Combustion system, engine, power assembly and vehicle

Abstract

The invention discloses a combustion system, an engine, a power assembly and a vehicle, the combustion system comprises a combustion cavity, an air inlet channel, a piston and a high-energy igniter, the air inlet channel is communicated with the combustion cavity, the tumble ratio A of the air inlet channel is larger than or equal to 1.5 and smaller than or equal to 2; the piston is movably arranged in the combustion cavity, and the compression ratio B of the piston is larger than or equal to 15 and smaller than or equal to 18. And the high-energy igniter is arranged in the combustion cavity. According to the technical scheme, the high-tumble-ratio air inlet channel is arranged in the combustion system, and the high-compression-ratio piston and the high-energy igniter are arranged in the combustion cavity of the combustion system, so that the combustion efficiency of the combustion system is improved to 43%-45%, the heat efficiency of the engine is improved, fuel loss of the engine is reduced, and the service life of the engine is prolonged. And the economical efficiency of the engine is improved.

Description

Technical Field

[0001] This application relates to the field of piston technology, specifically to a combustion system, engine, powertrain, and vehicle. Background Technology

[0002] An engine consists of a combustion system and a crankshaft. One end of the crankshaft is connected to the combustion system, and the other end is connected to the wheels. The crankshaft rotates to drive the wheels, thus moving the vehicle. The combustion system is filled with fuel and converts the heat energy from the combustion of the fuel into the mechanical energy of the crankshaft's rotation.

[0003] In related technologies, the fuel combustion efficiency in the combustion system is poor, resulting in high fuel consumption in the engine. Summary of the Invention

[0004] The purpose of this application is to provide a combustion system, engine, powertrain, and vehicle that aims to solve the problem of poor fuel combustion efficiency in the combustion system in the related art.

[0005] To achieve the objectives of this application, in a first aspect, this application provides a combustion system, which includes a combustion chamber, an air intake, a piston, and a high-energy igniter. The air intake is connected to the combustion chamber, and the tumble ratio of the air intake is A, where 1.5 ≤ A ≤ 2.

[0006] The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18;

[0007] The high-energy igniter is used to ignite the combustion chamber.

[0008] In one possible implementation, the air intake has a first opening and a second opening disposed opposite to each other, the second opening being closer to the combustion chamber than the first opening, and the diameter of the first opening being larger than the diameter of the second opening.

[0009] In one possible implementation, the first opening is rectangular in shape, with a length of C and a height of D, where 40mm ≤ C ≤ 60mm and 25mm ≤ D ≤ 35mm.

[0010] The corners of the rectangle are rounded.

[0011] In one possible implementation, the diameter of the second opening is E, where 24mm ≤ E ≤ 30mm.

[0012] In one possible implementation, the inner wall surface of the air intake is provided with a groove.

[0013] In one possible implementation, the length of the groove is equal to the length of the air intake.

[0014] In one possible implementation, the length of the groove is F, where 90mm ≤ F ≤ 120mm.

[0015] In one possible implementation, the maximum distance between the line connecting the two end faces of the groove and the bottom surface of the groove is G, where 4mm ≤ G ≤ 6mm.

[0016] In one possible implementation, the air intake has a first opening and a second opening disposed opposite to each other, the second opening being closer to the combustion chamber than the first opening;

[0017] The groove is close to the first opening segment, and the angle between its projection along the first direction and the horizontal line is α1, where 21°≤α1≤24°; and / or

[0018] The angle between the projection of the groove near the second opening section along the first direction and the horizontal line is α2, where 44°≤α2≤48°.

[0019] In one possible implementation, the volume of the groove is I, the volume of the air intake is J, and 8% ≤ I / J ≤ 10%.

[0020] In one possible implementation, the piston includes a piston portion and a connecting rod portion connected together, the connecting rod portion being used to connect to a crankshaft, and the piston portion having a mixing groove on the side opposite to the connecting rod portion.

[0021] In one possible implementation, the projected shape of the mixing groove along the piston axis includes one of a circle, an ellipse, and a waist-shaped hole.

