Engine with combustion system and vehicle

Abstract

The invention provides an engine with a combustion system and a vehicle. The combustor specifically comprises a combustion chamber, an air channel assembly and an oil nozzle, the combustion chamber comprises a combustion chamber body, a plurality of concave pit structures and a plurality of convex structures are formed on the combustion chamber body, and the concave pit structures are arranged in the circumferential direction of the convex structures at intervals; the air channel assembly extends to the bottom face of the cylinder cover from the cylinder body, and the oil nozzle is arranged on the bottom face of the cylinder cover. The outer side wall of each pit structure sequentially comprises a lip composition section and a side wall composition section from the opening side of the pit structure to the bottom of the pit structure along the section molded line in the vertical direction, and the lip composition section extends towards the bottom of the pit structure from the opening side of the pit structure in the vertical direction; and the distance between the lip composition section and the geometric center line of the convex structure in the vertical direction is gradually reduced downwards in the vertical direction. The problems that in the prior art, under the small-load working condition, a hybrid power engine is low in combustion efficiency, poor in heat efficiency and high in nitrogen oxide emission are solved.

Description

Technical Field

[0001] The present invention relates to the field of energy conservation and emission reduction of hybrid power combustion systems, and in particular to an engine and a vehicle having a combustion system. Background Art

[0002] Diesel engines play a vital role in hybrid systems, especially in the era of pursuing efficient combustion and low emissions. However, existing diesel engine combustion systems still have limitations in some aspects.

[0003] Patent document 1 (CN217481386U) discloses a diesel engine combustion chamber, a diesel engine and a car, which relate to the field of automobile technology, and in particular to a diesel engine combustion chamber, a diesel engine and a car, wherein the diesel engine combustion chamber includes a lip, which is provided at the opening of the combustion chamber along the circumference of the combustion chamber; a boss, which is provided protrudingly in the middle of the bottom surface of the combustion chamber; a pit, which is provided at the bottom surface of the combustion chamber along the circumference of the boss; a first arc surface, which is provided on the side of the combustion chamber, and the surface of the pit and the surface of the lip are transitionally connected through the first arc surface; and a second arc surface, which is provided on the bottom surface of the combustion chamber, and the surface of the pit and the surface of the boss are transitionally connected through the second arc surface. Although the traditional combustion chamber design can promote the effective mixing of fuel vapor and air through the boss and the pit connected by large arc surfaces, this design may sacrifice fuel economy and flexibility in nitrogen oxide emission control while improving combustion efficiency.

[0004] Patent document 2 (CN204783248U) discloses a low-compression ratio automotive diesel engine, comprising a two-stage turbocharger, a plurality of cylinders and a low-pressure exhaust gas recirculation system, wherein the two ends of the cylinder are connected to an intake manifold and an exhaust manifold, the two-stage turbocharger comprises high- and low-pressure stage turbochargers connected in series, the high- and low-pressure stage turbochargers are both connected to the intake and exhaust manifolds, a bypass valve is provided on the pipe connecting the low-pressure stage turbocharger to the intake and exhaust manifolds, a cooler is provided between the intake manifold and the two-stage turbocharger, the rear end of the two-stage turbocharger is also connected to an exhaust gas treatment mechanism, and the low-pressure exhaust gas recirculation system is provided between the rear end of the exhaust gas treatment mechanism and the intake end of the two-stage turbocharger. However, the low compression ratio of this design limits the potential for improving thermal efficiency, especially under the low-load condition of the hybrid engine, its combustion efficiency and thermal efficiency performance are poor.

[0005] Patent document 3 (CN215890230U) discloses a combustion system for a vortex diesel engine, comprising a cylinder, a piston and a cylinder head, wherein the piston is arranged in the cylinder, the cylinder head is mounted on the cylinder, an injector is arranged on the cylinder head, an insert is arranged on the cylinder head, the insert has a recess, a vortex chamber is formed between the insert and the cylinder head, the injector extends into the vortex chamber from above, and an air flow channel is provided at the bottom of the insert to connect the vortex chamber with the combustion chamber above the piston. This combustion system improves the speed and uniformity of oil and gas mixing, improves the starting performance of the vortex combustion chamber, makes the diesel engine easy to start, and has a soft sound, sufficient combustion and environmentally friendly emissions. However, the vortex chamber structure cannot always effectively cope with the low-load operating conditions unique to hybrid engines, especially in terms of heat release rate control and combustion efficiency improvement in the mid-combustion period.

