Engine, combustion system and vehicle
By installing a second fuel injector in the engine combustion chamber to form a pre-combustion zone, the problem of unutilized energy in the pre-combustion chamber is solved, and the combustion speed and power efficiency in the combustion chamber are improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- WUHU ACTECO POWERTRAIN CO LTD
- Filing Date
- 2026-01-21
- Publication Date
- 2026-04-21
AI Technical Summary
In existing technologies, the energy generated by the combustion of the air-fuel mixture in the pre-combustion chamber is not effectively utilized, resulting in reduced engine efficiency.
A second fuel injector is installed in the engine's combustion chamber. The injector is controlled by a controller to form a pre-combustion zone around the spark plug ignition end, thereby increasing the fuel concentration. The high fuel concentration in the pre-combustion zone improves ignition reliability and combustion speed.
By having the combustion in the pre-combustion zone participate in the engine's work, the combustion speed and power efficiency of the air-fuel mixture in the combustion chamber are improved, thus achieving full utilization of the combustion energy of the air-fuel mixture in the pre-combustion zone.
Smart Images
Figure CN121897474A_ABST
Abstract
Description
Technical Field
[0001] This disclosure pertains to the field of automotive technology, and particularly relates to an engine, combustion system, and vehicle. Background Technology
[0002] The engine is the core component of a vehicle. Its main function is to mix fuel and air, ignite it in the combustion chamber, and then convert it into mechanical energy through mechanisms such as pistons and crankshafts to drive the vehicle.
[0003] In related technologies, a pre-combustion chamber connected to the combustion chamber can be set on the cylinder head of the engine. The fuel concentration of the air-fuel mixture in the pre-combustion chamber is usually higher than that in the combustion chamber. The air-fuel mixture in the pre-combustion chamber is ignited first, and then the air-fuel mixture in the combustion chamber is ignited by the flame generated in the pre-combustion chamber, which can improve the reliability of igniting the air-fuel mixture in the combustion chamber.
[0004] However, the energy generated by the combustion of the air-fuel mixture in the pre-combustion chamber is used for ignition of the air-fuel mixture in the combustion chamber, and is not used to do power in the engine, thus it is not fully utilized. Summary of the Invention
[0005] This disclosure provides an engine, a combustion system, and a vehicle, which can solve the technical problems existing in related technologies. The technical solution is as follows: This disclosure provides an engine, which includes a cylinder block, a cylinder head, spark plugs, a first injector, a second injector, and a controller; The cylinder block has a combustion chamber for containing a mixture of air and gas. The cylinder head is connected to the cylinder block and seals off the combustion chamber; The spark plug passes through the cylinder head, and the ignition end of the spark plug is located in the combustion chamber; The first injector is used to provide fuel to form the air-fuel mixture; The second injector passes through the cylinder head, and the nozzle of the second injector is located in the combustion chamber. The nozzle is used to spray a fuel jet into the area where the ignition end is located. The controller is electrically connected to the spark plug and the second injector. The controller is used to control the nozzle to spray the fuel jet to form a pre-combustion zone around the ignition end, and the controller controls the ignition end to ignite after forming the pre-combustion zone around the ignition end.
[0006] In some possible implementations, the engine further includes an intake manifold and an exhaust manifold, both of which pass through the cylinder head and communicate with the combustion chamber.
[0007] In some possible implementations, the air intake duct supplies air to flow into the combustion chamber; The first injector passes through the cylinder head and communicates with the combustion chamber. The first injector is arranged at intervals with the intake manifold. The first injector is used to inject the fuel into the combustion chamber to form the air-fuel mixture with the air in the combustion chamber.
[0008] In some possible implementations, the first injector is located closer to the bottom of the combustion chamber in the depth direction than the air intake.
[0009] In some possible implementations, the first injector passes through and communicates with the intake manifold, and the first injector is used to inject the fuel into the intake manifold to form the air-fuel mixture with the air in the intake manifold, and the air-fuel mixture flows into the combustion chamber through the intake manifold.
