Engine with combustion system, vehicle

Abstract

The application provides an engine with a combustion system and a vehicle. Specifically comprising: a combustion chamber, an air passage assembly and an oil nozzle, the combustion chamber comprises: a combustion chamber body, a plurality of concave structures and convex structures are formed on the combustion chamber body, and the plurality of concave structures are arranged at intervals along the circumferential direction of the convex structures; the air passage assembly extends from a cylinder body to a cylinder head bottom surface, and the oil nozzle is arranged on the cylinder head bottom surface; the section profile of the outer side wall of each concave structure along the vertical direction sequentially comprises a lip forming section and a side wall forming section from the opening side of the concave structure to the bottom of the concave structure, the lip forming section is arranged to extend along the vertical direction from the opening side of the concave structure towards the bottom of the concave structure, and the distance between the lip forming section and the vertical direction geometric center line at the convex structure is arranged to gradually decrease downwards along the vertical direction. The application solves the problems of low combustion efficiency, poor thermal efficiency and high nitrogen oxide emission of the hybrid engine in the prior art under small load working conditions.

Description

Technical Field

[0001] This invention relates to the field of energy conservation and emission reduction in hybrid combustion systems, and more specifically, to an engine and a vehicle having a combustion system. Background Technology

[0002] Diesel engines play a crucial role in hybrid systems, especially in an era that prioritizes efficient combustion and low emissions. However, existing diesel engine combustion systems still have limitations in certain aspects.

[0003] Patent document 1 (CN217481386U) discloses a diesel engine combustion chamber, a diesel engine, and an automobile, relating to the field of automotive technology, and particularly to a diesel engine combustion chamber, a diesel engine, and an automobile. The diesel engine combustion chamber includes a lip formed circumferentially at the opening of the combustion chamber; a boss protruding from the center of the bottom surface of the combustion chamber; a recess formed circumferentially along the boss on the bottom surface where the combustion chamber is located; a first arcuate surface disposed on the side of the combustion chamber, the surface of the recess being transitionally connected to the surface of the lip via the first arcuate surface; and a second arcuate surface disposed on the bottom surface of the combustion chamber, the surface of the recess being transitionally connected to the surface of the boss via the second arcuate surface. While conventional combustion chamber designs can promote effective mixing of fuel vapor and air through the large arcuate surface transition between the boss and the recess, this design may sacrifice fuel economy and the flexibility of nitrogen oxide emission control while improving combustion efficiency.

[0004] Patent document 2 (CN204783248U) discloses a low-compression ratio automotive diesel engine, including a two-stage turbocharger, several cylinders, and a low-pressure exhaust gas recirculation system. The cylinders are connected to an intake manifold and an exhaust manifold at both ends. The two-stage turbocharger includes high-pressure and low-pressure stage turbochargers connected in series, both connected to the intake and exhaust manifolds. A bypass valve is installed on the pipe connecting the low-pressure stage turbocharger to the intake and exhaust manifolds. A cooler is installed between the intake manifold and the two-stage turbocharger. An exhaust gas treatment mechanism is also connected to the rear end of the two-stage turbocharger. The low-pressure exhaust gas recirculation system is located 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 low-load conditions in hybrid engines, where its combustion and thermal efficiency are poor.

[0005] Patent document 3 (CN215890230U) discloses a combustion system for a swirl-type diesel engine, including a cylinder, a piston, and a cylinder head. The piston is disposed inside the cylinder, and the cylinder head is mounted on the cylinder. A fuel injector is disposed on the cylinder head, and an insert with recesses is disposed on the cylinder head. A swirl chamber is formed between the insert and the cylinder head. The fuel injector extends into the swirl chamber from above. An air passage connecting the swirl chamber to the combustion chamber above the piston is formed at the lower part of the insert. This combustion system improves the speed and uniformity of air-fuel mixing, improves the starting performance of the swirl combustion chamber, makes the diesel engine easy to start, and produces a smoother sound, more complete combustion, and more environmentally friendly emissions. However, the swirl chamber structure is not always effective in handling the low-load conditions specific to hybrid engines, especially in controlling the heat release rate and improving combustion efficiency during the mid-combustion phase.