[0022] In one possible implementation, the bottom surface of the mixing tank is an arc surface with a diameter of K, where K > 150 mm.

[0023] In one possible implementation, the piston portion is further provided with an air guide groove that opens along its outer edge.

[0024] In one possible implementation, the diameter of the air guide groove gradually narrows along the direction from the outer edge of the piston portion to the interior of the piston portion.

[0025] In one possible implementation, the gas guide groove is provided with a gas guide slope, which is used to guide the gas on the surface of the piston into the gas guide groove.

[0026] In one possible implementation, the combustion system further includes an intake valve disposed between the intake duct and the combustion chamber; the intake valve is arranged parallel to the air guide ramp.

[0027] In one possible implementation, the ignition section of the high-energy igniter is positioned corresponding to the bottom of the mixing tank.

[0028] In one possible implementation, the combustion system further includes an intake valve located between the intake manifold and the combustion chamber, wherein the angle between the intake valve and the horizontal line is L, and 15°≤L≤20°.

[0029] Secondly, this application also provides an engine, the engine including a combustion system, the combustion system including a combustion chamber, an intake manifold, a piston and a high-energy igniter, the intake manifold being connected to the combustion chamber, and the tumble ratio of the intake manifold being A, 1.5≤A≤2;

[0030] The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18;

[0031] The high-energy igniter is used to ignite the combustion chamber.

[0032] Thirdly, this application also provides a powertrain, the powertrain including an engine, the engine including a combustion system, the combustion system including a combustion chamber, an intake manifold, a piston and a high-energy igniter, the intake manifold being connected to the combustion chamber, and the tumble ratio of the intake manifold being A, 1.5≤A≤2;

[0033] The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18;

[0034] The high-energy igniter is used to ignite the combustion chamber.

[0035] Fourthly, this application also provides a vehicle, the vehicle including a powertrain, the powertrain including an engine, the engine including a combustion system, the combustion system including a combustion chamber, an intake manifold, a piston and a high-energy igniter, the intake manifold being connected to the combustion chamber, and the tumble ratio of the intake manifold being A, 1.5≤A≤2;

[0036] The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18;

[0037] The high-energy igniter is used to ignite the combustion chamber.

[0038] The technical solution of this application improves the combustion efficiency of the combustion system to between 43% and 45% by setting a high tumble ratio intake port in the combustion system and a high compression ratio piston and a high-energy igniter in the combustion chamber of the combustion system, thereby improving the thermal efficiency of the engine, reducing the fuel consumption of the engine, and improving the economy of the engine. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0040] Figure 1 This is a cross-sectional view of one embodiment of the combustion system provided in this application;

[0041] Figure 2 for Figure 1 A three-dimensional structural diagram of the central air intake;

[0042] Figure 3 for Figure 1 A three-dimensional structural diagram of the piston;

[0043] Figure 4 for Figure 1 A schematic diagram of the connection between the piston and the spark plug.

[0044] Explanation of reference numerals in the attached figures:

[0045] 1000 - Combustion System;

[0046] 1-Shell, 11-Combustion chamber, 12-Intake duct, 121-First opening, 122-Second opening, 123-Groove, 13-Exhaust duct;

[0047] 2-Piston, 21-Piston section, 211-Mixing groove, 212-Guiding groove, 2121-First guiding groove, 2122-Second guiding groove, 213-Guiding slope, 2131-First guiding slope, 2132-Second guiding slope, 22-Connecting part;

[0048] 3-Intake valve, 4-Exhaust valve, 5-Spark plug. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] It should be noted that when a component is said to be "fixed" to another component, it can be directly on the other component or it can be in a middle component. When a component is said to be "connected" to another component, it can be directly connected to the other component or it may be in a middle component.

[0051] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0052] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0053] This application discloses a vehicle, which can be a gasoline-powered vehicle or a hybrid vehicle. The vehicle can be a sedan, an SUV, or a truck; this application makes no limitation in this regard.

