Methods, devices, and vehicles for determining the framework of the combustion system in an engine

Abstract

This invention discloses a method, apparatus, and vehicle for determining the skeleton of a combustion system in an engine. The method includes: acquiring a volume image of the cylinder head combustion chamber in the engine's combustion system, and determining an initial skeleton model set for the combustion system based on the volume image. The volume image represents the volume variation under different roof angles and heights, with different volumes corresponding to different initial skeleton models in the initial skeleton model set. Based on the first attribute information of the valve avoidance pit in the initial skeleton model, the initial skeleton model set is filtered to obtain a first filtering result. Based on the second attribute information of the intake and exhaust systems of the combustion system in the first filtering result, the first filtering result is filtered to obtain a second filtering result. Based on the shape of the guide surface in the combustion system, a target skeleton model of the combustion system is determined from the second filtering result. This invention solves the technical problem of low accuracy in determining the skeleton of a combustion system.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method, apparatus, and vehicle for determining the framework of a combustion system in an engine. Background Technology

[0002] Currently, the framework design of a vehicle's combustion system is crucial for the engine's economy, power, and comfort. However, current framework design methods are often one-sided, failing to comprehensively consider the impact of design parameters such as the spacing and angles between various components in the combustion system on its functions, including suppressing knock, achieving high power, and reducing fuel consumption.

[0003] The lack of systematic tools and methods in related technologies to accurately evaluate the impact of various design parameters on engine performance is not only time-consuming and labor-intensive, but may also fail to find a globally satisfactory solution. Furthermore, due to the diversity of design parameters, manual methods cannot fully consider all possible design combinations, which also affects the accuracy of the combustion system skeleton determination. Therefore, the technical problem of low accuracy in determining the combustion system skeleton persists.

[0004] There is currently no effective solution to the technical problem of low accuracy in determining the skeleton of the aforementioned combustion system. Summary of the Invention

[0005] This invention provides a method, apparatus, and vehicle for determining the framework of a combustion system in an engine, to at least solve the technical problem of low accuracy in determining the framework of a combustion system.

[0006] According to one aspect of the present invention, a method for determining the skeleton of a combustion system in an engine is provided. The method may include: acquiring a volume image of the cylinder head combustion chamber in the engine's combustion system, and determining an initial skeleton model set of the combustion system based on the volume image, wherein the volume image represents the change in volume of the cylinder head combustion chamber under different roof angles and different roof heights, and different volumes correspond to different initial skeleton models in the initial skeleton model set; filtering the initial skeleton model set based on first attribute information of the valve avoidance pit in the initial skeleton model to obtain a first filtering result, wherein the first filtering result is an initial skeleton model whose first attribute information satisfies a first attribute information threshold; filtering the first filtering result based on second attribute information of both the intake system and exhaust system of the combustion system in the first filtering result to obtain a second filtering result, wherein the second filtering result is a first filtering result whose second attribute information satisfies a second attribute information threshold; and determining a target skeleton model of the combustion system from the second filtering result based on the shape of the guide surface in the combustion system.

[0007] Optionally, determining the initial skeleton model set of the combustion system based on the volumetric image includes: selecting the volumetric band of the cylinder head combustion chamber from the volumetric image, wherein the volumetric band is used to represent the volume range that meets the displacement and compression ratio requirements; and determining the initial skeleton model set based on the volumetric band.

[0008] Optionally, the intake system includes an intake seat ring, and the exhaust system includes an exhaust seat ring. The process of selecting a volume band from the volumetric image includes: selecting a volume band from the volumetric image based on the volume ratio of the cylinder head combustion chamber and the engine's compression ratio and stroke; and determining an initial skeleton model set based on the volume band, including: determining the initial skeleton model set based on the volume in the volume band, the seat ring attributes corresponding to the intake and exhaust seat rings respectively, and the depth variation of the valve relief recess. The seat ring attributes include at least the sealing surface thickness of the intake or exhaust seat ring, the thickness of the wall between the bottom hole of the intake or exhaust seat ring and the spark plug mounting hole in the combustion system, the wall thickness of the intake or exhaust seat ring, and the height of the intake or exhaust seat ring.

[0009] Optionally, based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model, the initial skeleton model set is filtered to obtain a first filtering result, including: obtaining the angle range of the intake angle and exhaust angle of the engine, and the eccentricity range of the spark plug in the combustion system; based on the angle range, determining the angle variation range of the intake angle and exhaust angle, and the roof height variation range; based on the angle variation range, the roof height variation range, and the eccentricity range, the initial skeleton model is filtered to obtain the first filtering result.

[0010] Optionally, the first attribute information includes the depth information of the valve avoidance pit and the distance information between the valve avoidance pit and the first air ring of the engine. The first attribute information threshold includes the depth information threshold and the distance information threshold. The initial skeleton model is screened based on the angle variation range, the roof height variation range and the eccentricity range to obtain the first screening result. This includes: using the angle variation range, the roof height variation range and the eccentricity range as variables, the initial skeleton model is screened based on whether the depth information is less than or equal to the depth information threshold and whether the distance information is greater than or equal to the distance information threshold to obtain the first screening result.

[0011] Optionally, based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result, the first screening result is filtered to obtain a second screening result, including: filtering the first screening result based on the constraint conditions and variable information set by the second attribute information to obtain a second screening result, so that the volume of the cylinder head combustion chamber is less than the volume threshold.

[0012] Optionally, the intake system includes an intake seat ring, an intake valve, and an intake manifold, and the exhaust system includes an exhaust seat ring and an exhaust valve. The constraints include at least the wall thickness of the intake seat ring, the wall thickness of the exhaust seat ring, the distance between the intake valve and the engine cylinder when the intake valve is in motion, the distance between the exhaust valve and the cylinder when the exhaust valve is in motion, and the wall thickness of the water jacket between the intake manifold and the engine. The variable information includes at least the included angle of the intake valve, the included angle of the exhaust valve, the sealing surface diameter of the intake seat ring, and the sealing surface diameter of the exhaust seat ring.

[0013] According to another aspect of the present invention, a device for determining the skeleton of a combustion system in an engine is also provided. The device may include: a first determining unit, configured to acquire a volume image of the cylinder head combustion chamber in the engine's combustion system, and determine an initial skeleton model set of the combustion system based on the volume image, wherein the volume image represents the change in volume of the cylinder head combustion chamber under different roof angles and different roof heights, and different volumes correspond to different initial skeleton models in the initial skeleton model set; a first filtering unit, configured to filter the initial skeleton model set based on first attribute information of the valve avoidance pit in the initial skeleton model, to obtain a first filtering result, wherein the first filtering result is an initial skeleton model whose first attribute information satisfies a first attribute information threshold; a second filtering unit, configured to filter the first filtering result based on second attribute information of both the intake system and exhaust system of the combustion system in the first filtering result, to obtain a second filtering result, wherein the second filtering result is a first filtering result whose second attribute information satisfies a second attribute information threshold; and a second determining unit, configured to determine a target skeleton model of the combustion system from the second filtering result based on the shape of the guide surface in the combustion system.

[0014] According to another aspect of the present invention, a processor is also provided. The processor is used to run a program, wherein the program executes the method for determining the skeleton of the combustion system in an engine according to the embodiments of the present invention.

[0015] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method for determining the skeleton of the combustion system in an engine according to the embodiments of the present invention.

[0016] According to another aspect of the present invention, an electronic device is also provided, including a memory and a processor. The memory stores a computer program, and the processor is configured to run the computer program to execute the method for determining the skeleton of the combustion system in an engine according to the present invention.

[0017] According to another aspect of the present invention, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the above-described method for determining the framework of the combustion system in an engine according to the embodiments of this application.

[0018] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to implement the method for determining the framework of the combustion system in the engine described in the embodiments of this application.

[0019] In this embodiment of the invention, if it is necessary to design a skeleton model of a combustion system that meets the requirements, the economy, power, and reliability of the engine can be comprehensively considered. Specifically, in the process of designing the skeleton model of the combustion system in the engine, the volume change results of the cylinder head combustion chamber of the combustion system under the influence of different roof angles and different roof heights can be obtained to form a volume image. Using the volume image, an initial skeleton model of the combustion system to be screened can be set. Considering the influence of the first attribute information of the valve avoidance pit on the economy and reliability of the combustion system, the first attribute information can be used to perform a first-level screening of the initial skeleton model. Considering the influence of the second attribute information corresponding to the intake system and exhaust system on the economy, reliability, and power of the combustion system, the second attribute information can be used to perform a second-level screening of the first screening results. Considering the influence of the shape of different guide surfaces on the final effect, a third-level screening can be performed on the second screening results to obtain the final target skeleton model.

[0020] In this embodiment, the impact of several key components in the combustion system on the engine's economy, power, and reliability is comprehensively considered, thereby allowing for the selection of a skeleton model that can guarantee these three performance characteristics. Through this comprehensive skeleton design, the technical effect of improving the accuracy of combustion system skeleton determination can be achieved, solving the technical problem of low accuracy in combustion system skeleton determination. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1 This is a flowchart of a method for determining the skeleton of a combustion system in an engine according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the distance between the water jacket and the upper edge of the cylinder head combustion chamber nose bridge area according to an embodiment of the present invention;

[0024] Figure 3This is a schematic diagram illustrating the effect of different valve angles on cylinder tumble flow according to an embodiment of the present invention;

[0025] Figure 4 This is a schematic diagram illustrating the effect of different intake and exhaust valve angle combinations on cylinder tumble flow according to an embodiment of the present invention.