[0006] No effective solution has yet been proposed to address the above issues. Summary of the Invention

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

[0008] To achieve the above objectives, according to one aspect of the present invention, an engine having a combustion system is provided, comprising: a combustion chamber, the combustion chamber comprising: a combustion chamber body having a plurality of recessed structures and protruding structures formed thereon, the plurality of recessed structures being arranged at intervals along the circumference of the protruding structures; an air intake assembly extending from the cylinder block to the bottom surface of the cylinder head, the air intake assembly being connected to the bottom surface of the cylinder head; and a fuel injector disposed on the bottom surface of the cylinder head, at least a portion of the fuel injector being located within the combustion chamber; wherein, the outer sidewall of each recessed structure, along a vertical cross-sectional profile, sequentially comprises a lip segment and a sidewall segment from the opening side of the recessed structure to the bottom of the recessed structure, the lip segment extending vertically from the opening side of the recessed structure toward the bottom of the recessed structure, and the distance between the lip segment and the vertical geometric center line of the protruding structure gradually decreasing downward along the vertical direction.

[0009] Furthermore, the distance between the sidewall component segment and the vertical geometric center line of the protruding structure is set downwards in the vertical direction, first gradually increasing the preset distance and then gradually decreasing it.

[0010] Furthermore, the profile of the sidewall component is an arc-shaped structure, and / or, the profile of the lip component is at least partially a straight line segment, and / or, the connection between the lip component and the sidewall component is a rounded transition.

[0011] Furthermore, the cross-sectional profile of the protruding 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 recessed structure, and the other end of each straight segment is connected to the arc segment.

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

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

[0014] Furthermore, the engine also includes: an intake duct assembly consisting of a tangential intake duct and a helical intake duct, the intake swirl ratio of the intake duct assembly being 1.5 to 2.0; and an injection cone angle of the fuel injector ranging from 150° to 156°.

[0015] Furthermore, a sealing structure is provided at the opening of the combustion chamber. The sealing structure consists of the bottom surface of the cylinder head, the top surface of the piston, and the cylinder head gasket. The sealing structure has a receiving space, and an avoidance structure is provided on the top surface 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 containment space divided by the volume of the combustion chamber and the volume of the containment space, wherein the compression ratio ranges from 24 to 25.

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

[0018] By applying the technical solution of this invention, specific recessed and raised structures are designed inside the combustion chamber, and the pressure distribution and vortex intensity inside the combustion chamber are controlled, thus improving combustion stability. This is particularly beneficial when the engine is under dynamic load changes, maintaining the continuity and effectiveness of the combustion process. The outer wall of each recessed structure has a vertical cross-section composed of a lip segment and a sidewall segment. The lip segment gradually slopes from the opening side towards the bottom, and the distance to the vertical geometric center line of the raised structure gradually decreases. Simultaneously, in conjunction with the fuel injector and air intake assembly, it promotes rapid fuel-air mixing in the early stages of combustion and controls the mixing rate in the middle stages to adapt to the different stages of the combustion process, helping to reduce the generation of nitrogen oxides and particulate matter during combustion. This application solves the problems of low combustion efficiency, poor thermal efficiency, and high nitrogen oxide emissions in existing hybrid engines under low load conditions. Attached Figure Description

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

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

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

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

[0023] Figure 4 A schematic 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 assembly according to one embodiment of the present invention is shown;

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

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

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

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

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

[0030] 2. Sealed structure;

[0031] 3. Airway components;

[0032] 31. Tangential to the airway;

[0033] 32. Spiral airway;

[0034] 4. Cylinder head bottom surface;

[0035] 5. Cylinder head gasket;

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

[0037] 8. Fuel injectors;

[0038] 9. Cylinder block;

[0039] 10. The lip and mouth form a segment;

[0040] 12. Straight line segment;

[0041] 13. Arc-shaped segment;

[0042] 14. Sidewall components;

[0043] 20. Dent structure. Detailed Implementation

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" 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, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, 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.