[0054] The vehicle includes a body, wheels, and a powertrain. The body serves as the vehicle's supporting frame, providing support and connection for the various assembly components. The wheels are rotatably connected to the body; there can be two, three, or four wheels, and this application does not impose any limitation on this. The powertrain is housed within the body and is driven by the wheels. The powertrain drives the wheels to rotate, thereby propelling the vehicle.

[0055] The powertrain includes an engine and a transmission. The engine, as the power source of the powertrain, transmits its power to the wheels via the transmission, thus driving the vehicle forward. The engine can be a gasoline engine or a diesel engine; this application makes no limitation on this. The transmission connects the engine and the wheels, and can regulate the wheel speed and thus the vehicle speed by adjusting the torque exerted by the engine on the wheels.

[0056] An engine consists of a combustion system and a crankshaft. One end of the crankshaft is connected to the combustion system, and the other end is connected to the wheels. The crankshaft rotates to drive the wheels, thus moving the vehicle. The combustion system is filled with fuel and converts the heat energy from the combustion of the fuel into the mechanical energy of the crankshaft's rotation.

[0057] In related technologies, the fuel combustion efficiency in the combustion system is poor, resulting in high fuel consumption in the engine. To address these issues, this application proposes a combustion system comprising a combustion chamber, an intake manifold, a piston, and a high-energy igniter. The intake manifold is connected to the combustion chamber, and its tumble ratio is A, where 1.5 ≤ A ≤ 2. The piston is located within the combustion chamber, and its compression ratio is B, where 15 ≤ B ≤ 18. The high-energy igniter is used to ignite the combustion chamber.

[0058] The technical solution of this application improves the combustion efficiency of the combustion system to between 43% and 45% by setting a high tumble ratio intake port in the combustion system and a high compression ratio piston and a high-energy igniter in the combustion chamber of the combustion system, thereby improving the thermal efficiency of the engine, reducing the fuel consumption of the engine, and improving the economy of the engine.

[0059] The combustion system provided in this application will now be described in detail with reference to the accompanying drawings.

[0060] Please refer to Figure 1 The combustion system 1000 includes a combustion chamber 11 and an intake manifold 12, which are enclosed by the engine housing 1. The combustion chamber 11 and the intake manifold 12 are interconnected. Gasoline and air from outside the engine can enter the combustion chamber 11 through the intake manifold 12 and burn and release heat in the combustion chamber 11, thereby driving the crankshaft to rotate.

[0061] Please refer to Figure 2 The intake duct 12 is a high tumble ratio intake duct 12, where fuel and air can form tumble and accelerate mixing, thereby improving the combustion efficiency after the fuel and air enter the combustion chamber 11. It should be noted that the tumble ratio refers to the ratio of the rotational speed of the gas in the intake duct 12 to the intake airflow velocity. The higher the tumble ratio, the greater the kinetic energy of the airflow in the intake duct 12, and the more complete the fuel-air mixing within the intake duct 12. In this application, the high tumble ratio of the intake duct 12 is A, where 1.5 ≤ A ≤ 2.

[0062] To achieve the aforementioned high tumble ratio, the intake duct 12 has a first opening 121 and a second opening 122 arranged opposite to each other. The second opening 122 is closer to the combustion chamber 11 than the first opening 121. Fuel and air can enter the intake duct 12 through the first opening 121 and exit through the second opening 122 into the combustion chamber 11. The intake duct 12 has a converging structure, with the diameter of the first opening 121 larger than the diameter of the second opening 122. The larger diameter of the first opening 121 guides more air into the intake duct 12, thereby increasing the air content entering the burner. The smaller diameter of the second opening 122 ensures that the fuel and air are fully mixed upon entering the combustion chamber 11, generating tumble flow, thus improving the combustion efficiency of the fuel and air entering the combustion chamber 11 and ultimately increasing the engine's combustion efficiency.