[0026] Figure 5 This is a flowchart of a skeleton definition process according to an embodiment of the present invention;

[0027] Figure 6 This is a schematic diagram of valve angle and roof height according to an embodiment of the present invention;

[0028] Figure 7 This is a schematic diagram of an intake and exhaust tumble guide surface according to an embodiment of the present invention;

[0029] Figure 8 This is a schematic diagram of the cylinder head combustion chamber volume according to an embodiment of the present invention;

[0030] Figure 9 This is a schematic diagram of a selected cylinder head combustion chamber volume zone according to an embodiment of the present invention;

[0031] Figure 10 This is a top view of an initial skeleton model according to an embodiment of the present invention;

[0032] Figure 11 This is a front view of an initial skeleton model according to an embodiment of the present invention;

[0033] Figure 12(a) is a schematic diagram of a round of intake air screening results when the spark plug is offset from the exhaust side by 0mm according to an embodiment of the present invention;

[0034] Figure 12(b) is a schematic diagram of the exhaust screening results when the spark plug is offset from the exhaust side by 0mm according to an embodiment of the present invention;

[0035] Figure 13(a) is a schematic diagram of the intake air screening results when the spark plug is offset 0.5 mm from the exhaust side according to an embodiment of the present invention;

[0036] Figure 13(b) is a schematic diagram of the exhaust screening results when the spark plug is offset by 0.5 mm from the exhaust side according to an embodiment of the present invention;

[0037] Figure 14(a) is a schematic diagram of the intake air screening results when the spark plug is offset 1 mm from the exhaust side according to an embodiment of the present invention;

[0038] Figure 14(b) is a schematic diagram of the exhaust screening results when the spark plug is offset 1 mm from the exhaust side according to an embodiment of the present invention;

[0039] Figure 15(a) is a schematic diagram of the intake air screening results when the spark plug is offset 1.5 mm from the exhaust side according to an embodiment of the present invention;

[0040] Figure 15(b) is a schematic diagram of the exhaust screening results when the spark plug is offset by 1.5 mm from the exhaust side according to an embodiment of the present invention;

[0041] Figure 16(a) is a schematic diagram of the intake air screening results when the spark plug is offset 2mm from the exhaust side according to an embodiment of the present invention;

[0042] Figure 16(b) is a schematic diagram of the exhaust screening results when the spark plug is offset 2mm from the exhaust side according to an embodiment of the present invention;

[0043] Figure 17(a) is a schematic diagram of the calculation process of a final skeleton model according to an embodiment of the present invention;

[0044] Figure 17(b) is a schematic diagram of the calculation results of a final skeleton model according to an embodiment of the present invention;

[0045] Figure 18(a) is a front view of the initial skeleton model of Scheme 1 in a second round of screening results according to an embodiment of the present invention;

[0046] Figure 18(b) is a top view of the initial skeleton model of Scheme 1 in a second round of screening results according to an embodiment of the present invention;

[0047] Figure 18(c) is a front view of the initial skeleton model of Scheme 2 in a second round of screening results according to an embodiment of the present invention;

[0048] Figure 18(d) is a top view of the initial skeleton model of Scheme 2 in a second round of screening results according to an embodiment of the present invention;

[0049] Figure 18(e) is a front view of the initial skeleton model of Scheme 3 in a second round of screening results according to an embodiment of the present invention;

[0050] Figure 18(f) is a top view of the initial skeleton model of Scheme 3 in a second round of screening results according to an embodiment of the present invention;

[0051] Figure 18(g) is a front view of the initial skeleton model of Scheme 4 in a second round of screening results according to an embodiment of the present invention;

[0052] Figure 18(h) is a top view of the initial skeleton model of Scheme 4 in a second round of screening results according to an embodiment of the present invention;

[0053] Figure 19 This is a schematic diagram of a frame determination device for a combustion system in an engine according to an embodiment of the present invention. Detailed Implementation

[0054] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0055] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0056] According to an embodiment of the present invention, an embodiment of a method for determining the skeleton of a combustion system in an engine is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0057] Figure 1 This is a flowchart of a method for determining the skeleton of a combustion system in an engine according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method may include the following steps:

[0058] Step S102: Obtain the volume image of the cylinder head combustion chamber in the engine's combustion system, and determine the initial skeleton model set of the combustion system based on the volume image;

[0059] In the technical solution provided in step S102 of the present invention, the volume image is used to represent the change in the volume of the cylinder head combustion chamber under different roof angles and different roof heights. Different volumes correspond to different initial skeleton models in the initial skeleton model set. The engine can be a gasoline engine, that is, a gasoline motor.

[0060] Optionally, a volume image, also known as a volume map (MAP), is an image used to represent the volume distribution inside an object. For example, a volume MAP can be used to create a simplified model of the cylinder head combustion chamber under different roof angles and heights.

[0061] It should be noted that the above-mentioned method of obtaining volume images is only an example and is not specifically limited here. As long as it is a visualization result that can represent the changes in cylinder head combustion chamber volume with different parameters and is used to determine the initial skeleton model set of the combustion system, it is within the protection scope of the embodiments of the present invention. It will not be illustrated one by one here.

[0062] In this embodiment, by acquiring a volume image of the cylinder head combustion chamber in the engine's combustion system, the shape and volume of the cylinder head combustion chamber can be determined, thus providing a reference for designing the initial skeleton model of the combustion system, and further determining the initial skeleton model set of the combustion system. By determining the initial skeleton model set of the combustion system, subsequent design and optimization work can be carried out more effectively, ensuring engine performance.

[0063] Alternatively, the volumetric image can be obtained by scanning the cylinder head combustion chamber with a 3D scanner or laser scanner and processing it with appropriate software. Alternatively, the cylinder head combustion chamber can be modeled using computer-aided design software and then calculated using software functions.

[0064] Optionally, the initial skeleton model can be an initial model created using parametric modeling software (such as Creo), taking into account economy, power, reliability, and the cylinder head combustion chamber volume in the engine's combustion system. Creo is a 3D CAD design software that can be used to create and optimize the skeleton structure of the combustion system to achieve a balance between power, economy, and reliability.

[0065] Step S104: Based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model, the initial skeleton model set is filtered to obtain the first filtering result.

[0066] In the technical solution provided by step S104 of the present invention, after obtaining the volume image of the cylinder head combustion chamber in the combustion system of the engine and determining the initial skeleton model set of the combustion system based on the volume image, the initial skeleton model set can be filtered based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model to obtain the first filtering result.

[0067] In this embodiment, the first attribute information may include the depth of the valve avoidance pit and the distance between the valve avoidance pit and the first ring.

[0068] Optionally, the initial skeleton model set can be screened, which can also be referred to as a round of screening of the skeleton structure.

[0069] In this embodiment of the invention, considering the impact of the valve avoidance pit on the engine's economy and reliability, the design of the valve avoidance pit is taken into account during the initial screening of the engine's combustion system skeleton structure; that is, how to set the first attribute information of the valve avoidance pit. The first attribute information of the valve avoidance pit can affect the distribution and intensity of airflow in the combustion chamber, especially during compression, helping to form more efficient turbulence, which is beneficial for rapid flame propagation and uniform combustion of the air-fuel mixture, thereby suppressing knock and achieving the goal of reliability requirements. Therefore, by setting reasonable first attribute information to screen the initial skeleton model, it is possible to enhance turbulence during combustion, accelerate combustion speed, and improve combustion efficiency, thereby reducing engine fuel consumption and achieving the technical effect of improving engine economy.

[0070] Step S106: Based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result, the first screening result is filtered to obtain the second screening result.

[0071] In the technical solution provided by step S106 of the present invention, after filtering the initial skeleton model set based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model and obtaining the first filtering result, the first filtering result can be filtered based on the second attribute information of the intake system and exhaust system of the combustion system in the first filtering result to obtain the second filtering result.

[0072] In this embodiment, the intake system is responsible for introducing air or an air-fuel mixture into the engine's combustion chamber. The exhaust system is responsible for expelling the combusted exhaust gases from the engine. By utilizing the intake and exhaust systems, engine performance and efficiency can be improved, stringent emission standards can be met, and a balance between environmental protection and power can be achieved, thus fulfilling the requirements for both power and economy.

[0073] Optionally, the intake system and exhaust system may each include various intake and exhaust components. For example, the intake system may include an air filter, intake manifold, intake valves, etc. The exhaust system may include an exhaust manifold, catalytic converter, muffler, etc. It should be noted that the components included in the intake and exhaust systems described above are merely illustrative examples and are not intended to be specific.

