A fuel four-flow combustion chamber

Abstract

The present invention discloses a four-way fuel combustion chamber, which relates to a direct-injection diesel engine combustion chamber, comprising a concave pit, a diverter wall, and a recirculation zone arranged from bottom to top, wherein the diverter wall is provided with a plurality of diverter ridges, and the diverter ridge is provided with a diverter point, so that a first diverter zone is formed downwardly along the diverter ridge with the concave pit, a second diverter zone is formed upwardly along the diverter ridge with the recirculation zone, and a third diverter zone and a fourth diverter zone are formed respectively along both sides of the diverter ridge and the diverter wall. The present invention utilizes the principle of diverting fuel in four directions by the diverter ridge to actively guide the local fuel flow in the combustion chamber to a specific area, realizes the combustion organization concept of evenly dispersing and then breaking up the fuel in the combustion chamber, and greatly improves the air utilization rate in the combustion chamber, so that the fuel can be fully mixed with the air, thereby improving the entire combustion process, improving combustion efficiency, and reducing fuel consumption and carbon smoke emissions.

Description

Technical Field

[0001] The invention belongs to the technical field of diesel engine combustion chambers, and in particular relates to a fuel four-split flow type combustion chamber. Background Art

[0002] The combustion and emission characteristics of modern direct-injection diesel engines primarily depend on the quality of the oil-air mixture within the combustion chamber, which affects fuel consumption and soot particle emissions. To meet the increasingly stringent National VI B emissions regulations, it is necessary to innovate and improve the existing combustion chamber structure, starting with the combustion chamber itself, so that a better oil-air mixture can be achieved under the same injection parameters. By improving the combustion chamber structure, the fuel is more widely distributed within the combustion chamber cylinder, more air is entrained, and the fuel mixes with the air faster, further reducing the diesel engine's fuel consumption and improving soot particle emissions. Therefore, optimizing the combustion chamber structure is an important means to improve the quality of the mixture, optimize the combustion process, and reduce diesel engine fuel consumption and soot particle emissions.

[0003] The mainstream combustion chamber currently used in diesel engines is the ω-type combustion chamber, which is widely used due to its simple structure and easy manufacturing. However, the oil-gas mixing rate in the squeezing area and the bowl lip of the ω-type combustion chamber is relatively slow, resulting in insufficient air utilization in the top space of the combustion chamber. The fuel spray is not adequately guided in the combustion chamber, so that the air and fuel spray in the combustion chamber are not fully and evenly mixed, ultimately leading to low engine thermal efficiency and high exhaust pollutant content. Most diesel engine combustion chambers disclosed in the prior art have not been able to fully solve the above-mentioned problems, and there is still room for improvement in the distribution of fuel in the combustion chamber and the utilization of air. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to address the deficiencies of the existing technology and provide a small-displacement, high-compression ratio fuel four-diversion combustion chamber suitable for high-pressure common rail diesel engines, so as to expand the radial and circumferential distribution range of the fuel, improve the air utilization rate of the space in the diesel engine combustion chamber cylinder, better promote oil-gas mixing and thus achieve the purpose of improving power and emission performance, so as to effectively solve the key problem of diesel engines in which uneven oil-gas mixing in the combustion chamber cylinder leads to increased emissions.

[0005] The present invention describes a four-diversion fuel diesel engine combustion chamber, comprising a pit, a diversion wall and a recirculation zone arranged from bottom to top, wherein the diversion wall is provided with a plurality of diversion ridges, and the diversion ridge is provided with a diversion point, so as to form a first diversion zone downward along the diversion ridge with the pit, a second diversion zone upward along the diversion ridge with the recirculation zone, and a third diversion zone and a fourth diversion zone respectively formed along both sides of the diversion ridge with the diversion wall.

[0006] As a further improvement, one end of the diverter ridge extends toward the reflow zone, and a flow blocking portion is formed on one side of the reflow zone to divide the second diverter zone into a second vortex zone located between the cylinder head and the flow blocking portion and a third vortex zone located in the reflow zone and corresponding to the position of the flow blocking portion.

[0007] As a further improvement, the aspect ratio of the diverter ridge is: d1 / h1=0.682*N-0.628; wherein d1 is the width of the diverter ridge, h1 is the protruding height of the diverter ridge, and N is the number of the diverter ridges.

[0008] Furthermore, the width d1 of the diverter ridge is 3.8-5.4 mm; the protruding height h1 of the diverter ridge is 0.9-1.1 mm.