[0010] In some possible implementations, the engine further includes intake valves and exhaust valves; The intake valve passes through the intake duct and is used to control the communication between the intake duct and the combustion chamber; The exhaust valve passes through the exhaust duct and is used to control the connection between the exhaust duct and the combustion chamber.
[0011] In some possible implementations, there are two intake valves and two exhaust valves.
[0012] In some possible implementations, the number of spark plugs is at least two, and at least two spark plugs are arranged around the second injector; The second injector sprays at least two oil jets, each of which corresponds to at least two spark plugs, and each oil jet forms a pre-combustion zone around the ignition end of the corresponding spark plug.
[0013] This disclosure also provides a combustion system, including the engine described above.
[0014] This disclosure also provides a vehicle including the combustion system described above.
[0015] The technical solution provided in this disclosure includes at least the following beneficial effects: The engine disclosed herein supplies fuel to the combustion chamber via a first injector, allowing the combustion chamber to be filled with a conventional fuel-air mixture. A second injector sprays a fuel jet into the combustion chamber before ignition at the spark plug ignition point, creating a pre-combustion zone around the ignition point. Since the fuel concentration in the pre-combustion zone is higher than in other areas of the combustion chamber, this improves the reliability of igniting the pre-combustion zone mixture at the ignition point and increases the combustion speed of the mixture within the combustion chamber, similar to igniting the pre-combustion zone mixture. Furthermore, the combustion of the pre-combustion zone mixture within the combustion chamber also contributes to the engine's power output, thus fully utilizing the energy from the combustion of the pre-combustion zone mixture.
[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description
[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. In the drawings: Figure 1 This is a schematic diagram of an engine provided in an embodiment of this disclosure; Figure 2 This is a front view of an engine provided in an embodiment of this disclosure; Figure 3 This is a bottom view of an engine provided in an embodiment of this disclosure; Figure 4 This is a top view of an engine provided in an embodiment of this disclosure; Figure 5 This is a side view of a second injector provided in an embodiment of this disclosure.
[0018] Legend 1. Engine; 10. Cylinder block; 101. Combustion chamber; 12. Spark plug; 121. Ignition end; 13. First injector; 14. Second injector; 141. Nozzle; 1411. Oil jet; 15. Air intake; 16. Exhaust duct; 17. Intake valve; 18. Exhaust valve.
[0019] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0020] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be further described in detail below with reference to the accompanying drawings.
[0021] The terminology used in the embodiments section of this disclosure is for illustrative purposes only and is not intended to limit the disclosure. Unless otherwise defined, the technical or scientific terms used herein should be understood in their ordinary sense by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “a” or “one,” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising,” “including,” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected,” “linked,” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.
[0022] An engine typically operates through four strokes: intake, compression, power, and exhaust. During the intake stroke, the combustion chamber is filled with a fuel-air mixture. During the compression stroke, this mixture is compressed. During the power stroke, the mixture is ignited, releasing chemical energy which is converted into mechanical energy through the piston and crankshaft to propel the vehicle. During the exhaust stroke, the exhaust gases produced by the combustion of the mixture are expelled from the combustion chamber. The engine continuously repeats these four strokes—intake, compression, power, and exhaust—to drive the vehicle for extended periods.
[0023] To improve thermal efficiency and reduce fuel consumption, modern engines tend to introduce leaner air into the combustion chamber to create lean combustion, or introduce exhaust gases from the exhaust gas recirculation (EGR) system. However, both methods reduce the fuel concentration within the combustion chamber, potentially decreasing the reliability of spark plug ignition and slowing down the combustion speed.