[0074] Optionally, the second attribute information corresponding to the intake and exhaust systems may include the intake / exhaust valve angle, the intake / exhaust canopy height, and the diameter at the intake / exhaust sealing surface. It should be noted that the above-mentioned second attribute information is merely illustrative and not specifically limited here. Any second attribute information within the intake and exhaust systems that can affect the engine's reliability, economy, and power is within the protection scope of this invention. Optionally, the second filtering result is the first filtering result where the second attribute information meets the second attribute information threshold.

[0075] Optionally, the second attribute information corresponding to the intake system and exhaust system can be used to further filter the first screening results, that is, to perform a second round of screening on the skeleton structure.

[0076] In this embodiment of the invention, the first screening result has already taken into account the impact of the valve avoidance pit on engine performance. The second round of screening is based on the second attribute information of the intake and exhaust systems. By evaluating the attributes, a skeleton model that provides good airflow guidance, reduces squeezing losses, and can effectively control the shape and volume of the combustion chamber can be further screened to meet reliability requirements. This achieves the technical effect of improving the accuracy of combustion system skeleton determination and solves the technical problem of low accuracy in combustion system skeleton determination.

[0077] Step S108: Based on the shape of the guide surface in the combustion system, determine the target skeleton model of the combustion system from the second screening results.

[0078] In the technical solution provided by step S108 of the present invention, the first screening result is filtered based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result, and the second screening result is obtained. Then, the target skeleton model of the combustion system can be determined from the second screening result based on the shape of the guide surface in the combustion system.

[0079] In this embodiment, the guide surface can be an intake / exhaust channel guide surface, which helps guide airflow, improves airflow efficiency, and thus improves the performance of the intake / exhaust system. The shape of the guide surface can be conical, which can effectively guide gas to the combustion zone and promote gas mixing and combustion, or it can be spherical or conical.

[0080] It should be noted that this is only an example and is not a specific limitation. As long as it can be used to determine the shape of the guide surface of the target skeleton model of the combustion system from the second screening results based on the shape of the guide surface in the combustion system, it is within the protection scope of the embodiments of the present invention.

[0081] In this embodiment of the invention, the shape of the guide surface is considered crucial to the flow field distribution within the engine's combustion chamber, especially in the design of high-efficiency, low-emission combustion systems. The shape of the guide surface can promote stable and moderately strong tumble flow of gas within the cylinder, control the uniform distribution of the air-fuel mixture, accelerate the combustion process, improve combustion efficiency, and simultaneously reduce the generation of unburned hydrocarbons, thereby reducing emissions. Therefore, the shape of the guide surface can be used as a third screening criterion for the skeleton model. By selecting a suitable guide surface shape, a skeleton model that satisfies the aforementioned high-efficiency, low-emission combustion system can be obtained, thereby achieving the technical effect of improving engine power and fuel economy.

[0082] In steps S102 to S108 of this invention, if a suitable combustion system skeleton model needs to be designed, the engine's economy, power, and reliability can be comprehensively considered. Specifically, during the design of the combustion system skeleton model, the volume change results of the cylinder head combustion chamber under different roof angles and heights can be obtained to form a volume image. Using this volume image, an initial skeleton model of the combustion system to be screened can be set. Considering the influence of the first attribute information of the valve avoidance pit on the economy and reliability of the combustion system, the first attribute information can be used for the first-level screening of the initial skeleton model. Considering the influence of the second attribute information corresponding to the intake and exhaust systems on the economy, reliability, and power of the combustion system, the second attribute information can be used for the second-level screening of the first screening results. Considering the influence of the shapes of different guide surfaces on the final effect, the second-level screening results can be used for the third-level screening to obtain the final target skeleton model.

[0083] In this embodiment, the impact of several key components in the combustion system on the engine's economy, power, and reliability is comprehensively considered, thereby allowing for the selection of a skeleton model that can guarantee these three performance characteristics. Through this comprehensive skeleton design, the technical effect of improving the accuracy of combustion system skeleton determination can be achieved, solving the technical problem of low accuracy in combustion system skeleton determination.

[0084] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0085] As an optional embodiment, step S102, determining the initial skeleton model set of the combustion system based on the volume image, includes: selecting the volume band of the cylinder head combustion chamber from the volume image, wherein the volume band is used to represent the volume range that meets the displacement and compression ratio requirements; and determining the initial skeleton model set based on the volume band.

[0086] In this embodiment, during the process of determining the initial skeleton model set of the combustion system based on the volume image, the volume band of the cylinder head combustion chamber can be screened from the volume image. Based on the volume band, the initial skeleton model set can be determined. The volume band represents the volume range that meets the displacement and compression ratio requirements; that is, it can be based on the engine's displacement and maximum compression ratio, and refer to data on the volume ratio of the cylinder head combustion chamber in previous engine models.

[0087] Optionally, from the volume MAP, cylinder head combustion chamber volume bands that meet the criteria can be selected, which can define the upper and lower limits of the combustion chamber volume.

[0088] Optionally, after determining the volume range, the corresponding initial skeleton model can be determined based on the volume of each cylinder head combustion chamber that meets the conditions within the range of the volume range, thereby establishing an initial skeleton model set. The initial skeleton model can be a simplified geometric shape, such as a cylinder or cuboid, representing the approximate shape and size of the cylinder head combustion chamber. No specific restrictions are imposed here; this is merely an example.

[0089] As an optional embodiment, the intake system includes an intake seat ring, and the exhaust system includes an exhaust seat ring. The process of selecting a volume band from the volumetric image includes: selecting a volume band from the volumetric image based on the volume ratio of the cylinder head combustion chamber and the engine's compression ratio and stroke; and determining an initial skeleton model set based on the volume band, including: determining the initial skeleton model set based on the volume in the volume band, the seat ring attributes corresponding to the intake and exhaust seat rings respectively, and the depth variation of the valve relief recess. The seat ring attributes include at least the sealing surface thickness of the intake or exhaust seat ring, the thickness of the wall between the bottom hole of the intake or exhaust seat ring and the spark plug mounting hole in the combustion system, the wall thickness of the intake or exhaust seat ring, and the height of the intake or exhaust seat ring.

[0090] In this embodiment, during the process of filtering the volume band of the cylinder head combustion chamber from the volume image, the volume band can be filtered based on the volume ratio of the cylinder head combustion chamber, the engine's compression ratio, and stroke. During the process of determining the initial skeleton model set based on the volume band, the initial skeleton model set can be determined based on the volume of the volume band, the seat attributes corresponding to the intake and exhaust seat rings respectively, and the depth variation of the valve relief recess. The intake system includes an intake seat ring, and the exhaust system includes an exhaust seat ring. The seat attributes corresponding to the exhaust and intake systems can include at least the sealing surface thickness of the intake or exhaust seat ring, the thickness of the wall between the bottom hole of the intake or exhaust seat ring and the spark plug mounting hole in the combustion system, the wall thickness of the intake or exhaust seat ring, and the height of the intake or exhaust seat ring; it can also include the distance between the seat ring and the cylinder head.

[0091] In this embodiment, the volume of the cylinder head combustion chamber can be determined using the following formula:

[0092]

[0093] Where Vh can be used to represent the engine's total displacement, S can be used to represent the stroke, CR can be used to represent the compression ratio, and a can be used to represent the cylinder head volume ratio.

[0094] In this embodiment, during the process of establishing the initial model using Creo, the initial skeleton model can be established based on minimizing the sealing surface thickness of the intake or exhaust seat ring, the wall thickness of the intake or exhaust seat ring, the wall thickness of the spark plug mounting hole, the height of the intake or exhaust seat ring, the distance between the seat ring and the cylinder head, the dynamic change of the valve relief pit depth with the included angle, and the corresponding minimum diameter of the intake / exhaust sealing surface.

[0095] As an optional embodiment, step S104 involves filtering the initial skeleton model set based on the first attribute information of the valve avoidance pit in the combustion system in the initial skeleton model to obtain a first filtering result, including: obtaining the angle range of the intake angle and exhaust angle of the engine, and the eccentricity range of the spark plug in the combustion system; determining the angle variation range of the intake angle and exhaust angle, and the roof height variation range based on the angle variation range, and filtering the initial skeleton model based on the angle variation range, roof height variation range, and eccentricity range to obtain the first filtering result.

[0096] In this embodiment, during the screening of the initial skeleton model set based on the first attribute information of the valve avoidance pit, the angle ranges of the engine's intake and exhaust angles, as well as the eccentricity range of the spark plugs in the combustion system, can be obtained. Based on the angle ranges, the variation ranges of the intake and exhaust angles, as well as the variation range of the valve head height, are determined. Based on the angle variation range, the valve head height variation range, and the eccentricity range, the initial skeleton model is screened to obtain the first screening result. The angle range can be set to a minimum of 13° for both the intake and exhaust angles. The angle variation range can also be referred to as the intake / exhaust valve angle variation range. The intake / exhaust valve angle variation range corresponding to the above angle range can be 13-36°. The intake / exhaust valve head height variation range is -6-5mm.

[0097] It should be noted that the above-mentioned settings for the included angle range, the included angle variation range, and the variation range of the inlet / outlet canopy height are for illustrative purposes only, and no specific restrictions are imposed here.