[0063] The shape of the first opening 121 can be circular, trapezoidal, or rectangular; this application does not limit this. In one embodiment of this application, the first opening 121 is rectangular. This design allows for several advantages. First, compared to other shapes, a rectangle makes it easier to adjust the intake area of ​​the intake duct 12 by changing its length and height, thus meeting the intake requirements of different engines under different operating conditions. Second, the symmetry and consistency of the rectangle stabilizes the flow inside the intake duct 12, reducing airflow turbulence and eddies, thereby improving intake efficiency and performance. The length of the rectangle is C, and the height is D, where 40mm ≤ C ≤ 60mm and 25mm ≤ D ≤ 35mm. These dimensions ensure that the first opening 121 has a sufficient opening area, increasing the intake volume of external oil and gas in the intake duct 12.

[0064] In another embodiment of this application, the corners of the rectangle are rounded to reduce friction between the oil and gas and the first opening 121, reduce the possibility of oil and gas vortex formation, improve the mixing efficiency of oil and gas in the intake duct 12, and improve the combustion efficiency of the engine.

[0065] To ensure sufficient mixing of oil and air at the second opening 122, in one embodiment of this application, the diameter of the second opening 122 is circular, with a diameter of E, where 24mm ≤ E ≤ 30mm. The circular shape of the second opening 122 results in a smooth and rounded surface. This reduces friction between the oil and air and the second opening 122, minimizing the possibility of vortex formation and improving the mixing efficiency of oil and air within the intake manifold 12, thereby increasing the engine's combustion efficiency. The limited diameter of the second opening 122 ensures thorough mixing of oil and air at this opening, further enhancing the combustion efficiency of the oil and air after entering the combustion chamber 11.

[0066] The inner wall of the intake duct 12 is also provided with grooves 123. When airflow enters the intake duct, the airflow entering along the axis of the intake duct will continue to move along the axis of the intake duct. The airflow entering along the upper wall of the intake duct can move upward under the guidance of the grooves 123. The airflow entering along the lower wall of the intake duct can move downward under the guidance of the grooves 123. At this time, the airflow in the entire intake duct will gradually expand in the middle of the intake duct. As we know from fluid mechanics, the wider the intake duct, the lower the airflow velocity. Therefore, when the airflow enters the middle of the intake duct, the airflow at the front decelerates, while the airflow at the rear remains at a constant velocity. Therefore, at this point, the airflow at the front and the airflow at the rear of the intake duct will collide and mix, thereby forming a tumble flow. This improves the mixing degree of oil and air in the intake duct, improves the combustion efficiency of oil and air after entering the combustion chamber 11, and improves the combustion efficiency of the engine.

[0067] In one embodiment of this application, the length of the groove 123 is equal to the length of the air intake 12, and the two ends of the groove 123 extend to the first opening 121 and the second opening 122 of the air intake 12, respectively. In this way, the distribution length of the groove 123 in the air intake 12 is maximized, the contact area between the groove 123 and the oil and gas in the air intake 12 is increased, and the mixing effect of the groove 123 on the oil and gas in the air intake 12 is improved.

[0068] To ensure sufficient mixing of oil and gas within the groove 123, in one embodiment of this application, the angle between the projection of the groove wall surface near the first opening 121 along the first direction and the horizontal line is α1, and the angle between the projection of the groove wall surface near the second opening 122 along the first direction and the horizontal line is α2. It should be noted that the first direction is the frontal view direction of the illustrated air intake duct. Under this projection direction, the angle between the groove wall surface near the first opening 121 and the horizontal line is 21°≤α1≤24°, and the angle between the groove wall surface near the second opening 122 and the horizontal line is 44°≤α2≤48°. Under these angle constraints, the groove wall surface of the groove 123 will not be too steep, leading to an increased depth of the groove 123 and thus increasing the time for oil and gas to pass through the air intake duct 12, reducing the intake efficiency of the air intake duct 12. Nor will the angle be too small, affecting the mixing effect of the groove 123 on oil and gas.