[0024] Based on this, in related technologies, a pre-combustion chamber can be opened on the cylinder head of the engine, and the pre-combustion chamber is connected to the combustion chamber. During the intake and / or compression strokes, an easily ignitable air-fuel mixture environment can be maintained in the pre-combustion chamber (i.e., the fuel concentration of the air-fuel mixture in the pre-combustion chamber is greater than that in the combustion chamber), and a spark plug is also installed in the pre-combustion chamber. During the power stroke, the air-fuel mixture in the pre-combustion chamber is first ignited by the spark plug in the pre-combustion chamber. Because the fuel concentration of the air-fuel mixture in the pre-combustion chamber is higher, it is easier to ignite. After the air-fuel mixture in the pre-combustion chamber is ignited, it forms a high-energy jet that enters the combustion chamber, which is easier to ignite than the air-fuel mixture in the combustion chamber compared to a traditional spark plug, and also increases the combustion speed of the air-fuel mixture in the combustion chamber.
[0025] However, the energy generated after the mixture in the pre-combustion chamber is ignited is mainly used to ignite the mixture in the combustion chamber, and does not contribute to the engine's power.
[0026] This disclosure provides an engine 1, with reference to... Figure 1 Engine 1 includes a cylinder block 10, a cylinder head (not shown in the figure), spark plugs 12, a first fuel injector 13, a second fuel injector 14, and a controller (not shown in the figure). Reference Figure 2 The cylinder block 10 has a combustion chamber 101 for containing an air-fuel mixture. A cylinder head is connected to the cylinder block 10 and seals the combustion chamber 101. A spark plug 12 passes through the cylinder head, with its ignition end 121 located within the combustion chamber 101. A first fuel injector 13 provides fuel to form an air-fuel mixture. A second fuel injector 14 passes through the cylinder head, with its nozzle 141 located within the combustion chamber 101, and the nozzle 141 sprays a fuel jet 1411 into the area where the ignition end 121 is located. A controller is electrically connected to the spark plug 12 and the second fuel injector 14. (See reference...) Figure 3 The controller is used to control the nozzle 141 to spray oil jet 1411 to form a pre-combustion zone around the ignition end 121, and the controller controls the ignition end 121 after forming the pre-combustion zone around the ignition end 121.
[0027] It should be noted that the pre-combustion zone formed by the fuel jet 1411 around the ignition end 121 is also known as the fuel rich zone, meaning that the fuel concentration in the pre-combustion zone is greater than the fuel concentration in other areas of the combustion chamber 101.
[0028] During the intake stroke of engine 1 (or during both the intake and compression strokes of engine 1), the fuel-air mixture supplied by the first injector 13 fills the combustion chamber 101. During the power stroke, the nozzle 141 of the second injector 14 first sprays a fuel jet 1411 into the combustion chamber 101, creating a pre-combustion zone around the ignition end 121 of the spark plug 12. The spark plug 121 then ignites the pre-combustion zone, which in turn ignites the mixture in other areas of the combustion chamber 101, releasing chemical energy. This chemical energy is converted into mechanical energy through the piston and crankshaft, driving the vehicle—that is, performing work on engine 1. During the exhaust stroke of engine 1, the exhaust gases produced after combustion of the mixture in the combustion chamber 101 are discharged from the combustion chamber 101.
[0029] It is understandable that since the fuel concentration in the pre-combustion zone is higher than that in other areas of the combustion chamber 101, the reliability of the ignition end 121 igniting the mixture in the pre-combustion zone can be improved, that is, the success rate of the ignition end 121 igniting the mixture in the pre-combustion zone can be improved, and the combustion speed of the mixture in the combustion chamber 101 can be improved. At the same time, the combustion of the mixture in the pre-combustion zone takes place in the combustion chamber 101, so the mixture ignited in the pre-combustion zone also participates in doing power for the engine 1.
[0030] By employing the technical solution of this embodiment, fuel is supplied to the combustion chamber 101 by the first injector 13, which allows the combustion chamber 101 to be filled with a conventional mixture of fuel and air. Furthermore, before ignition at the spark plug 121, the second injector 14 sprays a fuel jet 1411 into the combustion chamber 101, forming a pre-combustion zone around the spark plug 121. Since the fuel concentration in the pre-combustion zone is higher than that in other areas of the combustion chamber 101, the reliability of igniting the mixture in the pre-combustion zone by the spark plug 121 is improved, and the combustion speed of the mixture in the combustion chamber 101 is also increased, similar to the effect of igniting the mixture in the pre-combustion zone. Simultaneously, the mixture in the pre-combustion zone burns within the combustion chamber 101, thus also contributing to the power output of the engine 1, thereby fully utilizing the combustion of the mixture in the pre-combustion zone.