[0009] As a further improvement, the arc radius R1 of the diverter ridge and the diverter wall is consistent, and is 9.2-10.0 mm.

[0010] As a further improvement, the arc length L1 of the diverter ridge and the diverter wall is consistent, which is 8.3 to 9.0 mm.

[0011] As a further improvement, a fuel injector is provided above the combustion chamber, and a plurality of fuel injection holes are opened on the fuel injector. The plurality of fuel injection holes correspond one-to-one to a plurality of diversion ridges. The center line of each fuel injection hole faces the tip of the opposite diversion ridge, and the point where the two intersect serves as the diversion point.

[0012] Furthermore, the injection angle θ1 of the injector is 10 to 25 degrees.

[0013] As a further improvement, a middle convex block is provided inside the pit, and the smooth slope θ2 of the middle convex block is 11 to 16 degrees.

[0014] As a further improvement, the depth h2 of the reflow zone is 3.2-4.0 mm, and the width d2 is 9.0-12.0 mm.

[0015] Beneficial effects

[0016] The advantages of this invention lie in the following: The fuel-split combustion chamber, with evenly distributed diverter ridges on the diverter wall structure, allows the oil beam to strike the diverter points on the diverter ridges, creating a four-way diversion. This not only expands the range of the oil beam distribution radially but also circumferentially. The four-way flow guidance of the diverter ridges allows the fuel spray to be quickly and evenly distributed within the combustion chamber. Furthermore, the oil beams circumferentially diffused on the diverter wall can be entrained into the combustion chamber cylinder after impact, making them more easily mixed with the cylinder air, significantly improving cylinder air utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1This is a schematic diagram of the structure of the fuel four-flow combustion chamber of the present invention;

[0018] Figure 2 It is a schematic diagram of the oil beam diffusion after the oil beam in the combustion chamber is split into four by a one-eighth model of the fuel quarter-flow combustion chamber of the present invention;

[0019] Figure 3 This is a schematic diagram of the first cross-sectional structure of the fuel four-flow combustion chamber of the present invention;

[0020] Figure 4 Schematic diagram of the movement of the oil beam in the lateral diversion of the fuel four-diversion combustion chamber of the present invention;

[0021] Figure 5 2 is a second cross-sectional structural diagram of the fuel four-dividing flow type combustion chamber of the present invention, wherein the left side is a cross-sectional view with the diverting wall as the cross-section, and the right side is a cross-sectional view with the diverting ridge as the cross-section;

[0022] Figure 6 for Figure 4 Schematic diagram of the enlarged structure of the diverter ridge shown at A in the middle.

[0023] In the figure, 1. combustion chamber; 2. injector; 3. diverter ridge; 4. diverter wall; 5. recirculation area; 6. pit; 7. piston; 8. cylinder head; 9. cylinder; 10. diverter point; 11. first diverter area; 12. second diverter area; 13. third diverter area; 14. fourth diverter area; 15. flow blocking part; 16. middle bump; 121. second vortex area; 122. third vortex area. DETAILED DESCRIPTION

[0024] The present invention will be further described below in conjunction with the embodiments, but this does not constitute any limitation to the present invention. Any limited number of modifications made by anyone within the scope of the claims of the present invention are still within the scope of the claims of the present invention.

[0025] See Figures 1-6The present invention provides a fuel four-diversion type combustion chamber, comprising a pit 6, a diverter wall 4 and a recirculation zone 5 arranged from bottom to top. As for the combustion chamber 1, it is a cavity arranged between the top of the piston 7 and the cylinder head 8. An injector 2 is provided at the top of the combustion chamber 1. The injector 2 is mounted on the cylinder head 8. The axis of the injector 2 coincides with the center axis of the combustion chamber 1. The pit 6 is arranged at the bottom of the combustion chamber 1; the diverter wall 4 is arranged above the pit 6 along the circumferential direction of the combustion chamber 1; the recirculation zone 5 is arranged in front of the gap at the top of the combustion chamber 1; and N evenly arranged diverter ridges 3 are provided on the diverter wall 4. The diverter ridges 3 are protrusions pointing toward the center of the combustion chamber 1, and the intervals between them are the same. Among them, the diverter ridges 3 can be set to 8 or 6. A diversion point 10 is provided on the diversion ridge 3. This forms a first diversion region 11 downwardly along the diversion ridge 3 and with the recess 6, a second diversion region 12 upwardly along the diversion ridge 3 and with the recirculation region 5, and a third diversion region 13 and a fourth diversion region 14 respectively formed along the diversion ridge 3 and with the diversion wall 4 on either side. Regarding the diversion point 10, the combustion chamber 1 of the present invention is provided with an injector 2 above it. The injector 2 has a plurality of injection holes, each corresponding to a plurality of diversion ridges 3. The centerline of each injection hole faces the tip of a corresponding diversion ridge 3, and the intersection of the two serves as the diversion point 10. Furthermore, one end of the diversion ridge 3 extends toward the recirculation region 5, forming a flow block 15 on one side of the recirculation region 5. This divides the second diversion region 12 into a second swirl region 121 located between the cylinder head 8 and the flow block 15, and a third swirl region 122 located within the recirculation region 5 and corresponding to the position of the flow block 15.