[0069] In one embodiment of this application, the length of the groove 123 is F, which refers to the extension length of the groove 123; the maximum distance between the line connecting the two end faces of the groove 123 and the bottom surface of the groove 123 is G; the volume of the groove 123 is I; and the volume of the air intake is J. F, G, I, and J satisfy at least one of the following relationships: 90mm≤F≤120mm, 4mm≤G≤6mm, and 8%≤I / J≤10%. Under these dimensional constraints, it can be ensured that the air intake 12 has sufficient length to mix the oil and gas, thereby improving the combustion efficiency of the oil and gas after entering the combustion chamber 11, without affecting the transport efficiency of the oil and gas by the air intake 12.

[0070] Please refer to the reference. Figure 1 and Figure 3 The combustion system 1000 also includes a piston 2, a portion of which is disposed within the combustion chamber 11, and a portion extends out of the combustion chamber 11 and is connected to the crankshaft. The piston 2 converts the thermal energy of the combustion of fuel and gas within the combustion chamber 11 into the kinetic energy of its reciprocating motion, thereby driving the crankshaft to rotate. The piston 2 includes a piston portion 21 and a connecting portion 22. One side of the piston portion 21 faces the top of the combustion chamber 11, and the other side is connected to the connecting portion 22. The connecting portion 22 is connected to the crankshaft. When the fuel and gas within the combustion chamber 11 are ignited, the pressure of the combustion gas within the combustion chamber 11 can be transmitted to the connecting rod through the piston portion 21, thereby driving the crankshaft connected to the connecting rod to rotate.

[0071] The piston 2 provided in this application is a high compression ratio piston, with a compression ratio of B for the air-fuel mixture, where 15 ≤ B ≤ 18. It should be noted that the compression ratio refers to the ratio of the volume of air-fuel mixture in the combustion chamber 11 when the piston 2 is at bottom dead center to the volume of air-fuel mixture in the combustion chamber 11 when the piston 2 is at top dead center. The higher the compression ratio of the piston 2, the higher the degree of air-fuel mixture mixing in the combustion chamber 11, and the higher the combustion efficiency. In this application, the compression ratio of the piston 2 is B, where 15 ≤ B ≤ 18.

[0072] To enable piston 2 to achieve the aforementioned compression ratio, in this application, a mixing groove 211 is provided on the side of piston portion 21 opposite to the connecting rod portion. The mixing groove 211 alters the flow path of oil and gas on the surface of piston portion 21, increasing the flow velocity of oil and gas on the piston 2 surface and forming vortices on the piston portion 21 surface that accelerate molecular fusion, thereby improving the mixing efficiency of air and fuel on the piston 2 surface. Simultaneously, the mixing groove 211 also creates a more complex flow field within the combustion chamber 11. This flow field helps to form a larger flame front after ignition, increasing flame propagation speed, thereby improving the oil-gas combustion process and increasing engine combustion efficiency.

[0073] The shape of the projection of the mixing groove 211 along the piston 2 axis can be rectangular, trapezoidal, or triangular, and this application does not limit this. In one embodiment of this application, the projection of the mixing groove 211 along the piston 2 axis includes one of a circle, an ellipse, and a waist-shaped hole. Compared with other shapes, the circular, elliptical, and waist-shaped holes have smooth surfaces and no sharp corners, which can effectively reduce the friction between the oil and gas and the wall of the mixing groove 211, maintain the airflow near the mixing groove 211 in a better laminar flow state, reduce the possibility of vortices forming in the oil and gas in the mixing groove 211, improve the mixing efficiency of oil and gas in the mixing groove 211, and improve the combustion efficiency of the engine.

[0074] In one embodiment of this application, the bottom surface of the mixing groove 211 is an arc surface with a diameter of K, where K > 150 mm. The arc surface reduces friction between the oil / air mixture and the walls of the mixing groove 211, maintaining a better laminar flow near the mixing groove 211, reducing the possibility of vortices forming within the mixing groove 211, and improving the mixing efficiency of the oil / air mixture within the mixing groove 211, thereby improving the engine's combustion efficiency. Understandably, the larger the diameter of the arc, the closer the arc surface is to a plane. Within the limitation of the arc surface's diameter, the bottom area of ​​the mixing groove 211 can be effectively increased, increasing the contact area between the bottom surface of the mixing groove 211 and the oil / air mixture, thus improving the mixing efficiency of the mixing groove 211 for the oil / air mixture.