[0031] The controller can also be electrically connected to the first injector 13, and the controller can control the first injector 13 to inject fuel.
[0032] In some possible implementations, refer to Figure 1 The engine 1 also includes an intake manifold 15 and an exhaust manifold 16, both of which pass through the cylinder head and are connected to the combustion chamber 101.
[0033] The intake duct 15 can be selectively connected to or disconnected from the combustion chamber 101; that is, when the intake duct 15 is open, it is connected to the combustion chamber 101, and when the intake duct 15 is closed, it is disconnected from the combustion chamber 101. Specifically, during the intake stroke of the engine 1, the intake duct 15 is open, connecting the intake duct 15 to the combustion chamber 101, allowing air or a mixture to enter the combustion chamber 101 through the intake duct 15; during the compression stroke, power stroke, and exhaust stroke of the engine 1, the intake duct 15 is closed, disconnecting the intake duct 15 from the combustion chamber 101.
[0034] Similarly, the exhaust duct 16 is selectively connected to or disconnected from the combustion chamber 101; that is, when the exhaust duct 16 is open, it is connected to the combustion chamber 101, and when the exhaust duct 16 is closed, it is disconnected from the combustion chamber 101. Specifically, during the intake stroke, compression stroke, and power stroke of the engine 1, the exhaust duct 16 is closed, disconnecting the exhaust duct 16 from the combustion chamber 101; during the exhaust stroke of the engine 1, the exhaust duct 16 is open, connecting the exhaust duct 16 to the combustion chamber 101, and the exhaust gas produced after the combustion of the mixture in the combustion chamber 101 flows from the combustion chamber 101 to the exhaust duct 16.
[0035] In some possible implementations, refer to Figure 1 The engine 1 also includes an intake valve 17 and an exhaust valve 18. The intake valve 17 extends through the intake duct 15 and is used to control the communication between the intake duct 15 and the combustion chamber 101. The exhaust valve 18 extends through the exhaust duct 16 and is used to control the communication between the exhaust duct 16 and the combustion chamber 101.
[0036] The intake valve 17 can switch between a first position and a second position to open or close the intake passage 15, controlling whether the intake passage 15 is connected to or disconnected from the combustion chamber 101. Specifically, during the intake stroke of the engine 1, the intake valve 17 switches to the first position, opening the intake passage 15 and connecting it to the combustion chamber 101, allowing air or air-fuel mixture to enter the combustion chamber 101 through the intake passage 15; during the compression stroke, power stroke, and exhaust stroke of the engine 1, the intake valve 17 switches to the second position, closing the intake passage 15 and disconnecting it from the combustion chamber 101.
[0037] Similarly, the exhaust valve 18 can switch between the third and fourth positions to open or close the exhaust passage 16, controlling the connection or disconnection between the exhaust passage 16 and the combustion chamber 101. That is, when the exhaust passage 16 is open, it is connected to the combustion chamber 101; when the exhaust passage 16 is closed, it is disconnected from the combustion chamber 101. Specifically, during the intake, compression, and power strokes of the engine 1, the exhaust valve 18 can switch to the fourth position to close the exhaust passage 16, thus disconnecting the exhaust passage 16 from the combustion chamber 101. During the exhaust stroke of the engine 1, the exhaust valve 18 can switch to the third position to open the exhaust passage 16, thus connecting the exhaust passage 16 to the combustion chamber 101. The exhaust gas produced after the combustion of the mixture in the combustion chamber 101 flows from the combustion chamber 101 to the exhaust passage 16.
[0038] In some possible implementations, there are two intake valves 17 and two exhaust valves 18.