[0026] Figure 2 This is a schematic diagram of one-eighth model of the fuel four-flow combustion chamber, and an overall schematic diagram of the oil beam diffusion after the fuel four-flow in the combustion chamber. Figure 2 As can be seen, combustion chamber 1 is composed of the bottom surface of the combustion chamber recess 6, the diverter wall 4, the diverter ridge 3, and the recirculation zone 5, which are smoothly connected in sequence. After undergoing radial and axial diversion, the fuel spray fully utilizes the air within combustion chamber 1, achieving a thorough and even mixing of fuel and air, thereby improving the quality of the fuel-air mixture and, in turn, combustion.

[0027] After being atomized by the injector 2 and injected from the nozzle at a specific injection angle and pressure, the fuel strikes the diverter ridge 3 and undergoes a diverting motion, creating a four-way splitting of the fuel spray. The four directions of the fuel spray flow are: downward into the combustion chamber recess 6, upward toward the top of the diverter ridge 3, and toward the diverter walls 4 on both sides. This creates the four diverter zones mentioned above.

[0028] After the fuel spray is ejected from the injector 2 and hits the diversion point 10 on the diversion ridge 3, the four-way diversion is completed. Figure 3 This is a front view of a fuel four-flow combustion chamber. Figure 3It can be seen that part of the fuel spray moves downward into the pit 6 and upward to the top of the diverter ridge 3.

[0029] The fuel spray diverted into the recess 6 moves along the bottom of the recess 6 toward the central axis of the combustion chamber 1. Simultaneously, the fuel spray forms a vortex within the recess 6, entraining air and mixing with the fuel spray. This vortex flows downward along the diverter ridge 3 and into the recess 6, forming a first diversion zone 11. A central bump 16 is located within the recess 6. Because the central bump 16 is positioned higher than the recess 6, the bottom of the combustion chamber 1 is characterized by a low perimeter and a high center. This causes the fuel spray diverted into the recess 6 to move along the central bump 16 and, upon encountering the fuel spray above, be drawn back into the recess 6, forming a first vortex zone. In other words, both the first diversion zone and the first vortex zone exist within the recess 6.

[0030] After reaching the top of the diverter ridge 3, the fuel spray peels off the wall at the top of the diverter ridge 3 and rushes toward the cylinder head 8. After colliding with the cylinder head 8, the fuel spray undergoes separation and diffusion. After separation and diffusion, the fuel spray forms a vortex motion toward the central axis of the combustion chamber 1 and a vortex motion toward the recirculation zone 5, which serves as the second diverter zone 12. The fuel spray vortex motion toward the recirculation zone 5 forms a vortex in the recirculation zone 5 under the obstruction of the obstruction portion 15, which serves as the third vortex zone 122. The fuel spray vortex motion toward the central axis of the combustion chamber 1 forms a vortex at the top of the combustion chamber 1, which serves as the second vortex zone 121. The formation of the vortex facilitates the entrainment of air by the fuel spray, fully utilizing the air gap at the top of the combustion chamber 1.

[0031] Figure 4 This is a schematic diagram of the oil beam movement in the lateral diversion of the fuel four-diversion combustion chamber. Figure 4 It can be seen that the oil beam ejected from the injector 2 forms a lateral diversion after hitting the diversion point 10 on the diversion ridge 3, and forms two fuel flows in opposite directions on the diversion wall 4 between adjacent diversion ridges 3. After the two fuel sprays with opposite movement directions collide with each other, a radial vortex motion toward the center of the combustion chamber will be formed in the cylinder 1, which is conducive to the suction of the fuel spray toward the center of the cylinder, and can further utilize the air in the center of the combustion chamber 1, so that the fuel and air are evenly mixed and fully burned.