[0047] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

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

[0049] Specifically, the engine with a combustion system includes: a combustion chamber 1, an air intake assembly 3, and a fuel injector 8. The combustion chamber 1 includes: a combustion chamber body 100, on which a plurality of recessed structures 20 and protruding structures are formed, the plurality of recessed structures 20 being arranged circumferentially at intervals along the protruding structures; the air intake assembly 3 extending from the cylinder block 9 to the bottom surface 4 of the cylinder head, the air intake assembly 3 being connected to the bottom surface 4 of the cylinder head; the fuel injector 8 being disposed on the bottom surface 4 of the cylinder head, at least a portion of the fuel injector 8 being located within the combustion chamber 1; wherein, the outer sidewall of each recessed structure 20, along the vertical direction, includes a lip component 10 and a sidewall component 14 sequentially from the opening side of the recessed structure 20 to the bottom of the recessed structure 20, the lip component 10 extending vertically from the opening side of the recessed structure 20 toward the bottom of the recessed structure 20, and the distance between the lip component 10 and the vertical geometric center line of the protruding structure gradually decreasing downwards along the vertical direction.

[0050] By applying the technical solution of this invention, specific recessed and raised structures are designed inside the combustion chamber 1, and the pressure distribution and vortex intensity inside the combustion chamber are controlled, thus improving combustion stability. This is particularly beneficial when the engine is under dynamic load changes, maintaining the continuity and effectiveness of the combustion process. The outer wall of each recessed structure 20 has a vertical cross-section composed of a lip segment 10 and a sidewall segment 14. The lip segment 10 gradually slopes from the opening side towards the bottom, and the distance to the vertical geometric center line of the raised structure gradually decreases. Simultaneously, in conjunction with the fuel injector and air intake assembly, it promotes rapid mixing of fuel and air in the early stages of combustion, while controlling the mixing rate in the middle stages to adapt to the different stages of the combustion process, helping to reduce the generation of nitrogen oxides and particulate matter during combustion. This application solves the problems of low combustion efficiency, poor thermal efficiency, and high nitrogen oxide emissions in existing hybrid engines under low load conditions.

[0051] Specifically, the distance between the sidewall component 14 and the geometric center line of the protruding structure in the vertical direction is set downwards in the vertical direction, gradually increasing and then gradually decreasing. By controlling the change in the distance between the sidewall component 14 and the geometric center line of the protruding structure, the airflow distribution in the combustion chamber can be optimized, thereby forming a more uniform fuel-air mixture in the middle of combustion.

[0052] As the distance gradually increases vertically, the air entering combustion chamber 1 forms a weak vortex in the sidewall section 14, which helps to create a relatively stable combustion environment in the early stages of combustion. This initial vortex formation facilitates the initial atomization of fuel and initial contact with air, creating favorable conditions for subsequent combustion. Subsequently, as the distance gradually decreases, the vortex intensity first weakens and then strengthens. At the point where the distance begins to decrease, near the bottom of the combustion chamber, the increased vortex intensity significantly improves the fuel-air mixing rate and efficiency, especially in the middle stages of combustion, a critical period for maximizing combustion efficiency and controlling emissions. This special sidewall design allows for precise control of the combustion heat release rate curve. In the early stages of combustion, a smaller vortex intensity helps to initiate the combustion process slowly and steadily, avoiding excessively rapid heat release that could lead to unstable combustion or the generation of high-temperature emissions. In the middle stages of combustion, the increased vortex intensity promotes a higher heat release rate, thereby achieving more efficient combustion. Near the bottom of combustion chamber 1, due to the high oxygen concentration, the greater vortex intensity can promote full contact between the particulates generated in the later stage of combustion and the unburned fuel and oxygen, accelerating their oxidation process and helping to reduce harmful substances in the exhaust gas.