[0039] It should be noted that the intake valve 17 can not only control the connection or disconnection between the intake passage 15 and the combustion chamber 101, but also control the flow rate of air or air-fuel mixture in the intake passage 15 into the combustion chamber 101. Setting the number of intake valves 17 to two can increase the flow rate of air or air-fuel mixture in the intake passage 15 into the combustion chamber 101.
[0040] Similarly, the exhaust valve 18 can not only control the connection or disconnection between the exhaust duct 16 and the combustion chamber 101, but also control the flow rate of exhaust gas from the combustion chamber 101 into the exhaust duct 16. Setting the number of exhaust valves 18 to two can increase the flow rate of exhaust gas from the combustion chamber 101 into the exhaust duct 16.
[0041] Of course, the number of intake valve 17 and exhaust valve 18 can be one, three or even more, and there is no limitation here.
[0042] In some possible implementations, refer to Figure 2 The intake manifold 15 supplies air to flow into the combustion chamber 101. The first fuel injector 13 passes through the cylinder head and communicates with the combustion chamber 101. The first fuel injector 13 and the intake manifold 15 are arranged at intervals. The first fuel injector 13 is used to inject fuel into the combustion chamber 101 to form a mixture with air in the combustion chamber 101.
[0043] The first injector 13 can be a direct injection injector, forming an in-cylinder direct injection method, that is, the first injector 13 can directly inject fuel into the combustion chamber 101.
[0044] In one example, during the intake stroke of engine 1, the intake manifold 15 opens, connecting it to the combustion chamber 101. Air flows into the combustion chamber 101 through the intake manifold 15, and simultaneously, the first fuel injector 13 injects fuel directly into the combustion chamber 101. The fuel and air mix in the combustion chamber 101 to form a mixture. During the compression stroke of engine 1, the intake manifold 15 closes, isolating it from the combustion chamber 101, and the first fuel injector 13 stops injecting fuel into the combustion chamber 101. During the power stroke of engine 1, the second fuel injector 14 first injects a fuel jet 1411 to form a pre-combustion zone around the ignition end 121 of the spark plug 12. Then, the ignition end 121 ignites to ignite the mixture in the pre-combustion zone. Subsequently, the mixture in the pre-combustion zone gradually ignites the mixture in other areas of the combustion chamber 101 during combustion, so that the combustion of the mixture in the pre-combustion zone and the combustion of the mixture in other areas of the combustion chamber 101 both contribute to the power of engine 1. During the exhaust stroke of engine 1, exhaust passage 16 is opened, connecting exhaust passage 16 with combustion chamber 101. The exhaust gas formed after the combustion of the mixture in the pre-combustion zone and the mixture in other areas of combustion chamber 101 is discharged from combustion chamber 101 into exhaust passage 16.
[0045] In another example, during the intake stroke of engine 1, the intake manifold 15 opens, connecting it to the combustion chamber 101. Air flows into the combustion chamber 101 through the intake manifold 15, while the first fuel injector 13 injects fuel directly into the combustion chamber 101. The fuel mixes with the air in the combustion chamber 101 to form an air-fuel mixture. During the compression stroke of engine 1, the intake manifold 15 closes, isolating it from the combustion chamber 101. The first fuel injector 13 can still continue to inject fuel into the combustion chamber 101, continuing to mix with the air to form an air-fuel mixture. During the power stroke of engine 1, the first injector 13 stops injecting fuel into combustion chamber 101, and the second injector 14 first injects fuel jet 1411 to form a pre-combustion zone around the ignition end 121 of spark plug 12. Then, the ignition end 121 ignites to ignite the air-fuel mixture in the pre-combustion zone. Subsequently, the air-fuel mixture in the pre-combustion zone gradually ignites the air-fuel mixture in other areas of combustion chamber 101 during combustion, so that the combustion of the air-fuel mixture in the pre-combustion zone and the combustion of the air-fuel mixture in other areas of combustion chamber 101 both contribute to the power of engine 1. During the exhaust stroke of engine 1, exhaust passage 16 opens, connecting exhaust passage 16 to combustion chamber 101. The exhaust gas formed after the combustion of the air-fuel mixture in the pre-combustion zone and the air-fuel mixture in other areas of combustion chamber 101 is discharged from combustion chamber 101 into exhaust passage 16.