[0032] More specifically, after the fuel spray completes the four-way diversion, the fuel spray that is laterally diverted through the diverter ridge 3 will reach the diverter wall 4, and the lateral diversions formed by adjacent diverter ridges 3 will converge, collide, and separate and diffuse on the surface of the diverter wall 4. The separation and diffusion directions are: toward the center of the combustion chamber 1, toward the top of the diverter wall 4, and toward the pit 6; the fuel spray moving toward the center of the combustion chamber 1 will form a vortex motion pointing to the central axis of the combustion chamber 1 in the combustion chamber 1, and the fuel spray will be sucked toward the center of the combustion chamber 1, which can further utilize the air in the center of the combustion chamber 1, thereby improving the quality of the mixed oil and gas and the combustion efficiency. After reaching the top of diverter wall 4, the fuel spray breaks off the wall and rushes toward cylinder head 8. After impacting cylinder head 8, it separates and diffuses again. After this separation and diffusion, the fuel spray forms a swirl flow toward the central axis of combustion chamber 1 and a swirl flow toward recirculation zone 5, further utilizing the air at the top of combustion chamber 1, thereby improving air utilization, the quality of the fuel-air mixture, and combustion efficiency. The fuel spray moving toward combustion chamber recess 6 moves along the bottom surface of combustion chamber recess 6 toward the center of combustion chamber 1, simultaneously forming a vortex within combustion chamber recess 6, entraining air to mix with the fuel spray and improving the air utilization within combustion chamber 1. Since the obstruction 15 on the diverter ridge 3 is higher than the diverter wall 4, the degree of vortex in the recirculation area 5 at the position of the obstruction 15 is greater than the degree of vortex in the recirculation area 5 corresponding to the diverter wall 4, thereby forming a barrier, so that the vortex / vortex in the diverter wall 4 and the recirculation area 5 between each two adjacent diverter ridges 3 can move independently, reducing mutual interference / interference and forming a stable flow model.

[0033] Figure 5 This is a cross-sectional view of a fuel four-diversion combustion chamber. In this figure, the left side is a cross-sectional view with the diversion wall as the cross-section, and the right side is a cross-sectional view with the diversion ridge as the cross-section. Figure 5 In the left view, d3 is the radius of the cylinder liner 9, which is also the radius of the combustion chamber 1; d2 is the width of the recirculation zone 5; d5 is the longest distance from the diverter wall 4 to the central axis of the combustion chamber 1; L1 is the arc length of the diverter wall 4; R1 is the arc radius of the diverter wall 4; R2 is the arc radius of the combustion chamber pit 6; d4 is the shortest distance from the diverter wall 4 to the central axis of the combustion chamber 1. Figure 5 In the right side view, θ2 is the slope of the pit 6 near the central axis of the combustion chamber 1, that is, the smooth slope of the middle protrusion 16; h1 is the height of the tip of the diverter ridge 3; and h2 is the depth of the recirculation zone 5. It should be noted that the arc length and radius of the diverter ridge 3 are the same as those of the diverter wall 4.

[0034] Figure 6d1 is a partial enlarged view of the diverter ridge from a top view, and d1 is the width of a single diverter ridge 3. The figure clearly shows that the diverter ridge 3 is characterized by a pointed protrusion toward the center of the combustion chamber 1. The horizontal and vertical projections of the diverter ridge 3 are both rectangular.

[0035] The specific design of the present invention will be further described below in conjunction with the embodiments, taking the D30 high-pressure common rail diesel engine as a test prototype.

[0036] Example 1:

[0037] In a preferred embodiment of the present invention, N is 8, meaning the injector 2 has eight nozzles at its lower end, and eight corresponding diverter ridges 3 are located on the diverter wall 4, evenly distributed around the circumference. The vertical projection of a single diverter ridge 3 is 6.0 mm, the horizontal projection of a single diverter ridge 3 is 4.4 mm, the height h1 of the protrusion at the tip of a single diverter ridge 3 is 0.9 mm, and the width d1 of a single diverter ridge 3 is 4.3 mm. The arc radius R1 of a single diverter ridge 3 and diverter wall 4 is 9.2 mm, and the arc length L1 is 8.3 mm. The radius R2 of the combustion chamber recess 6 is 4.4 mm. The shortest distance d4 from the diverter wall 4 to the central axis of the combustion chamber 1 is 26.0 mm, and the longest distance d5 from the diverter wall 4 to the central axis of the combustion chamber 1 is 30.0 mm. The depth h2 of the recirculation zone 5 is 3.2 mm, and the width d2 is 9.0 mm. The smooth slope θ2 of the combustion chamber recess 6 close to the central axis of the combustion chamber 1 is 11 degrees.