[0098] Optionally, in defining the valve angle range, to ensure that the intake and exhaust camshafts of the engine do not interfere, the sum of the intake and exhaust angles can be set to ≥30°. Furthermore, the difference between the intake and exhaust angles can be set to ≤4°. Based on the above information, the minimum intake and exhaust angles must not be less than 13°. During the first round of screening of the skeletal model, the valve angle, crown height, and spark plug eccentricity can be used as variables to screen whether the depth of the valve rest and the distance between the valve rest and the first ring meet the requirements, ensuring normal engine operation and performance optimization. By screening and matching these key parameters, interference between the intake and exhaust camshafts can be avoided, ensuring the normal formation of initial tumble and minimizing the intake and exhaust angle requirements, thereby improving the engine's combustion economy, power, and reliability.

[0099] As an optional embodiment, the first attribute information includes the depth information of the valve avoidance pit and the distance information between the valve avoidance pit and the first air ring of the engine. The first attribute information threshold includes a depth information threshold and a distance information threshold. The initial skeleton model is screened based on the angle variation range, the roof height variation range, and the eccentricity range to obtain the first screening result. This includes: using the angle variation range, the roof height variation range, and the eccentricity range as variables, the initial skeleton model is screened based on whether the depth information is less than or equal to the depth information threshold and whether the distance information is greater than or equal to the distance information threshold to obtain the first screening result.

[0100] In this embodiment, during the initial skeleton model screening process based on the range of included angle variation, the range of roof height variation, and the range of eccentricity, the range of included angle variation, the range of roof height variation, and the range of eccentricity can be used as variables to determine whether the depth information is less than or equal to a depth information threshold, and whether the distance information is greater than or equal to a distance information threshold, thereby screening the initial skeleton model and obtaining a first screening result. The first attribute information may include the depth information of the valve avoidance recess, and may also include the distance information between the valve avoidance recess and the first piston ring of the engine. That is, the distance information can be the distance between the valve avoidance recess and the first piston ring, used to represent the distance between the edge of the valve avoidance recess on the piston top and the upper edge of the piston ring (the first piston ring, i.e., the first piston ring). The first attribute information threshold includes a depth information threshold and a distance information threshold.

[0101] Optionally, a valve avoidance recess refers to a groove designed on the top of the engine piston to prevent the valve (intake or exhaust valve) from colliding with the piston top during certain working strokes. If the valve avoidance recess is too deep, the fuel-air mixture in the combustion chamber may not make sufficient contact during combustion, affecting combustion completeness, increasing unburned fuel emissions, and resulting in high concentrations of particulate matter (PN) and unburned hydrocarbons (HC) in engine emissions. It also increases the heat dissipation area on the piston top, affecting thermal efficiency. The distance between the valve avoidance recess and the first ring refers to the minimum distance between the edge of the valve avoidance recess and the first ring. If the distance is too small, the valve avoidance recess may affect the sealing performance of the first ring, leading to a drop in cylinder pressure, reduced combustion efficiency, and increased fuel consumption and exhaust emissions. If the distance is too large, it may not fully utilize the space on the piston top, affecting the compactness of the combustion chamber design, potentially increasing the combustion chamber volume, and thus affecting the compression ratio and combustion efficiency.

[0102] Optionally, when comparing depth information and distance information with their corresponding depth information thresholds, if the depth information is less than or equal to the depth information threshold and the distance information is greater than or equal to the distance information threshold, then the skeleton model meets the requirements and can be used as the first screening result for further screening.

[0103] For example, using valve angle, top height, and spark plug eccentricity as variables, a first round of screening can be performed to determine whether the depth of the escapement recess and the distance between the escapement recess and the piston ring meet the requirements. For instance, the first round of screening can focus on whether the depth of the escapement recess is ≤3mm and whether the distance between the escapement recess and the piston ring is ≥3mm. In this case, the first screening result can serve as an initial skeleton model where the first attribute information meets the first attribute information threshold. The first attribute information threshold can be a constraint on the depth of the escapement recess and the distance between the escapement recess and the piston ring; for example, the depth of the escapement recess is not greater than 3mm, and the distance between the escapement recess and the piston ring is not less than 3mm.

[0104] It should be noted that the threshold settings for the valve avoidance pit depth and the distance between the valve avoidance pit and the first piston ring in the above examples are for illustrative purposes only and are not subject to specific restrictions.

[0105] As an optional embodiment, step S106 involves filtering the first screening result based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result to obtain a second screening result. This includes filtering the first screening result based on the constraint conditions and variable information set by the second attribute information to obtain a second screening result, so that the volume of the cylinder head combustion chamber is less than the volume threshold.

[0106] In this embodiment, during the process of determining the second screening result of the skeleton model based on the second attribute information of both the intake system and the exhaust system, the cylinder head combustion chamber volume can be minimized by setting design constraints and variable information, and the first screening result can be screened to obtain a skeleton scheme that satisfies the requirement that the cylinder head combustion chamber volume is less than the volume threshold.

[0107] In this embodiment, by selecting a skeleton design that satisfies the requirement that the cylinder head combustion chamber volume is less than a volume threshold, it is possible to ensure that the engine has higher combustion efficiency, cleaner emissions, and superior power performance during combustion, thereby achieving the technical effect of improving the accuracy of determining the combustion system skeleton.

[0108] As an optional embodiment, the intake system includes an intake seat ring, an intake valve, and an intake manifold, and the exhaust system includes an exhaust seat ring and an exhaust valve. The constraints include at least the wall thickness of the intake seat ring, the wall thickness of the exhaust seat ring, the distance between the intake valve and the engine cylinder when the intake valve is in motion, the distance between the exhaust valve and the cylinder when the exhaust valve is in motion, and the wall thickness of the water jacket between the intake manifold and the engine. The variable information includes at least the included angle of the intake valve, the included angle of the exhaust valve, the sealing surface diameter of the intake seat ring, and the sealing surface diameter of the exhaust seat ring.

[0109] In this embodiment, the intake system includes an intake seat ring, an intake valve, and an intake manifold, while the exhaust system includes an exhaust seat ring and an exhaust valve. The wall thicknesses of the intake and exhaust seat rings, as specified in the constraints, must meet the requirements of structural reliability and cooling efficiency. The distance between the intake and exhaust valves and the cylinder barrel during operation is a necessary condition to ensure that the valves do not physically contact the cylinder barrel. Simultaneously, the smoothness of valve movement must be considered. The wall thickness between the intake manifold and the water jacket must ensure the strength of the intake manifold. Sufficient cooling water flow space must be provided to cool the intake manifold, reduce intake temperature, and improve combustion efficiency. The included angle between the intake and exhaust valves, as specified in the variable information, is a key parameter for adjusting the direction and intensity of airflow in and out. The sealing surface diameters of the intake and exhaust seat rings can affect the intake and exhaust flow rates, as well as the gas distribution within the combustion chamber.

[0110] Optionally, the intake seat ring must ensure sufficient airflow to provide the large amount of air required for high torque. At the same time, the shape and position of the seat ring should avoid unnecessary disturbance to the airflow, ensuring smooth airflow and creating a tumble flow conducive to combustion.

[0111] Optionally, the size of the intake valve and its movement path significantly influence the amount and distribution of airflow. Adjusting the intake valve angle optimizes the airflow entry angle, thus affecting the intensity and direction of tumble. The geometry and size of the intake manifold affect intake efficiency and airflow distribution. The wall thickness of the exhaust valve seat affects the combustion chamber volume and valve movement path; a suitable seat thickness supports valve movement while avoiding unnecessary increases in combustion chamber volume, which can negatively impact compression ratio and thermal efficiency. The size and position of the exhaust valve should ensure rapid exhaust of post-combustion gases while avoiding interference with the intake valve, ensuring valve stability and reliability.

[0112] In this embodiment of the invention, during the two-round screening of the frame structure, the optimal solution function of Creo can be used to minimize the cylinder head combustion chamber volume through design constraints and design variables. This can help the flame propagate faster, thereby improving engine reliability without inducing knocking. It can reduce engine heat and mechanical losses, thereby reducing fuel consumption and improving engine economy. It can improve combustion efficiency and reduce knocking tendency, reducing torque loss while maintaining or increasing engine output power, thereby improving engine performance.

[0113] In this embodiment of the invention, if a suitable combustion system skeleton model needs to be designed, the engine's economy, power, and reliability can be comprehensively considered. Specifically, during the design of the combustion system skeleton model, the volume change results of the cylinder head combustion chamber under different roof angles and heights can be obtained to form a volume image. Using this volume image, an initial skeleton model of the combustion system to be screened can be established. Considering the influence of the first attribute information of the valve avoidance pit on the economy and reliability of the combustion system, this first attribute information can be used for the first layer of screening of the initial skeleton model. Considering the influence of the second attribute information corresponding to the intake and exhaust systems on the economy, reliability, and power of the combustion system, this second attribute information can be used for the second layer of screening of the first screening results. Considering the influence of the shapes of different guide surfaces on the final effect, the second screening results can be used for the third layer of screening to obtain the final target skeleton model. In this embodiment, the influence of several key components in the combustion system on the engine's economy, power, and reliability is comprehensively considered, thereby allowing the selection of a skeleton model that can guarantee the engine's above-mentioned three performance characteristics. By taking into account the above-mentioned skeleton design comprehensively, the technical effect of improving the accuracy of determining the skeleton of the combustion system can be achieved, thus solving the technical problem of low accuracy in determining the skeleton of the combustion system.