[0053] Specifically, such as Figure 2As shown, the profile of the sidewall component 14 is arc-shaped, and / or, the profile of the lip component 10 is at least partially a straight segment, and / or, the connection between the lip component 10 and the sidewall component 14 is a rounded transition. The arc-shaped sidewall component 14 and the straight lip component 10 can form a unique airflow guidance, promoting vortex motion within the combustion chamber 1, while the rounded transition can reduce turbulence in the airflow within the combustion chamber 1, improving combustion stability and efficiency.

[0054] The lip segment 10 is partially designed with a straight profile, which creates a relatively flat surface at the combustion chamber opening. This straight profile design helps control fuel distribution in the early stages of combustion, preventing excessive fuel concentration or diffusion, thus ensuring a more uniform initial mixture of fuel and air.

[0055] The sidewall section 14 features an arc-shaped design, a structural feature that guides the air entering the combustion chamber into a more natural vortex motion. The arc-shaped sidewall reduces airflow resistance while promoting circumferential airflow within the combustion chamber 1, creating a stable vortex. This stable vortex helps stratify air and fuel, resulting in a more homogeneous air-fuel mixture during combustion, thereby improving combustion efficiency and reducing emissions. Furthermore, the arc-shaped structure also helps reduce noise levels inside the combustion chamber because it reduces turbulence generated during airflow.

[0056] The connection between the lip section 10 and the sidewall section 14 uses a rounded transition to avoid sharp corners or abrupt changes in the structure, reduce airflow resistance and turbulence generation, and ensure a smooth transition between fuel and air on the combustion chamber wall. The rounded transition ensures the continuity and uniformity of airflow, preventing the formation of areas with excessively high or low pressure within the combustion chamber 1. This is beneficial for controlling the heat release rate during combustion, improving combustion efficiency, and reducing wear and stress concentration inside the combustion chamber.

[0057] Furthermore, the vertical cross-sectional profile of the protruding structure includes two straight segments 12 and an arc-shaped 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 arc-shaped segment 13. Through the combination of the two straight segments 12 and the arc-shaped segment 13, a stable combustion center can be formed in the combustion chamber, allowing fuel vapor to move to the oxygen-rich region. Furthermore, due to the increased space, the mixture distribution in the combustion chamber is more rational, air utilization is improved, and combustion efficiency in the later stages of combustion is increased, thereby improving thermal efficiency. It also allows for the rapid oxidation of particulate emissions generated in the early stages, ultimately reducing particulate emissions.

[0058] Specifically, the angle formed by the extensions of the two straight segments 12 is θ1, where θ1 ranges from 120° to 130°, and / or the angle between the straight segment of the lip component 10 and the horizontal line at the opening of the combustion chamber body 100 is θ2, where θ2 ranges from 28° to 40°. The angles θ1 and θ2 are set based on extensive experiments and theoretical calculations, aiming to achieve efficient combustion while reducing emissions by controlling the gas flow pattern and fuel distribution within the combustion chamber 1. Especially under the operating conditions of a hybrid engine, precise control of these two angles ensures efficient combustion under different load conditions, while reducing emissions of nitrogen oxides (NOx), particulate matter, 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 segment 10 and the horizontal line at the opening of the combustion chamber body is controlled between 28° and 40°. This design allows the injected fuel to be distributed along the inclined lip surface, which is beneficial for stratified combustion of fuel and air. By adjusting this angle, the distribution of fuel at the combustion chamber opening can be precisely controlled, making it easier for the fuel to be surrounded by air and improving combustion efficiency. Especially in hybrid engines, this design can optimize combustion under low-load conditions, achieving complete combustion even with a smaller fuel injection quantity by increasing air-fuel mixing efficiency. At the same time, the θ2 angle design helps control the rate of heat release during combustion, preventing premature aging of engine components due to excessively intense combustion.