[0038] The local operating conditions are set as follows: cylinder diameter is 95mm, compression ratio is 16.5, injection angle θ1 is 25 degrees, nozzle diameter is 0.150mm, and injection pressure is 180Mpa.

[0039] The combustion chamber was designed based on the above parameters of this embodiment. Simulation results showed that the indicated thermal efficiency of the fuel four-split combustion chamber system of this embodiment was improved by 3.1%, and the soot generation was reduced by 47.2%.

[0040] Example 2:

[0041] In a preferred embodiment of the present invention, N is 6, meaning the injector 2 has six nozzles at its lower end, and correspondingly, six diverter ridges 3 are evenly distributed around the circumference on the diverter wall 4. The vertical projection height of a single diverter ridge 3 is 7.0 mm, the horizontal projection length is 5.2 mm, the height h1 of the tip of a single diverter ridge 3 is 1.1 mm, and the width d1 of a single diverter ridge 3 is 3.9 mm. The arc radius R1 of a single diverter ridge 3 and diverter wall 4 is 10.0 mm, and the arc length L1 is 9.0 mm. The radius R2 of the combustion chamber recess 6 is 5.0 mm. The shortest distance d4 from the diverter wall 4 to the central axis of the combustion chamber 1 is 26.8 mm, and the longest distance d5 from the diverter wall 4 to the central axis of the combustion chamber 1 is 31.8 mm. The recirculation zone 5 has a depth h2 of 4.0 mm and a width d2 of 12.0 mm. The smooth slope θ2 of the combustion chamber recess 6 close to the central axis of the combustion chamber 1 is 11 degrees.

[0042] The local operating conditions are set as follows: cylinder diameter is 95mm, compression ratio is 16.5, injection angle θ1 is 25 degrees, nozzle diameter is 0.150mm, and injection pressure is 180Mpa.

[0043] The combustion chamber was designed based on the above parameters of this embodiment. Simulation results showed that the indicated thermal efficiency of the fuel four-split combustion chamber system of this embodiment was improved by 2.3%, and the soot generation was reduced by 45.2%.

[0044] Example 3:

[0045] In a preferred embodiment of the present invention, N is 8, meaning the injector 2 has eight nozzles at its lower end, and correspondingly, eight diverter ridges 3 are evenly distributed around the circumference of the diverter wall 4. The vertical projection height of a single diverter ridge 3 is 6.5 mm, the horizontal projection length is 4.8 mm, the height h1 of the tip of a single diverter ridge 3 is 1.0 mm, and the width d1 of a single diverter ridge 3 is 4.8 mm. The arc radius R1 of a single diverter ridge 3 and diverter wall 4 is 9.6 mm, and the arc length L1 is 8.7 mm. The radius R2 of the combustion chamber recess 6 is 4.7 mm. The shortest distance d4 from the diverter wall 4 to the central axis of the combustion chamber 1 is 26.5 mm, and the longest distance d5 from the diverter wall 4 to the central axis of the combustion chamber 1 is 30.9 mm. The depth h2 of the recirculation zone 5 is 3.6 mm, and the width d2 is 10.5 mm. The smooth slope θ2 of the combustion chamber recess 6 close to the central axis of the combustion chamber 1 is 13 degrees.

[0046] The local operating conditions are set as follows: cylinder diameter is 95mm, compression ratio is 16.5, injection angle θ1 is 25 degrees, nozzle diameter is 0.150mm, and injection pressure is 180Mpa.

[0047] The combustion chamber was designed based on the above parameters of this embodiment. Simulation results showed that the indicated thermal efficiency of the fuel four-split combustion chamber system of this embodiment was improved by 1.8%, and the soot generation was reduced by 43.5%.