[0114] The following describes in detail another optional implementation method.

[0115] With the development of the automotive industry, the requirements for economy, power, and reliability are becoming increasingly stringent. Balancing fuel consumption, power, torque, vibration, and noise levels is becoming increasingly important. According to thermodynamic formulas, under non-knocking conditions, a higher compression ratio results in higher thermal efficiency and lower fuel consumption. However, high compression ratios and high torque often lead to knocking, generating significant vibrations that can damage the engine and also reduce fuel consumption. In such cases, reducing torque is often used to mitigate vibration at the expense of power and economy. Therefore, suppressing knocking is a crucial means of improving the engine's three key performance indicators.

[0116] Generating high turbulent kinetic energy during ignition and combustion ensures more stable ignition and accelerates flame propagation, effectively suppressing knock. A high-tumble initial flow field during the intake phase and reduced tumble attenuation near bottom dead center (BDC) are crucial to ensure high turbulent kinetic energy generation near top dead center (TDC), i.e., ignition point. The initial flow field is primarily influenced by the intake manifold and cylinder head shape, while tumble attenuation is mainly affected by the piston block size, which in turn is influenced by the cylinder head volume. In turbocharged engines with high power output, exhaust gas recirculation (EGR) can further reduce in-cylinder combustion temperature. However, EGR temperatures are higher than intake temperatures, and excessively high EGR temperatures can cause knocking. Therefore, enhancing in-cylinder turbulent kinetic energy during combustion is necessary to increase flame propagation speed and improve EGR tolerance without causing knocking. Therefore, a well-shaped and small-volume cylinder head combustion chamber is conducive to generating high turbulent kinetic energy during ignition and combustion at high compression ratios, thereby achieving stable ignition, increasing flame propagation speed, improving exhaust gas recirculation tolerance, effectively suppressing knocking, reducing engine fuel consumption, ensuring reliability, and improving power.

[0117] Since parameters such as valve angle, height, and valve seal diameter of the cylinder head combustion chamber have a significant impact on reducing the volume of the cylinder head combustion chamber while ensuring a good shape, it is very important to determine the combustion system skeleton.

[0118] To address the aforementioned problems, this invention discloses a method for determining the skeleton of a high-power and economical gasoline engine combustion system. To design a suitable skeleton model for the combustion system, the engine's economy, power, and reliability can be comprehensively considered. Specifically, during the design of the combustion system skeleton model, the volume changes of the cylinder head combustion chamber under different roof angles and heights can be obtained, forming a volume image. This volume image is then used to set up an initial skeleton model of the combustion system to be screened. Considering the influence of the first attribute information of the valve avoidance pit on the economy and reliability of the combustion system, this first attribute information can be used for the first layer of screening of the initial skeleton model. Considering the influence of the second attribute information corresponding to the intake and exhaust systems on the economy, reliability, and power of the combustion system, this second attribute information can be used for the second layer of screening of the first screening results. Considering the influence of the shapes of different guide surfaces on the final effect, the second screening results can be used for the third layer of screening to obtain the final target skeleton model.

[0119] In this embodiment, the impact of several key components in the combustion system on the engine's economy, power, and reliability is comprehensively considered, thereby allowing for the selection of a skeleton model that can guarantee these three performance characteristics. Through this comprehensive skeleton design, the technical effect of improving the accuracy of combustion system skeleton determination can be achieved, solving the technical problem of low accuracy in combustion system skeleton determination.

[0120] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0121] In the design of engine combustion systems, the design of the frame boundary is related to the engine's power, economy, and reliability.

[0122] To achieve high power, high intake airflow is required to increase torque. This necessitates a high flow coefficient in the intake manifold. Simultaneously, the diameter of the intake sealing surface, i.e., the valve-seat seal diameter (DV), should be as large as possible, and the spark plug position should be biased towards the exhaust side.

[0123] To achieve fuel economy, a high compression ratio is required, which increases the tendency for knocking. To suppress knocking, three approaches can be taken: eliminating the sharp points in the cylinder head combustion chamber; reducing the temperature of the knock-prone areas; and increasing the flame propagation speed. To eliminate the sharp points in the cylinder head combustion chamber, sufficient clearance must be maintained between the spark plug seat and the cylinder head combustion chamber blank to prevent the bottom of the spark plug seat from sinking into the combustion chamber and creating localized sharp points prone to knocking. If the spark plug is biased towards the exhaust side, the flame takes longer to propagate to the higher-temperature intake nose area of ​​the cylinder head combustion chamber, making it more prone to knocking. The exhaust nose area of ​​the cylinder head combustion chamber has the highest temperature and is also prone to knocking. Therefore, it is necessary to simultaneously provide sufficient space between the intake and exhaust spark plug seats and add water jackets to cool these two knock-prone areas.

[0124] Figure 2 This is a schematic diagram of the distance between the water jacket and the upper edge of the cylinder head combustion chamber nose bridge area according to an embodiment of the present invention, as shown below. Figure 2 As shown, the water jacket in the nose bridge area and the chamfered edge of the seat ring need to have a certain wall thickness to ensure fatigue strength. The seat ring height should be as low as possible, and the seat ring should be as close as possible to the cylinder head combustion chamber blank. This will ensure that the water jacket in the nose bridge area is close to the nose bridge area of ​​the cylinder head combustion chamber, guaranteeing cooling performance. At the same time, a certain distance must be maintained between the intake and exhaust seat rings to ensure the width of the water jacket in the nose bridge area.

[0125] Figure 3 This is a schematic diagram illustrating the effect of different valve angles on cylinder tumble flow according to an embodiment of the present invention, as shown below. Figure 3 As shown, increasing the flame propagation speed requires increasing turbulent kinetic energy during combustion, and high tumble breakup generates high turbulent kinetic energy. Therefore, it is necessary to increase the tumble intensity before breakup, requiring a high tumble inlet to enhance the initial flow field. At the same time, a large inlet angle is conducive to the formation of initial tumble; that is, a large angle is more conducive to the formation of initial tumble than a small angle.

[0126] Figure 4 This is a schematic diagram illustrating the effect of different intake and exhaust valve angle combinations on in-cylinder tumble flow according to an embodiment of the present invention. The combination of the intake and exhaust valve angles also affects the development of tumble flow, such as... Figure 4 As shown, if the difference in exhaust angle is too large, it will cause the exhaust side roof to obstruct the tumble flow. In order to reduce the piston's obstruction of the tumble flow, at the same compression ratio, the smaller the cylinder head combustion chamber volume, the less piston obstruction. A small valve angle can effectively reduce the cylinder head combustion chamber volume.

[0127] Furthermore, low fuel consumption means that the energy produced after combustion is used to do more work. The greater the isochoricity of combustion, the greater the maximum explosion pressure, and the higher the reliability requirements for the cylinder head. The pressure and heat load between the bottom holes of the intake and exhaust seat rings and the spark plug mounting holes are relatively large, so sufficient wall thickness is required for support. To improve thermal efficiency and reduce fuel consumption, a deep Miller cycle with a smaller actual compression ratio can be used. This cycle has a "slender and tall" valve profile, which exerts a greater impact force on the seat ring. However, the thicker the seat ring, the smaller the valve, which is detrimental to power. Therefore, the seat ring thickness should be kept as small as possible while ensuring reliability. When fuel consumption is low, more energy is converted into useful work, and less energy is discharged, resulting in lower exhaust temperature and fewer unburned hydrocarbons during the exhaust process. Hydrocarbons tend to be generated in narrow gaps that the flame does not reach, and the side clearance is a relatively small gap in the combustion chamber. Therefore, the height of the fire land can be controlled to reduce the gaps. If the piston valve relief recess is too deep, oil will easily accumulate, leading to high concentrations of PN and unburned HC in engine emissions. Therefore, the depth of the piston valve relief recess needs to be controlled.

[0128] To ensure reliability, since the valve and piston do not move upwards or downwards simultaneously, a minimum distance exists during their movement. Therefore, the position of the minimum valve-piston distance can be calculated based on parameters such as valve profile, variable valve timing system operating angles, crankshaft and connecting rod lengths, and a sufficient safety margin can be provided. Different intake and exhaust valve angles result in different movement paths, allowing for restrictions on the minimum distance during movement. Limitations can also be imposed on piston head temperature, piston escape groove and piston ring wall thickness, minimum cylinder head spacing, intake manifold and water jacket wall thickness, and the minimum valve spacing during movement.

[0129] Based on the above considerations regarding the skeleton boundaries, the combustion system skeleton is designed. Figure 5 This is a flowchart of a skeleton definition process according to an embodiment of the present invention, such as... Figure 5 As shown, the process may include the following steps:

[0130] Step S501: Filter the cylinder head volume range.

