combustion section to determine the injection angle β of the jet orifice 3 and the nozzle 6, the ignition of the methanol spray dilute diffusion in the main combustion chamber by the active jet flame can be better realized.

[0065] In some embodiments of the present invention, during the injection process of the third injector 10 in the main combustion section, the spray impacts the piston 8, forming an in-cylinder vortex that drives the airflow, which can promote the mixing of fuel and air.

[0066] In some embodiments of the present invention, the third injector 10 is a high-pressure injector, and six nozzles 6 are set and evenly distributed along the circumferential direction at the lower end of the third injector 10. Through the high-pressure injection of the nozzles 6, the fuel spray can have a certain penetration distance, and methanol is directly injected into the main combustion chamber to form a mixture with lean diffusion combustion as the main process.

[0067] In some embodiments of the present invention, the spark plug 1 has four types: ordinary spark plug, single platinum spark plug, iridium spark plug, and double iridium spark plug. The spark plug generates an electric spark by discharging a pulsed high-voltage current from the high-voltage wire, breaking down the air between the two electrodes of the spark plug, thereby igniting the gas-fuel mixture in the main combustion chamber 7. The spark plug works in conjunction with the ignition system and the fuel supply system to enable the engine to perform work.

[0068] In some embodiments of the present invention, the piston 8 includes: a gravity-cast piston, a squeeze-cast piston, and a forged piston. The top of the piston 8 can be flat or concave, which allows for a compact combustion chamber structure. Piston rings are also installed on the top of the piston 8 to prevent high-temperature, high-pressure gases from entering the crankcase and to prevent engine oil from entering the combustion chamber. Most of the heat absorbed by the piston top is transferred to the cylinder via the piston and then dissipated through a cooling medium.

[0069] In some embodiments of the present invention, the piston 8 is made of aluminum alloy, cast iron, or steel. The piston's instantaneous operating temperature can reach over 2500°C, and its operating pressure is between 3 and 9 MPa.

[0070] In some embodiments of the present invention, the internal space of the pre-combustion chamber 3 includes a first cylindrical portion and a second cylindrical portion connected to the first cylindrical portion, arranged sequentially in the injection direction, wherein the inner diameter of the first cylindrical portion is larger than the inner diameter of the second cylindrical portion. The fuel injected by the first injector 3 and the second injector 5 is ignited in the first cylindrical portion and then concentrated in the second cylindrical portion, subsequently forming a jet flame through the jet orifice 4 and being injected into the main combustion chamber 7 to ignite the fuel inside the main combustion chamber. By providing a second combustion section, the flame within the pre-combustion chamber 3 can be better guided into the jet orifice 4.

[0071] Figure 4 A schematic cross-sectional view of a combustion system according to another embodiment of the present invention is shown in one direction; Figure 5 A schematic cross-sectional view of a combustion system according to another embodiment of the present invention is shown in another direction; Figure 6 A schematic cross-sectional view of the pre-combustion section according to another embodiment of the present invention is shown.

[0072] In some embodiments of the present invention, such as Figure 4 , Figure 5 , Figure 6 As shown, the internal space of the pre-combustion chamber 3 includes an inverted frustum portion arranged sequentially in the injection direction and a third cylindrical portion connected to the smaller diameter end of the inverted frustum portion. The inverted frustum-shaped pre-combustion chamber can more easily allow the fuel from the first injector 3 and the second injector 5 to fully mix, increasing the fuel concentration in the pre-combustion chamber and facilitating the spark plug 1 to ignite the fuel in the pre-combustion chamber.

[0073] Figure 2 A schematic cross-sectional view of a combustion system according to an embodiment of the present invention is shown in another direction.