[0048] Example 4:

[0049] In a preferred embodiment of the present invention, N is 8, meaning the injector 2 has eight nozzles at its lower end, and correspondingly, eight diverter ridges 3 are evenly distributed around the circumference on the diverter wall 4. The vertical projection height of a single diverter ridge 3 is 6.0 mm, the horizontal projection length is 4.4 mm, the height h1 of the tip of a single diverter ridge 3 is 0.9 mm, and the width d1 of a single diverter ridge 3 is 4.3 mm. The arc radius R1 of a single diverter ridge 3 and diverter wall 4 is 9.2 mm, and the arc length L1 is 8.3 mm. The radius R2 of the combustion chamber recess 6 is 4.4 mm. The shortest distance d4 from the diverter wall 4 to the central axis of the combustion chamber 1 is 26.0 mm, and the longest distance d5 from the diverter wall 4 to the central axis of the combustion chamber 1 is 30.0 mm. The recirculation zone 5 has a depth h2 of 3.2 mm and a width d2 of 9.0 mm. The smooth slope θ2 of the combustion chamber recess 6 close to the central axis of the combustion chamber 1 is 11 degrees.

[0050] The local operating conditions are set as follows: cylinder diameter = 95mm, compression ratio = 16.5, injection angle θ1 = 10 degrees, nozzle diameter = 0.125mm, injection pressure = 162Mpa.

[0051] The combustion chamber is designed based on the above parameters of this embodiment. After simulation, compared with the traditional combustion chamber system, the indicated thermal efficiency remains basically unchanged, and the soot production is reduced by 52.2%.

[0052] From the above embodiments, it can be seen that compared with the prior art, the four-diversion design of the combustion chamber fuel provided by the present invention can not only expand the distribution range of the oil beam in the radial and circumferential directions, but also enable the circumferentially diffused oil beam to be sucked into the combustion chamber cylinder after collision, and is easier to fully mix with the air in the combustion chamber, thereby improving the fuel and air mixing process, and greatly improving the air utilization rate in the combustion chamber, thereby improving the entire combustion process, improving combustion efficiency, and reducing fuel consumption rate and carbon soot emissions.

[0053] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention. These modifications and improvements will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A fuel four-split diesel engine combustion chamber, characterized by: The invention comprises a concave pit (6), a diverter wall (4) and a recirculation zone (5) arranged from bottom to top, wherein a plurality of diverter ridges (3) are arranged on the diverter wall (4), and a diverter point (10) is provided on the diverter ridge (3) so as to form a first diverter zone (11) downwardly along the diverter ridge (3) and the concave pit (6), a second diverter zone (12) upwardly along the diverter ridge (3) and the recirculation zone (5), and a third diverter zone (13) and a fourth diverter zone (14) respectively formed along both sides of the diverter ridge (3) and the diverter wall (4); One end of the diversion ridge (3) extends toward the reflow zone (5), and a flow blocking portion (15) is formed on one side of the reflow zone (5) to divide the second diversion zone (12) into a second swirling zone (121) located between the cylinder head (8) and the flow blocking portion (15), and a third swirling zone (122) located in the reflow zone (5) and corresponding to the position of the flow blocking portion (15); The aspect ratio of the diverter ridge (3) is: d1 / h1=0.682*N-0.628; wherein d1 is the width of the diverter ridge (3), h1 is the protruding height of the diverter ridge (3), and N is the number of the diverter ridges (3); The width d1 of the diverter ridge (3) is 3.8 to 5.4 mm; the protruding height h1 of the diverter ridge (3) is 0.9 to 1.1 mm.

2. A fuel four-split diesel engine combustion chamber according to claim 1, characterized in that: The arc radius R1 of the diverter ridge (3) and the diverter wall (4) is consistent and is 9.2 to 10.0 mm.

3. The fuel four-split diesel engine combustion chamber according to claim 1, characterized in that: The arc length L1 of the diverter ridge (3) and the diverter wall (4) is consistent, and is 8.3 to 9.0 mm.

4. A fuel four-split diesel engine combustion chamber according to claim 1, characterized in that: A fuel injector (2) is provided above the combustion chamber. The fuel injector (2) is provided with a plurality of fuel injection holes. The plurality of fuel injection holes correspond one-to-one to a plurality of diversion ridges (3). The center line of each fuel injection hole faces the tip of the opposite diversion ridge (3), and the point where the two intersect serves as a diversion point (10).

5. A fuel four-split flow diesel engine combustion chamber according to claim 4, characterized in that: The injection angle θ1 of the injector (2) is 10 to 25 degrees.

6. A fuel four-split diesel engine combustion chamber according to claim 1, characterized in that: A middle convex block (16) is provided inside the concave pit (6), and a smooth slope θ2 of the middle convex block (16) is 11 to 16 degrees.

7. The fuel four-split diesel engine combustion chamber according to claim 1, characterized in that: The depth h2 of the reflow zone (5) is 3.2-4.0 mm, and the width d2 is 9.0-12.0 mm.

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