[0075] To further reduce the impact of the mixing groove 211 on the air-fuel mixture within the combustion chamber 11, in one embodiment of this application, the opening edge of the mixing groove 211 is a smooth curved surface. This smooth curved surface effectively reduces friction between the air-fuel mixture and the opening of the mixing groove 211, maintaining a better laminar flow near the opening of the mixing groove 211, reducing the possibility of vortices forming in the air-fuel mixture near the opening of the mixing groove 211, and improving the mixing efficiency of the air-fuel mixture within the mixing groove 211, thereby improving the combustion efficiency of the engine. Simultaneously, the smooth curved surface of the opening edge of the mixing groove 211 also avoids pre-ignition caused by hot spots, improving the reliability and durability of the piston 2.

[0076] The piston section 21 is also provided with an air guide groove 212 that opens along its outer edge, and the air guide groove 212 is positioned facing the air passage. When fuel and air pass through the combustion chamber 11 in the air passage, some of the fuel-air mixture will enter the air guide groove 212. Of this fuel-air mixture, the first fuel-air mixture to enter the air guide groove 212 will be blocked by the groove wall, thereby colliding with and mixing with the fuel-air mixture entering the air guide groove 212 afterward. In this way, the fuel-air mixture ratio in the combustion chamber 11 is improved, the formation of the fuel-air mixture is enhanced, the combustion efficiency of the fuel-air mixture in the combustion chamber 11 is improved, and the combustion efficiency of the engine is improved.

[0077] In one embodiment of this application, the diameter of the gas guide groove 212 gradually narrows along the direction from the outer edge of the piston portion 21 to the inside of the piston portion 21. In this way, the movable space of oil and gas after entering the gas guide groove 212 is gradually reduced, the molecular motion of oil and gas is intensified, and the fusion rate of oil and gas is improved.

[0078] The air guide groove 212 is also provided with an air guide ramp 213, which is used to guide the gas on the surface of the piston portion 21 into the air guide groove 212, thereby intensifying the mixing of oil and gas in the air guide groove 212. Specifically, when oil and gas enter the combustion chamber 11 from the air passage, some oil and gas will enter the air guide groove 212, while some oil and gas will remain on the surface of the piston portion 21. The air guide ramp 213 can guide the oil and gas remaining on the surface of the piston portion 21 into the air guide groove 212, so that the oil and gas on the piston 21 surface can collide and mix with the oil and gas in the air guide groove 212, thereby promoting the generation of the oil and gas mixture, improving the combustion efficiency of oil and gas in the combustion chamber 11, and improving the combustion efficiency of the engine.

[0079] The engine also includes an intake valve 3, which is movably disposed between the intake manifold 12 and the combustion chamber 11. During engine operation, the intake valve 3 can be opened, allowing external fuel gas to be drawn into the combustion chamber 11 through the intake manifold 12. In one embodiment of this application, the intake valve 3 is disposed between the intake manifold 12 and the combustion chamber 11, and the angle between the intake valve 3 and the horizontal line is L, 15°≤L≤20°. Under this dimensional constraint, the resistance of gas entering the combustion chamber 11 from the intake valve 3 can be effectively reduced, reducing the obstruction and turbulence of fuel gas entering the combustion chamber 11, and improving intake efficiency.

[0080] In one embodiment of this application, the air guide groove 212 is disposed facing the intake valve 3, and the intake valve 3 is disposed parallel to the air guide ramp 213. This arrangement has several advantages: First, it ensures smoother entry of fuel and air into the combustion chamber 11, reducing obstruction and turbulence during entry and improving intake efficiency. Second, guided by the intake valve 3 and the intake-side ramp on the piston 2 surface, the fuel and air form a more uniform flow, aiding in fuel-air mixing and thus improving combustion efficiency. Third, the parallel arrangement of the air guide ramp 213 with the intake valve 3 reduces the impact and adhesion of fuel and air on the air guide ramp 213, thereby reducing deposit formation and extending the service life of the piston 2.