[0006] For the above problems, no effective solution has been proposed yet. Summary of the Invention

[0007] The main purpose of the present invention is to provide an engine and a vehicle with a combustion system to solve the problems of low combustion efficiency, poor thermal efficiency and high nitrogen oxide emissions of hybrid engines in the prior art under low load conditions.

[0008] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, an engine with a combustion system is provided, comprising: a combustion chamber, the combustion chamber comprising: a combustion chamber body, a plurality of pit structures and protrusion structures formed on the combustion chamber body, the plurality of pit structures being arranged at intervals along the circumference of the protrusion structure; an air duct assembly, the air duct assembly extending from the cylinder block to the bottom surface of the cylinder head, the air duct assembly being connected to the bottom surface of the cylinder head; a fuel injector, the fuel injector being arranged on the bottom surface of the cylinder head, at least part of the fuel injector being located in the combustion chamber; wherein the outer wall of each pit structure comprises a lip component section and a side wall component section in sequence along the vertical cross-sectional profile line from the opening side of the pit structure to the bottom of the pit structure, the lip component section extending from the opening side of the pit structure along the vertical direction toward the bottom of the pit structure, and the distance between the lip component section and the vertical geometric center line of the protrusion structure is gradually reduced downward along the vertical direction.

[0009] Furthermore, the distance between the side wall component segment and the vertical geometric center line of the protruding structure is gradually increased by a preset distance and then gradually decreased downward along the vertical direction.

[0010] Furthermore, the profile of the side wall segment is an arc structure, and / or the profile of the lip segment is at least partially a straight line segment, and / or the connection between the lip segment and the side wall segment is an arc transition.

[0011] Furthermore, the cross-sectional profile of the protrusion structure along the vertical direction includes two straight segments and an arc segment connecting the two straight segments, one end of each straight segment is connected to the bottom of the pit structure, and the other end of each straight segment is connected to the arc segment.

[0012] Furthermore, the angle formed by the extension lines of the two straight line segments is θ1, wherein the range of θ1 is 120 to 130°, and / or the angle formed by the straight line segment of the lip component segment and the horizontal line at the opening of the combustion chamber body is θ2, wherein the range of θ2 is 28 to 40°.

[0013] Furthermore, the height from the starting point of the arc of the side wall component segment to the opening of the combustion chamber body is H1, wherein the range of H1 is 5.0~10.0mm, the height from the bottom end of the side wall component segment to the opening of the combustion chamber body is H2, wherein the range of H2 is 14.0~17.0mm, and the range of H1 / H2 is 0.3~0.5, and / or, the distance between the starting points of the arc of the side wall component segment is D1, and the range of D1 is 55~66mm, and the distance between the farthest points of the vertical geometric center line of the side wall component segment from the protruding structure is D2, wherein the range of D2 is 56~68mm, and the range of D1 / D2 is 0.97~0.99.

[0014] Furthermore, the engine also includes: an air duct component consisting of a tangential air duct and a spiral air duct, an intake swirl ratio of the air duct component is 1.5 to 2.0; and an injection cone angle range of the fuel injector is 150° to 156°.

[0015] Furthermore, a sealing structure is provided at the opening of the combustion chamber. The sealing structure is composed of the bottom surface of the cylinder head, the top plane of the piston and the cylinder gasket. There is an accommodating space in the sealing structure, wherein an avoidance structure is provided on the top plane of the piston.

[0016] Furthermore, the compression ratio of the engine is: the engine displacement, the volume of the combustion chamber and the volume of the accommodating space divided by the volume of the combustion chamber and the volume of the accommodating space, wherein the compression ratio ranges from 24 to 25.

[0017] According to another aspect of the present invention, a vehicle is provided, comprising an engine having a combustion system, wherein the engine is any one of the above-mentioned engines.