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

[0062] Specifically, the height from the starting point of the arc of the sidewall component section 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 section 14 to the opening of the combustion chamber body 100 is H2, where H2 ranges from 14.0 to 17.0 mm; the ratio of H1 to H2 ranges from 0.3 to 0.5; and / or, the distance between the starting points of the arcs of the sidewall component sections 14 is D1, where D1 ranges from 55 to 66 mm; the distance between the sidewall component sections 14 and the farthest point of the vertical geometric center line at the protruding structure is D2, where D2 ranges from 56 to 68 mm; and the ratio of D1 to D2 ranges from 0.97 to 0.99. By precisely controlling the dimensions of H1, H2, D1, and D2, the airflow distribution and fuel injection coverage within the combustion chamber 1 can be optimized, thereby forming a more uniform air-fuel mixture in the initial and middle stages of combustion.

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

[0064] H1 is an indicator of the initial contact position between fuel injection and the combustion chamber sidewall component 14. Adjusting the height of H1 controls the initial distribution area of ​​fuel atomized within the combustion chamber, particularly the timing and location of fuel contact with the sidewall component 14. A lower H1 value means the fuel begins contacting air closer to the top of the combustion chamber, promoting the formation of a thin fuel-air mixture layer and laying the foundation for stratified combustion strategies. This allows the fuel to mix more quickly with the air in the upper part of the combustion chamber, promoting initial combustion heat release. H2 reflects the combustion chamber depth and is related to the total volume and compression ratio of the combustion chamber. Adjusting the H2 value controls the overall geometry of the combustion chamber, influencing gas flow and fuel distribution during combustion. Compared to H1, a larger H2 value provides greater combustion chamber depth, creating stronger vortices. However, to control the early and mid-stage combustion heat release rates, H2 needs to be appropriately reduced to avoid excessive fuel concentration in the lower region, leading to overheating in later stages and increased nitrogen oxide emissions. The appropriate ratio of H1 to H2 ensures that fuel mixes rapidly with air in the upper part of the combustion chamber, while in the lower part it mixes gradually with air 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 complements the H1 / H2 ratio; a larger cone angle injection method better works in conjunction with the stratified combustion strategy, ensuring that the upper layer of fuel mixes rapidly with air and ignites, forming a premixed combustion zone with a high heat release rate, thereby increasing the early heat release rate of the entire combustion process. Efficient heat release in the early stages of combustion reduces the generation of incomplete combustion and lowers the formation of harmful emissions such as soot and nitrogen oxides in the middle and later stages of combustion, especially nitrogen oxides, which are typically generated during the high-temperature phase of combustion.

[0065] The D1 / D2 ratio determines the mixing rate of fuel within the combustion chamber. When D1 / D2 is close to 1, the swirl center region is near the deepest part of the combustion chamber, forming a nearly uniformly distributed air-fuel mixture layer in the middle of combustion, thus improving the mixing rate and efficiency. By controlling the D1 / D2 ratio, the application of stratified combustion strategy in the middle of combustion can be optimized. Under hybrid power load conditions, the fuel injection quantity is relatively small during low-load operation. Therefore, optimizing the D1 / D2 ratio allows the fuel and air in the lower part of the combustion chamber to mix at a more suitable rate in the middle of combustion, avoiding premature or excessively slow mixing and ensuring the stability and efficiency of the combustion process.

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

[0067] Optionally, the clearance structure 61 refers to a recessed area designed on the piston top surface, the main purpose of which is to prevent the piston from interfering with the valves (intake or exhaust valves) mounted on the cylinder head when it reaches its top position (top dead center). The position of the clearance 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 the clearance structure 61 can be circular, elliptical, or other suitable geometric shapes, and the specific shape and size depend on the valve position, engine type, and combustion chamber design requirements.