[0131] In this embodiment, a simplified model volume map (MAP) of the cylinder head combustion chamber under different cylinder head angles and heights is first created based on the cylinder diameter. Then, based on the displacement and maximum compression ratio, and referring to the cylinder head combustion chamber volume ratio of previous engine models, the formula is used... In this context, Vh represents the engine's total displacement, S represents the stroke, CR represents the compression ratio, and a represents the cylinder head volume percentage. The cylinder head combustion chamber volume range is then selected from the volume MAP chart to meet the specified criteria.

[0132] Step S502: Define the valve angle range.

[0133] In this embodiment, to ensure that the intake and exhaust cams do not interfere with each other, the intake angle + exhaust angle can be set to ≥30°. To ensure initial tumble, the difference between the intake and exhaust angles can be set to ≤4°, thus the minimum intake and exhaust angles must not be less than 13°.

[0134] Step S503: Perform a round of screening on the skeleton structure.

[0135] In this embodiment, based on the structural boundaries considered above, an initial model can be established using Creo. The model is established based on the following parameters: minimum seat ring thickness, minimum wall thickness between seat ring and spark plug, minimum wall thickness between seat rings, minimum seat ring height, minimum distance between seat ring and cylinder head, dynamic variation of valve rest depth with the valve angle, and the minimum diameter of the intake / exhaust sealing surfaces set empirically. Using valve angle, cylinder head height, and spark plug eccentricity as variables, a first round of screening is conducted to determine whether the valve rest depth and the distance between the valve rest and the cylinder head ring meet the requirements.

[0136] Optionally, after one round of screening of the skeleton structure, a skeleton model set can be obtained, and the models in the skeleton model set meet the preliminary requirements.

[0137] Step S504: Perform a second round of screening on the skeleton structure.

[0138] Within the range of valve angles and cylinder head height selected in the first round of screening, additional screening dimensions were added, including the minimum distance between the valve and cylinder barrel during valve movement, the position of the intake and exhaust manifold guide surfaces, the wall thickness between the intake manifold and the water jacket, and the minimum distance between the valves during valve movement. Using Creo's optimal solution function, the cylinder head combustion chamber volume was minimized through design constraints and variables. Several frame schemes were ultimately derived, completing the second round of frame structure screening.

[0139] Optionally, design constraints include requirements for the wall thickness between the intake / exhaust seat rings, the wall thickness between the bottom hole of the intake / exhaust seat ring and the spark plug mounting hole, the minimum distance between the intake / exhaust valves and the cylinder barrel during movement, the distance between the intake / exhaust valve relief pit and the first ring, the position and distance of the intake side tumble flow relative to the exhaust bottom surface, the minimum distance during the movement of the intake and exhaust valves, and the wall thickness between the intake manifold and the water jacket.

[0140] Optionally, design variables include the intake / exhaust valve angle, intake / exhaust canopy height, spark plug eccentricity to the exhaust side, and diameter at the intake / exhaust sealing surface.

[0141] Step S505: Determine the final skeleton structure.

[0142] In this embodiment, the combustion system skeleton structure can be finally determined based on the shape of the intake and exhaust flow guide surface.

[0143] In this embodiment of the invention, during the determination of the combustion system skeleton scheme, a simplified model volume map (MAP) of the cylinder head combustion chamber under different roof angles and heights is created using the cylinder diameter. Based on the displacement and maximum compression ratio, and referring to the cylinder head combustion chamber volume ratio of previous models, the formula is used... The cylinder head combustion chamber volume range that meets the conditions is selected from the volume MAP diagram. Based on the defined valve angle range and considering the boundaries of each structure, an initial model is built using Creo to perform the first round of selection of the skeleton structure. Within the range of valve angle and top height selected in the first round, the selection dimension is increased. Using Creo's optimal solution function, the cylinder head combustion chamber volume is minimized through design constraints and design variables, resulting in several skeleton schemes and completing the second round of selection of the skeleton structure. Based on the shape of the intake and exhaust flow guide surface, the combustion system skeleton scheme can be finally determined to improve the technical effect of determining the combustion system skeleton and solve the technical problem of low accuracy in determining the combustion system skeleton.

[0144] Figure 6 This is a schematic diagram of valve angle and roof height according to an embodiment of the present invention, as shown below. Figure 6 As shown, the cylinder head height typically refers to the top of the combustion chamber, that is, the distance between the highest point of the combustion chamber section of the cylinder head and the piston crown plane. For example... Figure 6 As shown, a vertical distance is marked to describe the shape and volume of the combustion chamber. The roof height affects the turbulent kinetic energy during combustion; an excessively high roof height may reduce combustion efficiency, while an excessively low roof height may affect the combustion chamber volume and valve movement space. The valve angle represents the angle between the intake and exhaust valves, and its design significantly impacts engine intake efficiency and tumble intensity. A smaller valve angle reduces combustion chamber volume, helping to improve combustion efficiency, but may affect valve layout and airflow. A larger valve angle improves airflow but may increase combustion chamber volume, which is detrimental to improving thermal efficiency.

[0145] Figure 7 This is a schematic diagram of an intake and exhaust tumble guide surface according to an embodiment of the present invention, as shown below. Figure 7 As shown, the tumble guide surface between the intake and exhaust chambers is a crucial part of engine combustion chamber design. It guides and maintains the tumble generated during the intake process until the compression and combustion stages, promoting better combustion. Tumble is a rotating airflow formed within the combustion chamber that increases the turbulence of the air-fuel mixture, accelerates flame propagation, helps suppress knock, and improves combustion efficiency and engine performance. Based on the shape of the intake and exhaust guide surface, the final combustion system framework design can be determined.

[0146] Figure 8 This is a schematic diagram of the cylinder head combustion chamber volume according to an embodiment of the present invention, such as... Figure 8As shown, a simplified model volume map (MAP) of the cylinder head combustion chamber can be generated based on a cylinder diameter of 72.5mm with different roof angles and heights.

[0147] Figure 9 This is a schematic diagram of a selected cylinder head combustion chamber volume zone according to an embodiment of the present invention, as shown below. Figure 9 As shown, based on a 1.5L 4-cylinder engine with a maximum compression ratio of CR14, and referring to the cylinder head combustion chamber volume ratio of previous models being 0.65-0.97, the formula is used... The cylinder head combustion chamber volume bands that meet the criteria can be selected from the volume MAP chart.

[0148] Figure 10 This is a top view of an initial skeleton model according to an embodiment of the present invention, such as... Figure 10 As shown, this is a top view of the initial skeleton model based on the following: minimum thickness of 0.75mm at the intake seat sealing surface, minimum thickness of 0.8mm at the exhaust seat sealing surface, minimum wall thickness between the bottom hole of the intake seat and the spark plug mounting hole of 3mm, minimum wall thickness between the bottom hole of the exhaust seat and the spark plug mounting hole of 4mm, minimum wall thickness between intake seats of 4.9mm, minimum wall thickness between exhaust seats of 7.6mm, minimum intake / exhaust seat height of 4.7mm, minimum distance between the seat and cylinder head blank of 0.5mm, valve relief recess depth dynamically changing with the included angle, and minimum intake sealing surface diameter of 25.2mm and minimum exhaust sealing surface diameter of 22.4mm set based on experience.

[0149] Figure 11 This is a front view of an initial skeleton model according to an embodiment of the present invention, such as... Figure 11 As shown, this is the front view of the initial skeleton model established based on the following: minimum thickness of 0.75mm at the intake seat sealing surface, minimum thickness of 0.8mm at the exhaust seat sealing surface, minimum wall thickness of 3mm between the bottom hole of the intake seat and the spark plug mounting hole, minimum wall thickness of 4mm between the bottom hole of the exhaust seat and the spark plug mounting hole, minimum wall thickness of 4.9mm between intake seats, minimum wall thickness of 7.6mm between exhaust seats, minimum intake / exhaust seat height of 4.7mm, minimum distance between the seat and cylinder head blank of 0.5mm, valve relief recess depth dynamically changing with the included angle, and minimum intake sealing surface diameter of 25.2mm and minimum exhaust sealing surface diameter of 22.4mm set based on experience.

[0150] Based on the selected cylinder head volume range and the valve angle not less than 13° as discussed above, the range of intake / exhaust valve angle variation is 13-36°, and the range of intake / exhaust valve top height variation is -6-5mm. Then, based on experience and benchmarking, and with the spark plug eccentricity on the exhaust side added as a variable of 0-2mm, and the spark plug eccentricity in 0.5mm increments, the first round of screening is conducted to check whether the valve relief pit depth is ≤3mm and whether the valve relief pit distance from the first ring is ≥3mm.

[0151] Figure 12(a) is a schematic diagram of a round of screening results when the spark plug is offset from the exhaust side by 0mm according to an embodiment of the present invention. When the spark plug is offset from the exhaust side by 0mm, as shown in Figure 12(a), the intake height H = 0.75mm-1.75mm and the angle angle = 13°-15.5°.

[0152] Figure 12(b) is a schematic diagram of the exhaust screening results when the spark plug is offset from the exhaust side by 0mm according to an embodiment of the present invention. When the spark plug is offset from the exhaust side by 0mm, as shown in Figure 12(b), the exhaust height H = -3mm-0mm and the angle angle = 13°-27.5°.