[0018] By applying the technical solution of the present invention, by designing specific pit structures and protrusion structures inside the combustion chamber, and by controlling the pressure distribution and vortex intensity inside the combustion chamber, the stability of combustion is improved, especially when the engine is in a dynamic load change, the continuity and effectiveness of the combustion process can be maintained. The cross-section of the outer wall of each pit structure along the vertical direction is composed of a lip component section and a side wall component section. The lip component section gradually tilts from the opening side toward the bottom, and the distance from the vertical geometric center line of the protrusion structure gradually decreases. At the same time, the combination of the fuel injector and the airway assembly can promote rapid mixing of oil and gas in the early stage of combustion, and control the mixing speed in the middle stage of combustion to adapt to the requirements of different stages of the combustion process, which helps to reduce the generation of nitrogen oxides and particulate matter during the combustion process. The present application solves the problems of low combustion efficiency, poor thermal efficiency and high nitrogen oxide emissions of hybrid engines under low load conditions in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0020] Figure 1 A schematic structural diagram of an engine having a combustion system according to one embodiment of the present invention is shown;

[0021] Figure 2 A schematic structural diagram of an engine having a combustion system according to one embodiment of the present invention is shown;

[0022] Figure 3 A schematic structural diagram of an engine having a combustion system according to one embodiment of the present invention is shown;

[0023] Figure 4 A schematic structural diagram of an engine having a combustion system according to one embodiment of the present invention is shown;

[0024] Figure 5 A simulated flow diagram of an airway component according to one embodiment of the present invention is shown;

[0025] Figure 6 A simulation diagram of a combustion chamber according to one embodiment of the present invention is shown;

[0026] Figure 7 A schematic structural diagram of an engine having a combustion system according to one embodiment of the present invention is shown;

[0027] Figure 8 A schematic diagram showing the structure of an engine with a combustion system according to one embodiment of the present invention is shown.

[0028] The above drawings include the following reference numerals:

[0029] 1. Combustion chamber; 100. Combustion chamber body;

[0030] 2. Sealing structure;

[0031] 3. Airway components;

[0032] 31. Tangential airway;

[0033] 32. Spiral airway;

[0034] 4. Bottom of cylinder head;

[0035] 5. Cylinder head gasket;

[0036] 6. Piston top plane; 61. Avoidance structure;

[0037] 8. Fuel injector;

[0038] 9. Cylinder body;

[0039] 10. Lip and mouth composition segment;

[0040] 12. Straight line segment;

[0041] 13. Arc segment;

[0042] 14. Side wall component section;

[0043] 20. Pit structure. DETAILED DESCRIPTION

[0044] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0045] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0046] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0047] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0048] Combine Figures 1 to 8 As shown, according to a specific embodiment of the present application, an engine and a vehicle having a combustion system are provided.

[0049] Specifically, an engine with a combustion system includes: a combustion chamber 1, an air duct assembly 3 and a fuel injector 8, the combustion chamber 1 includes: a combustion chamber body 100, a plurality of pit structures 20 and a protrusion structure formed on the combustion chamber body 100, and the plurality of pit structures 20 are arranged at intervals along the circumference of the protrusion structure; the air duct assembly 3 extends from the cylinder body 9 to the bottom surface 4 of the cylinder head, and the air duct assembly 3 is connected to the bottom surface 4 of the cylinder head; the fuel injector 8 is arranged on the bottom surface 4 of the cylinder head, and at least part of the fuel injector 8 is located in the combustion chamber 1; wherein, the outer wall of each pit structure 20 includes a lip component section 10 and a side wall component section 14 in sequence along the vertical direction of the cross-sectional profile line from the opening side of the pit structure 20 to the bottom of the pit structure 20, the lip component section 10 extends from the opening side of the pit structure 20 along the vertical direction toward the bottom of the pit structure 20, and the distance between the lip component section 10 and the vertical geometric center line of the protrusion structure is gradually reduced downward along the vertical direction.

[0050] By applying the technical solution of the present invention, by designing specific pit structures and protrusion structures inside the combustion chamber 1, and by controlling the pressure distribution and vortex intensity inside the combustion chamber, the stability of combustion is improved, especially when the engine is in a dynamic load change, the continuity and effectiveness of the combustion process can be maintained. The cross-section of the outer wall of each pit structure 20 along the vertical direction is composed of a lip component section 10 and a side wall component section 14. The lip component section 10 gradually tilts from the opening side toward the bottom, and the distance from the vertical geometric center line of the protrusion structure gradually decreases. At the same time, the combination of the fuel injector and the airway assembly can promote rapid mixing of oil and gas in the early stage of combustion, and control the mixing speed in the middle stage of combustion to adapt to the requirements of different stages of the combustion process, which helps to reduce the generation of nitrogen oxides and particulate matter during the combustion process. The present application solves the problems of low combustion efficiency, poor thermal efficiency and high nitrogen oxide emissions of hybrid engines under low load conditions in the prior art.