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

[0069] The internal space of the sealing structure 2 is actually the space formed by the cylinder head, cylinder gasket, piston top plane, and clearance structure when the piston is at top dead center, but it does not include the direct combustion space within combustion chamber 1. The internal space of the sealing structure 2 is connected to combustion chamber 1, but this connection is formed during piston movement. When the piston moves downwards, the volume of combustion chamber 1 increases, and part of the space outside the sealing structure 2 connects with combustion chamber 1, resulting in a change in the volume of the entire combustion chamber system. As the piston moves upwards to top dead center, the space between combustion chamber 1 and the external sealing structure 2 gradually decreases until their volumes merge to a minimum volume, which is where the compression process ends and combustion begins. Therefore, the internal space of the sealing structure 2 is dynamically connected to combustion chamber 1 during the piston's up-and-down movement, jointly influencing combustion efficiency and emission characteristics.

[0070] In this embodiment, the ultra-high compression ratio is achieved by reducing H2, thereby reducing the oxygen content in this region and controlling nitrogen oxide emissions. Furthermore, a compression ratio higher than 24 provides high compression pressure. For hybrid engines, this not only ensures high combustion pressure but also, due to the engine's specific operation under low load conditions, avoids the reliability issues that might arise from using ultra-high compression ratios under high load conditions. This is a prerequisite for hybrid engines to adopt ultra-high compression ratio combustion.

[0071] like Figure 5The diagram shows a simulated flow pattern of the intake assembly. This technical solution employs a design combining a spiral intake duct 32 (left) and a tangential intake duct 31 (right). The spiral intake duct forms a uniform and sufficiently strong vortex, creating stable flow during compression to promote uniform mixing of fuel and air within the combustion chamber. The spiral intake duct design causes the air entering the combustion chamber to rotate, forming a spiral vortex. This vortex helps to rotate the air around the center of the combustion chamber, creating a stable rotating airflow field and providing good air distribution for subsequent combustion. During compression, the vortex formed by the spiral intake duct further promotes uniform mixing of fuel and air during injection. Fuel injected into the vortex is rapidly surrounded by the airflow, forming layers of mixture, which is beneficial for efficient combustion. The tangential intake duct introduces air tangentially into the combustion chamber, increasing the complexity of the vortex and compensating for insufficient vortex flow in certain directions in the spiral intake duct. The intake swirl ratio of the combination of spiral intake 32 (left) and tangential intake 31 (right) is 1.5 to 2.0. By controlling the swirl velocity, the fuel jet and air are ensured to be mixed in layers. The intake swirl ratio design must be matched with the geometric parameters of the combustion chamber (such as H2, D1, θ1) to ensure that the swirl can effectively promote fuel-air mixing in the middle of combustion, while avoiding the problems caused by over-mixing.

[0072] like Figure 6 As shown, in this embodiment, the air-fuel ratio of the combustion chamber is between 0.85 and 1.25 (the green area represents the high-efficiency combustion zone). The upper left figure illustrates the situation where air and fuel do not over-mix in the circumferential direction of the sidewall component section 14. This is achieved through the design of the combustion chamber (e.g., the H1 / H2 ratio, the θ2 angle, and the injection cone angle). This prevents the fuel and air from mixing too quickly in the circumferential direction of the combustion chamber, resulting in an overly homogeneous mixture at the beginning of combustion, which could lead to reduced combustion efficiency and increased emissions. By controlling the degree of mixing, mixtures of different concentrations can be formed in the vertical direction of the combustion chamber, which is beneficial for the application of stratified combustion strategies. The lower left and lower right figures reveal that the high-efficiency combustion zone is concentrated within a single fuel jet (i.e., the fuel injection path), meaning that combustion is efficient and controlled, without cross-regional over-mixing. The four middle figures are four longitudinal sections within the single fuel jet, showing a uniform air-fuel ratio distribution in the longitudinal green high-efficiency zone of the sidewall component section 14. Setting the air-fuel ratio within the range of 0.85 to 1.25 ensures that the fuel mixes quickly and completely with the air in the initial stage of combustion, avoiding localized over-rich or over-lean conditions, thereby improving the uniformity and completeness of combustion and reducing incomplete combustion products during the combustion process.