[0081] The combustion system 1000 also includes an exhaust manifold 13, which is connected to the combustion chamber 11. Correspondingly, the engine also includes an exhaust valve 4, which is movably disposed between the exhaust manifold 13 and the combustion chamber 11. During engine operation, the intake valve 3 is opened first, allowing external fuel gas to be drawn into the combustion chamber 11 through the intake manifold 12. Subsequently, the spark plug 5 ignites and pushes the piston 2 downward. Then, the exhaust valve 4 opens, and the piston 2 moves upward under the drive of the crankshaft, pushing the exhaust gas after combustion in the combustion chamber 11 out of the combustion chamber 11 through the exhaust manifold 13.

[0082] In one embodiment of this application, the air guide groove 212 includes a first air guide groove 2121 and a second air guide groove 2122. The first air guide groove 2121 is disposed facing the intake passage 12, and the second air guide groove 2122 is disposed facing the exhaust passage 13. The first air guide groove 2121 is provided with a first air guide ramp 2131, and the second air guide groove 2122 is provided with a second air guide ramp 2132. In one embodiment of this application, the second air guide ramp 2132 can also be disposed parallel to the exhaust valve 4. In this way, the resistance of the piston 2 pushing the exhaust gas to the exhaust passage 13 can be effectively reduced, and the exhaust efficiency can be improved. At the same time, the parallel arrangement of the second air guide ramp 2132 and the exhaust valve 4 can also reduce the exhaust dead angle between the piston 2 and the exhaust passage 13, reduce the gas residue in the combustion chamber 11, and extend the service life of the engine.

[0083] The combustion system 1000 also includes a high-energy igniter, which is used to ignite the combustion chamber. The high-energy igniter includes a spark plug 5 and a high-energy ignition coil. The high-energy ignition coil converts the low-voltage electricity from the vehicle's power battery into high-voltage electricity and supplies it to the spark plug 5. The ignition energy of the high-energy ignition coil is above 100mJ, and it enables the engine to achieve high-energy ignition technology. High-energy ignition technology is a technology that improves combustion rate and combustion completeness, expands the air-fuel ratio and combustible range of the mixture, and improves engine performance by significantly increasing ignition energy (such as temperature, magnetic field, electric field). This application uses high-energy ignition technology to generate a strong discharge in the combustion chamber 11 in a very short time, enhances spark intensity, promotes flame core formation, and enables rapid and complete combustion of the air-fuel mixture, thereby improving the engine's combustion efficiency and power output. The spark plug 5 is used to introduce the high-voltage electricity transmitted by the high-energy igniter into the combustion chamber 11, thereby igniting the fuel-air mixture in the combustion chamber 11 and pushing the piston 2 downward.

[0084] Please refer to Figure 4In one embodiment of this application, the ignition part of the spark plug 5 in the high-energy igniter is positioned at the bottom of the mixing groove 211. This increases the space near the spark plug 5, providing sufficient space for the fuel and air to mix and burn, thus increasing the flame propagation speed. Simultaneously, the positioning of the ignition part of the spark plug 5 at the bottom of the mixing groove 211 also results in the combustion chamber 11 having a spatial structure that is high in the center and gradually decreases in size at both sides. The distance the flame travels to the edges is relatively short, thus accelerating the flame propagation speed. After the spark plug 5 ignites, the flame within the combustion chamber 11 can propagate in three dimensions and multiple directions, which is beneficial for improving the engine's combustion flame propagation efficiency and thermal efficiency.

[0085] In the description of the embodiments of this application, it should be noted that the orientation or positional relationship of the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and other indicators are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0086] The above-disclosed embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art will understand that all or part of the processes for implementing the above embodiments and equivalent variations made in accordance with the claims of this application are still within the scope of this application.