[0051] Specifically, the distance between the sidewall segment 14 and the vertical geometric centerline of the raised structure is gradually increased and then gradually decreased as it moves downward in the vertical direction. By controlling the distance between the sidewall segment 14 and the geometric centerline of the raised structure, the airflow distribution within the combustion chamber can be optimized, thereby forming a more uniform fuel-air mixture during the mid-combustion period.

[0052] When the distance gradually increases in the vertical direction, the air entering the combustion chamber 1 will form a weak vortex in the side wall component section 14, which is conducive to forming a relatively stable combustion environment in the early stage of combustion. The formation of this initial vortex helps the initial atomization of the fuel and the initial contact with the air, creating favorable conditions for the subsequent combustion process. Subsequently, the distance gradually decreases, causing the vortex intensity to first weaken and then increase. At the point where the distance begins to decrease, that is, the area close to the bottom of the combustion chamber, the increase in vortex intensity can significantly improve the mixing speed and efficiency of the fuel and air, especially in the middle stage of combustion, which is a critical period for maximizing combustion efficiency and controlling emissions. Through this special sidewall design, the combustion heat release rate curve can be precisely controlled. In the early stages of combustion, the smaller vortex intensity helps to start the combustion process slowly and steadily, avoiding excessive heat release that leads to unstable combustion or the generation of high-temperature emissions. In the middle stage of combustion, the increase in vortex intensity can promote the increase in heat release rate, thereby achieving more efficient combustion. Near the bottom of the combustion chamber 1, due to the high oxygen concentration, the larger vortex intensity can promote the particulate matter generated in the late combustion stage and the incompletely burned fuel to fully contact with oxygen, accelerate their oxidation process, and help reduce harmful substances in the exhaust gas.

[0053] Specifically, if Figure 2As shown, the profile of the sidewall segment 14 is an arcuate structure, and / or the profile of the lip segment 10 is at least partially a straight segment, and / or the connection between the lip segment 10 and the sidewall segment 14 is an arcuate transition. The arcuate sidewall segment 14 and the straight lip segment 10 can form a unique airflow guide, promoting vortex motion within the combustion chamber 1, while the arcuate transition can reduce airflow turbulence within the combustion chamber 1, improving combustion stability and efficiency.

[0054] The lip section 10 is partially designed with a straight profile, which creates a relatively flat surface at the combustion chamber opening. This straight profile helps control the distribution of fuel during the initial combustion phase, preventing excessive concentration or diffusion of fuel, thereby ensuring more uniform initial mixing of fuel and air.

[0055] The curved sidewall segment 14 guides the air entering the combustion chamber into a more natural swirling motion. The curved sidewall reduces resistance to air flow while promoting circumferential air movement within the combustion chamber 1, forming a stable vortex. This stable vortex helps stratify the air and fuel, creating a more uniform mixture during combustion, thereby improving combustion efficiency and reducing emissions. Furthermore, the curved structure helps reduce noise levels within the combustion chamber by reducing turbulence generated by air flow.

[0056] The arc transition at the junction of lip segment 10 and sidewall segment 14 avoids sharp corners or sudden changes in the structure, reduces air flow resistance and turbulence, and ensures a smooth transition between fuel and air on the inner wall surface of the combustion chamber. The arc transition ensures the continuity and uniformity of air flow and avoids the formation of localized areas of excessively high or low pressure within combustion chamber 1. This is beneficial for controlling the heat release rate during combustion, improving combustion efficiency, and reducing wear and stress concentration within the combustion chamber.