[0073] Optionally, such as Figure 7 , Figure 8As shown, the specific structural composition of the tangential air passage 31 and the spiral air passage 32 is illustrated. The fuel injector 8 has a fuel injection cone angle range of 150° to 156°, ensuring that the fuel injection can cover a wider area of ​​the combustion chamber.

[0074] The above embodiments can also be applied to the field of equipment technology, that is, according to another aspect of the present invention, a vehicle is provided, including an engine with a combustion system, wherein the engine is any of the engines in the above embodiments.

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

[0076] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of 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 connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0077] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0078] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine having a combustion system, characterized in that, include: Combustion chamber (1), the combustion chamber (1) includes: combustion chamber body (100), the combustion chamber body (100) has a plurality of recessed structures (20) and protrusions formed thereon, the plurality of recessed structures (20) being arranged at intervals along the circumference of the protrusions; An air passage assembly (3) extends from the cylinder block (9) to the bottom surface (4) of the cylinder head, and the air passage assembly (3) is connected to the bottom surface (4) of the cylinder head; Fuel injector (8), the fuel injector (8) is disposed 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); The outer wall of each recess structure (20) has a vertical cross-sectional profile that extends from the opening side of the recess structure (20) to the bottom of the recess structure (20), including a lip segment (10) and a side wall segment (14). The lip segment (10) extends vertically from the opening side of the recess structure (20) toward the bottom of the recess structure (20), and the distance between the lip segment (10) and the vertical geometric center line of the protrusion structure gradually decreases downward in the vertical direction. The protruding structure has a cross-sectional profile along the vertical direction, including 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 recessed structure (20), and the other end of each straight segment (12) is connected to the arc segment (13). The angle formed by the extensions of the two line segments (12) is θ1, where θ1 ranges from 120° to 130°, and / or, The angle between the straight segment of the lip component (10) and the horizontal line at the opening of the combustion chamber body (100) is θ2, wherein θ2 ranges from 28 to 40°. The height from the starting point of the arc of the sidewall component section (14) to the opening of the combustion chamber body (100) is H1, wherein H1 ranges from 5.0 to 10.0 mm; the height from the bottom end of the sidewall component section (14) to the opening of the combustion chamber body (100) is H2, wherein H2 ranges from 14.0 to 17.0 mm; the ratio of H1 to H2 is 0.3 to 0.5; and / or the distance between the starting points of the arcs of the sidewall component section (14) is D1, wherein D1 ranges from 55 to 66 mm; the distance between the sidewall component section (14) and the farthest point of the geometric center line in the vertical direction at the protruding structure is D2, wherein D2 ranges from 56 to 68 mm; the ratio of D1 to D2 is 0.97 to 0.

99. The opening of the combustion chamber (1) is provided with a sealing structure (2), which is composed of the bottom surface of the cylinder head (4), the top surface of the piston (6) and the cylinder head gasket (5). The sealing structure (2) has a receiving space, wherein the top surface of the piston (6) is provided with a clearance structure (61). The compression ratio of the engine is: (the sum of the engine displacement, the volume of the combustion chamber (1) and the volume of the sealing structure (2)) divided by (the sum of the volumes of the combustion chamber (1) and the sealing structure (2)), wherein the compression ratio ranges from 24 to 25.

2. The engine according to claim 1, characterized in that, The distance between the sidewall component segment (14) and the geometric center line of the protrusion structure in the vertical direction is set downward in the vertical direction, first gradually increasing the preset distance and then gradually decreasing.

3. The engine according to claim 1 or 2, characterized in that, The profile of the sidewall component segment (14) is an arc-shaped 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 a rounded transition.

4. The engine according to claim 1, characterized in that, The air passage assembly (3) consists of a tangential air passage (31) and a spiral air passage (32). The intake swirl ratio of the air passage assembly (3) is 1.5 to 2.0, and the injection cone angle of the fuel injector (8) is 150° to 156°.

5. A vehicle comprising an engine having a combustion system, characterized in that, The engine is the engine described in any one of claims 1 to 4.

Images