[0153] Figure 13(a) is a schematic diagram of a round of screening results when the spark plug is offset from the exhaust side by 0.5 mm according to an embodiment of the present invention. When the spark plug is offset from the exhaust side by 0.5 mm, as shown in Figure 13(a), the intake height H = 0.2 mm - 1.7 mm and the angle angle = 13° - 17.5°.

[0154] Figure 13(b) is a schematic diagram of the exhaust screening results when the spark plug is offset from the exhaust side by 0.5 mm according to an embodiment of the present invention. When the spark plug is offset from the exhaust side by 0.5 mm, as shown in Figure 13(b), the exhaust height H = -3.1 mm - 0.9 mm and the angle angle = 13° - 27.5°.

[0155] Figure 14(a) is a schematic diagram of the intake screening results when the spark plug is offset 1 mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset 1 mm from the exhaust side, as shown in Figure 14(a), the intake height H = -0.6 mm - 1.7 mm and the angle angle = 13° - 19.5°.

[0156] Figure 14(b) is a schematic diagram of the exhaust screening results when the spark plug is offset 1 mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset 1 mm from the exhaust side, as shown in Figure 14(b), the exhaust height H = -2.7 mm - 0.8 mm and the angle angle = 13° - 26°.

[0157] Figure 15(a) is a schematic diagram of a round of screening results when the spark plug is offset 1.5mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset 1.5mm from the exhaust side, as shown in Figure 15(a), the intake height H = -1.3mm-1.7mm and the angle angle = 13°-21.5°.

[0158] Figure 15(b) is a schematic diagram of the exhaust screening results when the spark plug is offset by 1.5mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset by 1.5mm from the exhaust side, as shown in Figure 15(b), the exhaust height H = -2.3mm-1mm and the angle angle = 13°-24.5°.

[0159] Figure 16(a) is a schematic diagram of a round of screening results when the spark plug is offset 2mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset 2mm from the exhaust side, as shown in Figure 16(a), the intake height H = -1.7mm-1.7mm and the angle angle = 13°-23°.

[0160] Figure 16(b) is a schematic diagram of the exhaust screening results when the spark plug is offset 2mm from the exhaust side according to an embodiment of the present invention. When the spark plug is offset 2mm from the exhaust side, as shown in Figure 16(b), the exhaust height H = -1.7mm-1mm and the angle angle = 13°-23°.

[0161] Figure 17(a) is a schematic diagram of the calculation process of a final skeleton model according to an embodiment of the present invention. As shown in Figure 17(a), an initial skeleton model is established using Creo. Through design constraints and design variables, the cylinder head combustion chamber volume can be minimized. For example, the thickness of the wall between the intake / exhaust seat rings in the design constraints, and the range of variation of the intake valve angle in the design variables, can minimize the cylinder head combustion chamber volume.

[0162] Figure 17(b) is a schematic diagram of the calculation results of a final skeleton model according to an embodiment of the present invention. As shown in Figure 17(b), by using Creo's optimal solution function and clicking "Calculate" in Figure 17(a), an optimization target convergence diagram can be generated.

[0163] Figure 18(a) is a front view of the initial skeleton model of Scheme 1 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(a), it is the front view of the initial skeleton model of Scheme 1 with an intake angle of 17.5°, an exhaust angle of 18.5°, an intake sealing surface diameter of 25.2 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of 0.24 mm, an exhaust roof height of 0.5 mm, a spark plug eccentricity of 1.2 mm, and a cylinder head volume of 26.98 ml.

[0164] Figure 18(b) is a top view of the initial skeleton model of Scheme 1 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(b), it is a top view of the initial skeleton model of Scheme 1 with an intake angle of 17.5°, an exhaust angle of 18.5°, an intake sealing surface diameter of 25.2 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of 0.24 mm, an exhaust roof height of 0.5 mm, a spark plug eccentricity of 1.2 mm, and a cylinder head volume of 26.98 ml.

[0165] Figure 18(c) is a front view of the initial skeleton model of Scheme 2 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(c), it is the front view of the initial skeleton model of Scheme 2 with an intake angle of 19°, an exhaust angle of 22.3°, an intake sealing surface diameter of 25.6 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of -0.17 mm, an exhaust roof height of -1 mm, a spark plug eccentricity of 1.6 mm, and a cylinder head volume of 26.71 ml.

[0166] Figure 18(d) is a top view of the initial skeleton model of Scheme 2 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(d), it is a top view of the initial skeleton model of Scheme 2 with an intake angle of 19°, an exhaust angle of 22.3°, an intake sealing surface diameter of 25.6 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of -0.17 mm, an exhaust roof height of -1 mm, a spark plug eccentricity of 1.6 mm, and a cylinder head volume of 26.71 ml.

[0167] Figure 18(e) is a front view of the initial skeleton model of Scheme 3 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(e), it is the front view of the initial skeleton model of Scheme 3 with an intake angle of 20°, an exhaust angle of 25°, an intake sealing surface diameter of 26mm, an exhaust sealing surface diameter of 22.4mm, an intake roof height of -0.47mm, an exhaust roof height of -2mm, a spark plug eccentricity of 1.96mm, and a cylinder head volume of 26.92ml.

[0168] Figure 18(f) is a top view of the initial skeleton model of Scheme 3 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(f), it is a top view of the initial skeleton model of Scheme 3 with an intake angle of 20°, an exhaust angle of 25°, an intake sealing surface diameter of 26mm, an exhaust sealing surface diameter of 22.4mm, an intake roof height of -0.47mm, an exhaust roof height of -2mm, a spark plug eccentricity of 1.96mm, and a cylinder head volume of 26.92ml.

[0169] Figure 18(g) is a front view of the initial skeleton model of Scheme 4 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(g), it is the front view of the initial skeleton model of Scheme 4 with an intake angle of 21.7°, an exhaust angle of 27.4°, an intake sealing surface diameter of 26.2 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of -0.77 mm, an exhaust roof height of -2.97 mm, a spark plug eccentricity of 2 mm, and a cylinder head volume of 26.82 ml.

[0170] Figure 18(h) is a top view of the initial skeleton model of Scheme 4 in the second round of screening results according to an embodiment of the present invention. As shown in Figure 18(h), it is a top view of the initial skeleton model of Scheme 4 with an intake angle of 21.7°, an exhaust angle of 27.4°, an intake sealing surface diameter of 26.2 mm, an exhaust sealing surface diameter of 22.4 mm, an intake roof height of -0.77 mm, an exhaust roof height of -2.97 mm, a spark plug eccentricity of 2 mm, and a cylinder head volume of 26.82 ml.

[0171] In this embodiment of the invention, within the range of valve angle and cylinder head height selected in the first round, additional screening dimensions are added. The minimum distance between the valve and cylinder barrel during valve movement is 0.9 mm, and the guide surface extending from the intake sealing surface intersects the exhaust bottom surface. This prevents situations where poor exhaust angle matching leads to exhaust valve obstruction or insufficient utilization of tumble flow. The wall thickness between the intake manifold and water jacket is ≥3.5 mm, and the minimum distance between valves during movement is ≥2 mm. Using Creo's optimal solution function, the cylinder head combustion chamber volume is minimized through design constraints and design variables. Design constraints include: wall thickness between the bottom hole of the intake seat ring and the spark plug mounting hole ≥3 mm, wall thickness between the bottom hole of the exhaust seat ring and the spark plug mounting hole ≥4 mm, wall thickness between intake seat rings ≥4.9 mm, wall thickness between exhaust seat rings ≥7.6 mm, minimum distance between the intake / exhaust valves and cylinder barrel during movement ≥0.9 mm, distance between the intake / exhaust valve relief pit and the first ring ≥3 mm, and the intersection of the guide surface extending from the intake sealing surface and the exhaust valve relative to the bottom coordinate system of the exhaust valve Z=0. The minimum distance between the intake and exhaust valves during operation is ≥2mm, and the wall thickness between the intake manifold and the water jacket is ≥3.5mm. Based on the results of the first round of frame selection, the design variables include the intake valve angle variation range of 13°-23°, the exhaust valve angle variation range of 13°-27.5°, the intake manifold height variation range of -1.7mm-1.7mm, the exhaust manifold height variation range of -3.1mm-0mm, the spark plug eccentricity on the exhaust side of 0mm-2mm, the intake sealing surface diameter of 20mm-40mm, and the minimum exhaust sealing surface diameter of 20mm-40mm. Four schemes were selected through the second round of frame selection. Scheme 1 was chosen because it had the best guide surface shape.

[0172] According to embodiments of the present invention, a device for determining the framework of a combustion system in an engine is also provided. It should be noted that this device for determining the framework of a combustion system in an engine can be used to execute the method for determining the framework of a combustion system in an engine described in the above embodiments.

[0173] Figure 19 This is a schematic diagram of a frame-determining device for a combustion system in an engine according to an embodiment of the present invention. Figure 19 As shown, the device 1900 may include: a first determining unit 1901, a first filtering unit 1902, a second filtering unit 1903, and a second determining unit 1904.