[0057] Furthermore, the vertical cross-sectional profile of the raised structure includes two straight segments 12 and an arcuate segment 13 connecting the two straight segments 12. One end of each straight segment 12 is connected to the bottom of the recessed structure 20, and the other end of each straight segment 12 is connected to the arcuate segment 13. The combination of the two straight segments 12 and the arcuate segment 13 forms a stable combustion center within the combustion chamber, allowing fuel vapor to move to the oxygen-rich region. Furthermore, due to the increased space, the mixture distribution within the combustion chamber is more optimized, air utilization is improved, and combustion efficiency in the middle and late stages of combustion is enhanced, thereby improving thermal efficiency. This also allows for the rapid oxidation of particulate matter emissions generated earlier, ultimately reducing particulate emissions.

[0058] Specifically, the angle formed by the extension lines of the two straight segments 12 is θ1, where θ1 ranges from 120 to 130 degrees, and / or the angle formed by the straight segment of the lip component segment 10 and the horizontal line at the opening of the combustion chamber body 100 is θ2, where θ2 ranges from 28 to 40 degrees. The setting of the angles θ1 and θ2 is based on a large number of experiments and theoretical calculations, and is intended to achieve an efficient combustion process while taking into account the goal of reducing emissions by controlling the gas flow pattern and fuel distribution within the combustion chamber 1. Especially under the operating conditions of hybrid engines, precise control of these two angles can ensure efficient combustion under different load conditions while reducing emissions of nitrogen oxides (NOx), soot particles, etc.

[0059] It should be further explained that the opening of the combustion chamber body 100 is the piston top plane 6 .

[0060] The angle θ2 between the lip component segment 10 and the horizontal line at the combustion chamber opening is controlled to be between 28° and 40°. This design allows the injected fuel to be distributed along the inclined lip surface, which is conducive to stratified combustion of fuel and air. By adjusting this angle, the distribution of the fuel at the combustion chamber opening can be precisely controlled, making it easier for the fuel to be surrounded by air, thereby improving combustion efficiency. In hybrid engines in particular, this design can optimize combustion under low-load conditions. Even with a small amount of fuel injected, sufficient combustion can be achieved by increasing the air mixing efficiency. At the same time, the design of the θ2 angle helps control the rate of combustion heat release, avoiding premature aging of engine components due to excessive combustion.

[0061] Further, if Figure 4 As shown, the engine also includes an air passage assembly consisting of a tangential air passage 31 and a spiral air passage 32, with an intake swirl ratio of 1.5 to 2.0; and at least a portion of a fuel injector 8 located within the combustion chamber 1, with the fuel injector 8 having an injection cone angle ranging from 150° to 156°. The combination of the tangential air passage 31 and the spiral air passage 32 creates an airflow with a high swirl ratio within the combustion chamber, which promotes mixing of fuel and air and improves combustion efficiency. The large cone angle design of the fuel injector 8 ensures that the fuel injection covers a wider area within the combustion chamber, thereby improving mixing efficiency in the initial stages of combustion.

[0062] Specifically, the height from the arc start point of the sidewall component segment 14 to the opening of the combustion chamber body 100 is H1, where H1 ranges from 5.0 to 10.0 mm, the height from the bottom end of the sidewall component segment 14 to the opening of the combustion chamber body 100 is H2, where H2 ranges from 14.0 to 17.0 mm, and the ratio H1 / H2 ranges from 0.3 to 0.5; and / or the distance between the arc start points of the sidewall component segment 14 is D1, where D1 ranges from 55 to 66 mm, the distance between the farthest points of the sidewall component segment 14 from the vertical geometric centerline of the protrusion is D2, where D2 ranges from 56 to 68 mm, and the ratio D1 / D2 ranges from 0.97 to 0.99. By precisely controlling the dimensions of H1, H2, D1, and D2, the airflow distribution within the combustion chamber 1 and the coverage of the fuel injection can be optimized, thereby forming a more uniform fuel-air mixture in the early and middle stages of combustion.

[0063] In this embodiment, the height from the starting point of the arc of the side wall component segment 14 to the opening of the combustion chamber body 100 is H1, and the angle between the lip component segment 10 and the horizontal line at the opening of the combustion chamber body 100 is θ2, which promotes the separation of fuel into upper and lower parts in the combustion chamber. The design of H1, combined with the injection cone angle, can ensure that the vertical injection path of the fuel matches the inclination angle of the lip component segment 10, thereby promoting vertical stratification of the fuel in the combustion chamber.