[0074] In some embodiments of the present invention, the combustion system is as follows: Figure 2 As shown, it also includes: an air intake duct 11, formed on the top side of the body 9; and an exhaust duct 13, formed on the other side of the top of the body 9, symmetrical to the air intake duct 11. The air intake duct 11 is provided with an air intake valve 14 that can be opened and closed; the exhaust duct 13 is provided with an exhaust valve 12 that can be opened and closed. The air intake of the air intake duct 11 and the exhaust of the exhaust duct 13 are controlled by adjusting the opening and closing of the air intake valve 14 and the exhaust of the exhaust duct 12.

[0075] In some embodiments of the present invention, the combustion system operates as follows: when the piston 8 begins to descend from top dead center, the intake valve 14 is open and the exhaust valve 12 is closed, and air enters the main combustion chamber 7 and the pre-combustion chamber 3 from the intake passage 11; when the piston 8 passes the bottom dead center, the intake valve 14 begins to close, and the piston moves upward to compress the air in the cylinder, causing the temperature and pressure in the main combustion chamber 7 to rise continuously. At this time, the first injector 2 and the second injector 5 in the pre-combustion section inject a small amount of methanol fuel into the pre-combustion chamber 3, and the injected methanol mixes with the air in the pre-combustion chamber 3 to form a premixed gas; then the premixed methanol fuel is ignited by the spark plug 1, and the heat released by the combustion of methanol causes the temperature and pressure to increase sharply, resulting in a pressure difference between the pre-combustion chamber 3 and the main combustion chamber 7 that gradually increases. The ignited methanol premixed flame propagates in the pre-combustion chamber 3, and due to the pressure difference, the methanol premixed flame forms multiple jet flames through the jet hole 4 to increase the ignition energy and accelerate the flame propagation to ignite the methanol spray in the main combustion chamber 7. The active hot jet from the pre-combustion chamber 3 enters the main combustion chamber 7. At the same time, the third injector 10 also injects a large amount of methanol fuel into the main combustion chamber 7. The turbulence generated by the jet increases the flame propagation speed, thus distributing the hot gas over a wide area of ​​the main combustion chamber 7, generating dispersed ignition throughout the entire combustion chamber through which the jet passes. After the combustible methanol mixture at the end of the spray in the main combustion chamber 7 is ignited, a diffusion combustion flame is formed. The combustion of methanol releases heat, pushing the piston 8 downward and outputting mechanical work. When the piston moves to near the bottom dead center, the exhaust valve 12 opens, and the piston moves upward to expel the exhaust gas from the cylinder, completing the entire working process.

[0076] According to one aspect of the present invention, an engine is provided, comprising: a combustion system as described in any of the above embodiments; a control unit electrically connected to a first injector 2, a second injector 5, and a third injector 10, adapted to control the fuel injection rate in the main combustion chamber 7 and the pre-combustion chamber 3; and a monitoring unit adapted to monitor the load of the engine.

[0077] In some embodiments of the present invention, the engine control unit (ECU) is the core of the engine control system. It provides the engine with an optimal air-fuel mixture and optimal ignition timing based on different engine operating conditions, ensuring the engine is always in its optimal operating state and achieves optimal performance. Like a regular computer, it consists of a microprocessor (MCU), memory (ROM, RAM), input / output interfaces (I / O), analog-to-digital converters (A / D), and large-scale integrated circuits for shaping and driving functions.

[0078] In some embodiments of the present invention, the monitoring unit can monitor and control the engine's operation and display engine operating parameters. It includes gauges for engine speed, oil pressure, coolant temperature, oil level, engine start switch, and emergency braking. The monitoring unit includes engine start / stop devices, sensors and instruments for automatically detecting the pressure and temperature of the engine's internal lubrication and cooling systems, crankshaft speed, overspeed detection alarm system, and low oil pressure and high coolant temperature alarm system, ensuring the engine operates normally under the close monitoring and control of this instrument. The monitoring unit is equipped with a stop button.

[0079] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. It should be noted that implementations not illustrated or described in the drawings or the main text of the specification are forms known to those skilled in the art and are not described in detail. Furthermore, the definitions of the components described above are not limited to the various specific structures, shapes, or methods mentioned in the embodiments, and those skilled in the art can easily modify or substitute them.