[0046] In some possible implementations, refer to Figure 2 The first injector 13 is closer to the bottom of the combustion chamber 101 than the intake duct 15 in the depth direction of the combustion chamber 101.
[0047] It is understandable that the direction of the first fuel injection into the combustion chamber 101 and the direction of the air intake 15 into the combustion chamber 101 are both inclined relative to the depth direction of the combustion chamber 101.
[0048] When the first injector 13 is a direct injection injector, the first injector 13 can be positioned closer to the bottom of the combustion chamber 101 in the depth direction than the intake duct 15. The air introduced into the combustion chamber 101 by the intake duct 15 is closer to the side wall of the combustion chamber 101 than the fuel injected into the combustion chamber 101 by the first injector 13, so as to prevent the fuel from adhering to the side wall of the combustion chamber 101 as much as possible. At the same time, the air flow can drive the fuel to flow in the combustion chamber 101, so that the fuel and air are mixed more evenly.
[0049] In some possible implementations, a first injector 13 is disposed through and communicates with an intake manifold 15 (not shown in the figure). The first injector 13 is used to inject fuel into the intake manifold 15 to form a mixture with air in the intake manifold 15. The mixture flows into the combustion chamber 101 through the intake manifold 15.
[0050] The first injector 13 can be an intake manifold 15 injector, that is, when the intake manifold 15 is closed, the first injector 13 injects fuel into the intake manifold 15, the fuel and air mix in the intake manifold 15 to form a mixture, and the mixture flows into the combustion chamber 101 when the intake manifold 15 is open.
[0051] Specifically, when the intake manifold 15 is closed, the first injector 13 injects fuel into the intake manifold 15, where the fuel mixes with air to form a mixture. During the intake stroke of the engine 1, the intake manifold 15 opens, connecting it to the combustion chamber 101, and the mixture flows into the combustion chamber 101 from the intake manifold 15. During the compression stroke of the engine 1, the intake manifold 15 closes, isolating it from the combustion chamber 101. During the power stroke of the engine 1, the second injector 14 first injects a fuel jet 1411 to form a pre-combustion zone around the ignition end 121 of the spark plug 12. Then, the ignition end 121 ignites to ignite the mixture in the pre-combustion zone. Subsequently, the mixture in the pre-combustion zone gradually ignites the mixture in other areas of the combustion chamber 101 during combustion, thus ensuring that both the combustion of the mixture in the pre-combustion zone and the combustion of the mixture in other areas of the combustion chamber 101 contribute to the power of the engine 1. During the exhaust stroke of engine 1, exhaust passage 16 is opened, connecting exhaust passage 16 with combustion chamber 101. The exhaust gas formed after the combustion of the mixture in the pre-combustion zone and the mixture in other areas of combustion chamber 101 is discharged from combustion chamber 101 into exhaust passage 16.
[0052] It is understandable that the first injector 13 can inject fuel into the intake manifold 15 during one or more of the compression stroke, power stroke, and exhaust stroke, without limitation.
[0053] In some possible implementations, refer to Figure 3 The number of spark plugs 12 is at least two, and the at least two spark plugs 12 are arranged around the second injector 14. The second injector 14 sprays at least two fuel jets 1411, and the at least two fuel jets 1411 correspond one-to-one with the at least two spark plugs 12. Each fuel jet 1411 forms a pre-combustion zone around the ignition end 121 of the corresponding spark plug 12.
[0054] At least two spark plugs 12 can be evenly arranged around the second injector 14.