[0064] H1 is an indicator of the location where fuel first contacts the combustion chamber sidewall segment 14 after injection. By adjusting the height of H1, the initial distribution area of the atomized fuel within the combustion chamber can be controlled, specifically the timing and location of fuel contact with the sidewall segment 14. A lower H1 value means that the fuel begins contacting the air closer to the top of the combustion chamber, favoring the formation of a thin fuel-air mixture layer and laying the foundation for stratified combustion. This allows the fuel to mix more quickly with the air in the upper combustion chamber, promoting initial combustion heat release. H2 reflects the depth of the combustion chamber and is related to the total combustion chamber volume and compression ratio. By adjusting the H2 value, the overall geometry of the combustion chamber can be controlled, influencing gas flow and fuel distribution during combustion. Compared to H1, a larger H2 value provides greater combustion chamber depth and creates stronger vortexes. However, to control the heat release rate during the early and middle stages of combustion, H2 should be appropriately reduced to avoid excessive fuel concentration in the lower region, which can lead to overheating in the later stages of combustion and increase nitrogen oxide emissions. The proper ratio of H1 and H2 ensures that the fuel mixes quickly with the air in the upper part of the combustion chamber, while gradually mixing with the air in the lower part through the vortex effect of the combustion chamber. This stratified combustion strategy improves combustion efficiency while reducing pollutant emissions in the early stages of combustion. The injection cone angle and the H1 / H2 ratio complement each other. The large cone angle injection method can better cooperate with the stratified combustion strategy, ensuring that the fuel and air in the upper layer mix and ignite quickly, forming a premixed combustion zone with a higher heat release rate, thereby improving the heat release rate in the early stage of the entire combustion process. Efficient heat release in the early stage of combustion can reduce the occurrence of incomplete combustion and reduce the generation of harmful emissions such as carbon soot and nitrogen oxides in the middle and late stages of combustion, especially nitrogen oxides, because they are usually produced in the high temperature stage of the combustion process.

[0065] The D1 / D2 ratio determines the speed at which the fuel mixes within the combustion chamber. When D1 / D2 approaches 1, the center of the vortex approaches the deepest part of the combustion chamber, forming a nearly evenly distributed mixture layer during the mid-combustion phase, improving the speed and efficiency of fuel-air mixing. Controlling the D1 / D2 ratio optimizes the application of stratified combustion strategies during the mid-combustion phase. Under hybrid-powered load conditions, fuel injection volumes during low-load operation are relatively small. Therefore, optimizing the D1 / D2 ratio allows the fuel and air in the lower portion of the combustion chamber to mix at a more appropriate rate during the mid-combustion phase, avoiding premature or slow mixing and ensuring the stability and efficiency of the combustion process.

[0066] Specifically, if Figure 3 As shown, a sealing structure 2 is provided at the opening of the combustion chamber 1. The sealing structure 2 consists of a cylinder head bottom surface 4, a piston top plane 6 and a cylinder gasket 5. There is an accommodating space in the sealing structure 2, wherein an avoidance structure 61 is provided on the piston top plane 6.

[0067] Optionally, relief structure 61 is a recessed area designed into the piston's top surface. Its primary purpose is to prevent interference with the valve (intake or exhaust) mounted on the cylinder head when the piston reaches its top dead center position. The position of relief structure 61 should match the projected position of the valve, and its size should be sufficient to accommodate the maximum swing range of the valve stem. The shape of relief structure 61 can be circular, elliptical, or other suitable geometric shapes, depending on the valve position, engine type, and combustion chamber design requirements.

[0068] Specifically, the compression ratio of the engine is: (engine displacement, volume of the combustion chamber 1 and volume of the sealing structure 2) divided by (volume of the combustion chamber 1 and volume of the sealing structure 2), wherein the compression ratio range is 24-25.