[0080] It should also be noted that, in specific embodiments of the present invention, unless otherwise stated otherwise, the numerical parameters in this specification and the appended claims are approximate values ​​and can be changed according to the desired characteristics obtained from the content of the present invention. Specifically, all numbers used in the specification and claims to indicate dimensions, range conditions, etc., of the composition should be understood to be modified by the term "about" in all cases. Generally, this means that there may be variations of ±10% in some embodiments, ±5% in some embodiments, ±1% in some embodiments, and ±0.5% in some embodiments.

[0081] Those skilled in the art will understand that the features described in the various embodiments and / or claims of the present invention can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments and / or claims of the present invention can be combined or combined in various ways without departing from the spirit and teachings of the present invention. All such combinations and / or combinations fall within the scope of the present invention.

[0082] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A combustion system, comprising: Organism; A piston is disposed within the engine body, and the bottom of the piston and the engine body define the main combustion chamber; The main combustion section is disposed on the engine body and is adapted to inject fuel into the main combustion chamber; as well as A pre-combustion section is disposed on the machine body, and a pre-combustion chamber is defined within the pre-combustion section. The pre-combustion section includes: The first injector is disposed at the top of the pre-combustion section and is suitable for injecting fuel along the axial direction of the pre-combustion chamber; At least one second injector is disposed on the side wall of the pre-combustion section and is adapted to inject fuel in the radial direction of the pre-combustion chamber so as to uniformly mix the fuel injected by the second injector and the first injector; Spark plugs, suitable for igniting fuel in the pre-combustion chamber; and Multiple jet holes are disposed at one end of the pre-combustion section located in the main combustion chamber, which is suitable for injecting the pre-combustion fuel in the pre-combustion chamber into the main combustion chamber in the form of a jet flame, so as to ignite the fuel bundle formed by the fuel in the main combustion chamber and make the fuel bundle in the main combustion chamber burn in a diffusion combustion manner; The combustion system is suitable for methanol fuel, hydrogen, natural gas, ammonia, and carbon-neutral fuels.

2. The combustion system of claim 1, wherein, The pre-combustion section is located at the top center of the machine body.

3. The combustion system of claim 1 or 2, wherein, The direction of the first axis of the main combustion section forms an angle α with the direction of the second axis of the pre-combustion section, wherein the angle α includes an acute angle.

4. The combustion system of claim 3, wherein, The main combustion chamber includes a third injector, which has multiple nozzles arranged circumferentially at one end of the main combustion chamber for injecting fuel into the main combustion chamber.

5. The combustion system of claim 4, wherein, The injection direction of the nozzle of the third injector near the pre-combustion section forms an angle β with the injection direction of the jet nozzle of the pre-combustion section near the main combustion section, wherein the angle β includes an obtuse angle.

6. The combustion system of claim 1, wherein, The internal space of the pre-combustion chamber includes a first cylindrical portion and a second cylindrical portion connected to the first cylindrical portion, arranged sequentially in the injection direction, wherein the inner diameter of the first cylindrical portion is larger than the inner diameter of the second cylindrical portion.

7. The combustion system of claim 1, wherein, The internal space of the pre-combustion chamber includes an inverted frustum portion arranged sequentially in the injection direction and a third cylindrical portion connected to the smaller diameter end of the inverted frustum portion.

8. The combustion system according to claim 1, further comprising: An air intake is formed on the top side of the fuselage; as well as An exhaust duct is formed on the other side of the top of the body, symmetrical to the intake duct.

9. The combustion system according to claim 8, wherein, The air intake duct is provided with an air intake valve that can be opened and closed; the exhaust duct is provided with an exhaust valve that can be opened and closed.

10. An engine comprising: The combustion system as described in any one of claims 1 to 9, The control unit is electrically connected to the first, second, and third injectors and is suitable for controlling the fuel injection rate in the main combustion chamber and the pre-combustion chamber. The monitoring unit is suitable for monitoring the load of the engine.

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