[0174] The first determining unit 1901 is used to acquire the volume image of the cylinder head combustion chamber in the combustion system of the engine, and determine the initial skeleton model set of the combustion system based on the volume image. The volume image is used to represent the change of the volume of the cylinder head combustion chamber under different roof angles and different roof heights. Different volumes correspond to different initial skeleton models in the initial skeleton model set.

[0175] The first screening unit 1902 is used to screen the initial skeleton model set based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model to obtain the first screening result, wherein the first screening result is the initial skeleton model whose first attribute information satisfies the first attribute information threshold.

[0176] The second screening unit 1903 is used to screen the first screening result based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result to obtain the second screening result, wherein the second screening result is the first screening result in which the second attribute information meets the threshold of the second attribute information.

[0177] The second determining unit 1904 is used to determine the target skeleton model of the combustion system from the second screening results based on the shape of the guide surface in the combustion system.

[0178] Optionally, the first determining unit 1901 may include: a first screening module for screening out the volume band of the cylinder head combustion chamber from the volume image; and a first determining module for determining an initial skeleton model set based on the volume band.

[0179] Optionally, the first screening unit 1902 may include: an acquisition module for acquiring the angle range of the intake angle and exhaust angle of the engine, and the eccentricity range of the spark plug in the combustion system; a second determination module for determining the angle variation range of the intake angle and exhaust angle, and the roof height variation range based on the angle range; and a first screening module for screening the initial skeleton model based on the angle variation range, the roof height variation range, and the eccentricity range to obtain the first screening result.

[0180] Optionally, the second screening unit 1903 may include: filtering the first screening result based on the constraints and variable information set by the second attribute information to obtain the second screening result, so that the volume of the cylinder head combustion chamber is less than the volume threshold.

[0181] In this embodiment of the invention, a first determining unit 1901 acquires a volume image of the cylinder head combustion chamber in the engine's combustion system and determines an initial skeleton model set of the combustion system based on the volume image. The volume image represents the change in the volume of the cylinder head combustion chamber under different roof angles and different roof heights, with different volumes corresponding to different initial skeleton models in the initial skeleton model set. A first filtering unit 1902 filters the initial skeleton model set based on the first attribute information of the valve avoidance pit in the initial skeleton model to obtain a first filtering result. The first filtering result consists of initial skeleton models whose first attribute information meets a first attribute information threshold. A second filtering unit 1903 filters the first filtering result based on the second attribute information of both the intake and exhaust systems of the combustion system in the first filtering result to obtain a second filtering result. The second filtering result consists of first filtering results whose second attribute information meets a second attribute information threshold. A second determining unit 1904 determines the target skeleton model of the combustion system from the second filtering result based on the shape of the guide surface in the combustion system. This solves the technical problem of low accuracy in determining the skeleton of the combustion system and achieves the technical effect of improving the accuracy of determining the skeleton of the combustion system.

[0182] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the method for determining the skeleton of the combustion system in the engine as described in the above embodiments.

[0183] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the method for determining the skeleton of the combustion system in the engine as described in the above embodiments.

[0184] Embodiments of this application also provide a computer program product. Optionally, in this embodiment, the computer program product may include a computer program that, when executed by a processor, implements the method for determining the skeleton of the combustion system in an engine according to the embodiments of this application.

[0185] According to an embodiment of the present invention, a vehicle is also provided for performing the method for determining the skeleton of the combustion system in the engine according to an embodiment of the present invention.

[0186] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0187] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0188] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0189] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0190] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0191] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for determining the framework of a combustion system in an engine, characterized in that, include: The volume image of the cylinder head combustion chamber in the combustion system of the engine is obtained, and the initial skeleton model set of the combustion system is determined based on the volume image. The volume image is used to represent the change of the volume of the cylinder head combustion chamber under different roof angles and different roof heights. Different volumes correspond to different initial skeleton models in the initial skeleton model set. Based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model, the initial skeleton model set is filtered to obtain a first filtering result, wherein the first filtering result is the initial skeleton model whose first attribute information satisfies the first attribute information threshold. Based on the second attribute information of the intake system and exhaust system of the combustion system in the first screening result, the first screening result is filtered to obtain a second screening result, wherein the second screening result is the first screening result in which the second attribute information satisfies the second attribute information threshold; Based on the shape of the guide surface in the combustion system, the target skeleton model of the combustion system is determined from the second screening results.

2. The method according to claim 1, characterized in that, The initial skeleton model set of the combustion system is determined based on the volumetric image, including: The volume band of the cylinder head combustion chamber is selected from the volume image, wherein the volume band is used to represent the volume range that meets the displacement and compression ratio requirements; Based on the volume band, the initial skeleton model set is determined.

3. The method according to claim 2, characterized in that, The intake system includes an intake seat ring, and the exhaust system includes an exhaust seat ring. The process of selecting the volume band of the cylinder head combustion chamber from the volumetric image includes: Based on the volume ratio of the cylinder head combustion chamber and the compression ratio and stroke of the engine, the volume band is selected from the volume image; Based on the volume band, the initial skeleton model set is determined, including: Based on the volume in the volume band, the seat attributes corresponding to the intake seat and the exhaust seat respectively, and the depth variation of the valve relief pit, the initial skeleton model set is determined. The seat attributes include at least the sealing surface thickness of the intake seat or the exhaust seat, the thickness of the wall between the bottom hole of the intake seat or the exhaust seat and the spark plug mounting hole in the combustion system, the wall thickness of the intake seat or the exhaust seat, and the height of the intake seat or the exhaust seat.

4. The method according to claim 1, characterized in that, Based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model, the initial skeleton model set is filtered to obtain a first filtering result, including: Obtain the range of the intake and exhaust angles of the engine, as well as the eccentricity range of the spark plugs in the combustion system; Based on the aforementioned angle range, determine the range of variation of the intake angle and the exhaust angle, as well as the range of variation of the roof height; Based on the range of angle variation, the range of roof height variation, and the range of eccentricity, the initial skeleton model is screened to obtain the first screening result.

5. The method according to claim 4, characterized in that, The first attribute information includes the depth information of the valve avoidance pit and the distance information between the valve avoidance pit and the first air ring of the engine. The first attribute information threshold includes a depth information threshold and a distance information threshold. The initial skeleton model is filtered based on the included angle variation range, the roof height variation range, and the eccentricity range to obtain the first filtering result, including: Using the range of angle variation, the range of roof height variation, and the range of eccentricity as variables, the initial skeleton model is filtered based on whether the depth information is less than or equal to the depth information threshold and whether the distance information is greater than or equal to the distance information threshold, to obtain the first filtering result.

6. The method according to claim 1, characterized in that, Based on the second attribute information of the intake and exhaust systems of the combustion system in the first screening result, the first screening result is further filtered to obtain a second screening result, including: Based on the constraints and variable information set by the second attribute information, the first filtering result is filtered to obtain the second filtering result, so that the volume of the cylinder head combustion chamber is less than the volume threshold.

7. The method according to claim 6, characterized in that, The intake system includes an intake seat ring, an intake valve, and an intake manifold. The exhaust system includes an exhaust seat ring and an exhaust valve. The constraints include at least the wall thickness of the intake seat ring, the wall thickness of the exhaust seat ring, the distance between the intake valve and the cylinder of the engine when the intake valve is in motion, the distance between the exhaust valve and the cylinder when the exhaust valve is in motion, and the wall thickness between the intake manifold and the water jacket of the engine. The variable information includes at least the included angle of the intake valve, the included angle of the exhaust valve, the sealing surface diameter of the intake seat ring, and the sealing surface diameter of the exhaust seat ring.

8. A device for determining the skeleton of a combustion system in an engine, characterized in that, include: The first determining unit is used to acquire a volume image of the cylinder head combustion chamber in the combustion system of the engine, and determine an initial skeleton model set of the combustion system based on the volume image. The volume image is used to represent the change in the volume of the cylinder head combustion chamber under different roof angles and different roof heights, and different volumes correspond to different initial skeleton models in the initial skeleton model set. The first filtering unit is used to filter the initial skeleton model set based on the first attribute information of the valve avoidance pit of the combustion system in the initial skeleton model to obtain a first filtering result, wherein the first filtering result is the initial skeleton model whose first attribute information satisfies the first attribute information threshold. The second filtering unit is used to filter the first filtering result based on the second attribute information of the intake system and exhaust system of the combustion system in the first filtering result to obtain a second filtering result, wherein the second filtering result is the first filtering result in which the second attribute information satisfies the second attribute information threshold; The second determining unit is used to determine the target skeleton model of the combustion system from the second screening results based on the shape of the guide surface in the combustion system.

9. A processor, characterized in that, The processor is used to run a program, wherein the program, when run by the processor, executes the method for determining the skeleton of the combustion system in the engine according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the method for determining the skeleton of the combustion system in an engine as described in any one of claims 1 to 7.

11. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method for determining the skeleton of the combustion system in an engine according to any one of claims 1 to 7.

12. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the method for determining the skeleton of the combustion system in an engine according to any one of claims 1 to 7.

13. A vehicle, characterized in that, The method for determining the skeleton of the combustion system in an engine as described in any one of claims 1 to 7.

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