[0069] The space contained in the sealing structure 2 is actually the space formed by the cylinder head, cylinder gasket, piston top plane and avoidance structure when the piston is at the top dead center, but does not include the direct combustion space in the combustion chamber 1. The space contained in the sealing structure 2 is connected to the combustion chamber 1, but this connection is formed during the movement of the piston. When the piston moves downward, the volume of the combustion chamber 1 increases, and part of the space outside the sealing structure 2 of the combustion chamber will be connected to the combustion chamber 1, forming a volume change of the entire combustion chamber system. In the process of the piston moving upward to the top dead center, the space between the combustion chamber 1 and the sealing structure 2 outside the combustion chamber gradually shrinks until the volumes of the two merge into the minimum volume, which is where the compression process ends and combustion begins. Therefore, the space contained in the sealing structure 2 is dynamically connected with the combustion chamber 1 during the up and down movement of the piston, jointly affecting the combustion efficiency and emission characteristics.

[0070] In this embodiment, achieving an ultra-high compression ratio reduces H2, and thus oxygen content in this region, thereby controlling nitrogen oxide emissions. Furthermore, a compression ratio exceeding 24 provides high compression pressure. For hybrid engines, this not only ensures high combustion burst pressure, but also, due to the engine's unique single-operation, low-load nature, avoids reliability issues that can arise from ultra-high compression ratio operation under high-load conditions. This is the premise for hybrid engines employing ultra-high compression ratio combustion.

[0071] like Figure 5The figure shows a simulated flow diagram of the airway assembly. This technical solution adopts a design that combines a spiral airway 32 (left) and a tangential airway 31 (right). The spiral airway is mainly used to form a uniform and sufficiently strong vortex, forming a stable flow during the compression process to promote uniform mixing of the fuel injection and air in the combustion chamber. The design of the spiral intake duct causes the air entering the combustion chamber to have a rotational motion when entering, which can form a spiral vortex. The formation of the vortex helps to rotate the air around the center of the combustion chamber, thereby forming a stable rotating airflow field in the combustion chamber and providing good air distribution for the subsequent combustion process. During the compression process, the vortex formed by the spiral intake duct further promotes uniform mixing of the fuel and air during injection. When the fuel is injected into the vortex, it can be quickly surrounded by the airflow, forming layers of mixture, which is conducive to the efficient combustion process. The tangential airway introduces air into the combustion chamber in a tangential direction, which not only increases the complexity of the vortex, but also supplements the lack of vortex in certain directions of the spiral airway. The combined intake swirl ratio of the spiral air duct 32 (left) and the tangential air duct 31 (right) is 1.5 to 2.0. By controlling the swirl speed, the oil beam and air are mixed in layers. The high swirl ratio air duct design must match the geometric parameters of the combustion chamber (such as H2, D1, θ1) to ensure that the swirl can effectively promote oil and air mixing in the middle of combustion and avoid problems caused by excessive mixing.

[0072] like Figure 6 As shown, in this embodiment, the air-fuel ratio of the combustion chamber is within the range of 0.85 to 1.25 (the green area is the efficient combustion area). The upper left figure shows that there is no excessive mixing of air and fuel in the circumferential direction of the sidewall component section 14. This is achieved through the design of the combustion chamber (for example, the H1 / H2 ratio, the θ2 angle, and the injection cone angle). It prevents the fuel and air from mixing too quickly in the circumferential direction of the combustion chamber, so that an overly uniform mixture is formed at the beginning of combustion, which may lead to reduced combustion efficiency and increased emissions. By controlling the degree of mixing, different concentrations of mixture can be formed in the vertical direction of the combustion chamber, which is conducive to the application of stratified combustion strategy. The lower left and lower right figures reveal that the efficient combustion area is concentrated within the range of a beam of oil (i.e., the fuel injection path), which means that combustion is efficient and controlled, and there is no excessive mixing across regions. The middle four figures are four longitudinal sections within the range of the beam of oil, showing that the air-fuel ratio is uniformly distributed in the green efficient area in the longitudinal direction of the sidewall component section 14. Setting the air-fuel ratio within 0.85 to 1.25 can ensure that the fuel is quickly and completely mixed with the air at the initial stage of combustion, avoiding local over-enrichment or over-leanness, thereby improving the uniformity and thoroughness of combustion and reducing incomplete combustion products during the combustion process.

[0073] Alternatively, as Figure 7 、 Figure 8As shown, the specific structural composition of the tangential air channel 31 and the spiral air channel 32 is shown. The injection cone angle of the fuel injector 8 ranges from 150° to 156°, ensuring that the fuel injection can cover a wider area in the combustion chamber.