Claims

1. A combustion system, characterized in that, The combustion system includes a combustion chamber, an air intake, a piston, and a high-energy igniter. The air intake is connected to the combustion chamber, and the tumble ratio of the air intake is A, where 1.5 ≤ A ≤ 2. The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18; The high-energy igniter is used to ignite the combustion chamber.

2. The combustion system as described in claim 1, characterized in that, The air intake has a first opening and a second opening that are arranged opposite to each other. The second opening is closer to the combustion chamber than the first opening, and the diameter of the first opening is larger than the diameter of the second opening.

3. The combustion system as described in claim 2, characterized in that, The first opening is rectangular in shape, with a length of C and a height of D, where 40mm ≤ C ≤ 60mm and 25mm ≤ D ≤ 35mm. The corners of the rectangle are rounded.

4. The combustion system as described in claim 2, characterized in that, The diameter of the second opening is E, where 24mm ≤ E ≤ 30mm.

5. The combustion system as described in claim 1, characterized in that, The inner wall of the air intake is provided with grooves.

6. The combustion system as described in claim 5, characterized in that, The length of the groove is equal to the length of the air intake.

7. The combustion system as described in claim 5 or 6, characterized in that, The length of the groove is F, where 90mm ≤ F ≤ 120mm.

8. The combustion system as described in claim 5, characterized in that, The maximum distance between the line connecting the two end faces of the groove and the bottom surface of the groove is G, where 4mm≤G≤6mm.

9. The combustion system as described in claim 5, characterized in that, The air intake has a first opening and a second opening that are disposed opposite to each other, and the second opening is closer to the combustion chamber than the first opening; The groove wall surface near the first opening has a projection along the first direction at an angle α1 with the horizontal line, where 21°≤α1≤24°; and / or The angle between the projection of the groove wall surface near the second opening along the first direction and the horizontal line is α2, where 44°≤α2≤48°.

10. The combustion system as claimed in claim 5, characterized in that, The volume of the groove is I, and the volume of the air intake is J, where 8% ≤ I / J ≤ 10%.

11. The combustion system as claimed in claim 1, characterized in that, The piston includes a piston portion and a connecting rod portion connected to each other. The connecting rod portion is used to connect with the crankshaft, and the piston portion has a mixing groove on the side opposite to the connecting rod portion.

12. The combustion system as claimed in claim 11, characterized in that, The projection shape of the mixing groove along the piston axis includes one of the following: circular, elliptical, and oblong.

13. The combustion system as claimed in claim 11, characterized in that, The bottom surface of the gas mixing tank is an arc surface with a diameter of K, where K > 150 mm.

14. The combustion system as claimed in claim 11, characterized in that, The piston section is also provided with an air guide groove that opens along its outer edge.

15. The combustion system as claimed in claim 14, characterized in that, Along the direction from the outer edge of the piston portion to the inside of the piston portion, the diameter of the air guide groove gradually narrows.

16. The combustion system as claimed in claim 14, characterized in that, The gas guide groove is provided with a gas guide slope, which is used to guide the gas on the surface of the piston into the gas guide groove.

17. The combustion system as claimed in claim 16, characterized in that, The combustion system also includes an intake valve, which is located between the intake duct and the combustion chamber; the intake valve is arranged parallel to the air guide slope.

18. The combustion system as claimed in claim 11, characterized in that, The ignition section of the high-energy igniter is positioned at the bottom of the gas mixing tank.

19. The combustion system as claimed in claim 1, characterized in that, The combustion system also includes an intake valve, which is located between the intake manifold and the combustion chamber. The angle between the intake valve and the horizontal line is L, where 15°≤L≤20°.

20. An engine, characterized in that, Includes the combustion system as described in any one of claims 1 to 19.

21. A powertrain, characterized in that, Including the engine as described in claim 20.

22. A vehicle, characterized in that, Including the powertrain as described in claim 21.

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