[0074] The above embodiments can also be used in the field of equipment technology. That is, according to another aspect of the present invention, a vehicle is provided, comprising an engine having a combustion system, and the engine is the engine of any one of the above embodiments.

[0075] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0076] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0077] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0078] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. An engine having a combustion system, characterized in that: include: A combustion chamber (1), comprising: a combustion chamber body (100), a plurality of concave structures (20) and convex structures formed on the combustion chamber body (100), the plurality of concave structures (20) being arranged at intervals along the circumference of the convex structure; An airway assembly (3), the airway assembly (3) extending from the cylinder body (9) to the cylinder head bottom surface (4), the airway assembly (3) being connected to the cylinder head bottom surface (4); A fuel injection nozzle (8), the fuel injection nozzle (8) being arranged on the bottom surface (4) of the cylinder head, and at least a portion of the fuel injection nozzle (8) being located in the combustion chamber (1); The cross-sectional profile of the outer wall of each of the pit structures (20) in the vertical direction includes a lip component section (10) and a side wall component section (14) in sequence from the opening side of the pit structure (20) to the bottom of the pit structure (20); the lip component section (10) extends from the opening side of the pit structure (20) in the vertical direction toward the bottom of the pit structure (20); and the distance between the lip component section (10) and the vertical geometric center line of the protruding structure is gradually reduced downward in the vertical direction.

2. The engine according to claim 1, characterized in that The distance between the side wall component section (14) and the vertical geometric center line of the protruding structure is gradually increased by a preset distance and then gradually decreased downward along the vertical direction.

3. The engine according to claim 1 or 2, characterized in that The profile of the side wall component segment (14) is an arc structure, and / or, The profile of the lip component segment (10) is at least partially a straight line segment, and / or, The connection between the lip component section (10) and the side wall component section (14) is an arc transition.

4. The engine according to claim 1 or 2, characterized in that The cross-sectional profile of the protruding structure along the vertical direction includes two straight segments (12) and an arc segment (13) connecting the two straight segments (12), one end of each straight segment (12) is connected to the bottom of the pit structure (20), and the other end of each straight segment (12) is connected to the arc segment (13).

5. The engine according to claim 4, characterized in that The angle formed by the extension lines of the two straight line segments (12) is θ1, wherein the range of θ1 is 120-130°, and / or, The included angle between the straight line segment of the lip component segment (10) and the horizontal line at the opening of the combustion chamber body (100) is θ2, wherein the range of θ2 is 28 to 40 degrees.

6. The engine according to claim 5, characterized in that The height from the starting point of the arc of the side wall component section (14) to the opening of the combustion chamber body (100) is H1, wherein the range of H1 is 5.0 to 10.0 mm, the height from the bottom end of the side wall component section (14) to the opening of the combustion chamber body (100) is H2, wherein the range of H2 is 14.0 to 17.0 mm, and the range of H1 / H2 is 0.3 to 0.5, and / or, the distance between the starting points of the arc of the side wall component section (14) is D1, and the range of D1 is 55 to 66 mm, and the distance between the farthest points of the vertical geometric center line of the side wall component section (14) and the protruding structure is D2, wherein the range of D2 is 56 to 68 mm, and the range of D1 / D2 is 0.97 to 0.

99.

7. The engine according to claim 1, characterized in that The air channel component (3) is composed of a tangential air channel (31) and a spiral air channel (32). The intake swirl ratio of the air channel component (3) is 1.5 to 2.0, and the injection cone angle of the fuel injection nozzle (8) is in the range of 150° to 156°.

8. The engine according to claim 1, characterized in that A sealing structure (2) is provided at the opening of the combustion chamber (1), and the sealing structure (2) is composed of the cylinder head bottom surface (4), the piston top plane (6) and the cylinder gasket (5). The sealing structure (2) has an accommodating space, wherein an avoidance structure (61) is provided on the piston top plane (6).

9. The engine according to claim 8, characterized in that The compression ratio of the engine is: (engine displacement, the volume of the combustion chamber (1) and the volume of the sealing structure (2)) divided by (the volume of the combustion chamber (1) and the volume of the sealing structure (2)), wherein the compression ratio ranges from 24 to 25.

10. A vehicle comprising an engine having a combustion system, characterized in that The engine is the engine according to any one of claims 1 to 9.

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