[0055] Specifically, during the intake stroke of engine 1 (or during both the intake and compression strokes of engine 1), the fuel-air mixture supplied by the first injector 13 fills the combustion chamber 101. During the power stroke of engine 1, the nozzle 141 of the second injector 14 first sprays multiple fuel jets 1411, each jet 1411 being sprayed near the location of the corresponding spark plug 12, so that a pre-combustion zone is formed around each spark plug 12. Then, the ignition end 121 of each spark plug 12 ignites the corresponding pre-combustion zone approximately simultaneously. By igniting the mixture in multiple pre-combustion zones, the mixture in other areas of the combustion chamber 101 is ignited, releasing chemical energy, which is converted into mechanical energy through the piston and crankshaft mechanisms to drive the vehicle, that is, to do work on engine 1. During the exhaust stroke of engine 1, the exhaust gas produced after combustion of the mixture in the combustion chamber 101 is discharged from the combustion chamber 101.
[0056] By igniting the mixture in multiple pre-combustion zones to ignite the mixture in other areas of the combustion chamber 101, multiple pre-combustion zones form multiple ignition sources, which can improve the combustion speed of the mixture in the combustion chamber 101 and enhance thermal efficiency.
[0057] In some possible implementations, refer to Figure 4 The intake manifold 15 and exhaust manifold 16 are spaced apart along a first direction, which is perpendicular to the depth direction of the combustion chamber 101. There are two spark plugs 12, positioned between the intake manifold 15 and exhaust manifold 16 along the first direction, and spaced apart along a second direction, which is perpendicular to both the depth direction of the combustion chamber 101 and the first direction. A second fuel injector 14 is located between the intake manifold 15 and exhaust manifold 16, and between the two spark plugs 12.
[0058] During the power stroke of engine 1, the second injector 14 first sprays two jets of fuel 1411 near the ignition ends 121 of the two spark plugs 12. The two jets of fuel 1411 form a pre-combustion zone around the two ignition ends 121. Then, the two ignition ends 121 are ignited simultaneously to ignite the mixture in the two pre-combustion zones at the same time. Subsequently, the mixture in the two pre-combustion zones gradually ignites the mixture in other areas of the combustion chamber 101 during the combustion process, so that the combustion of the mixture in the two pre-combustion zones and the combustion of the mixture in other areas of the combustion chamber 101 both do power for engine 1.
[0059] In some possible implementations, refer to Figure 3 The fuel jet 1411 ejected by the second injector 14 can have a centerline based on the injection direction. Using the line connecting the ignition ends 121 of the two spark plugs 12 in the second direction as the first reference line, the centerlines of the two fuel jets 1411 form a first angle with the first reference line from the perspective of the depth direction of the combustion chamber 101. This causes the centerlines of both oil jets 1411 to tilt toward the side of the air intake 15.
[0060] During the intake stroke of engine 1, the intake manifold 15 opens, connecting it to the combustion chamber 101. Gas from the intake manifold 15 flows into the upper part of the combustion chamber 101 near the intake manifold 15, and flows approximately in a first direction from near the intake manifold 15 to near the exhaust manifold 16. It should be noted that during the power stroke of engine 1, although the intake manifold 15 closes, the gas in the combustion chamber 101 circulates within it, still flowing approximately in the first direction from near the intake manifold 15 to near the exhaust manifold 16 in the upper part of the combustion chamber 101. Since the two fuel jets 1411 are positioned in the upper part of the combustion chamber 101 after injection, they can follow the path of the gas flow in the upper part of the combustion chamber 101. Based on this, the line connecting the ignition ends 121 of the two spark plugs 12 in the second direction is taken as the first reference line. The center lines of the two fuel jets 1411 form a first angle with the reference line, so that the two fuel jets 1411 are tilted towards the intake duct 15. The two fuel jets 1411 flow around the two ignition ends 121 following the gas flow path in the upper part of the combustion chamber 101. When the two ignition ends 121 are ignited, a pre-combustion zone can be roughly formed around the two ignition ends 121.
[0061] Among them, the first included angle The range can be 10~20°. Of course, the first included angle... Other angles are also possible, and no specific angle is specified here.
[0062] In some possible implementations, refer to Figure 5The fuel jet 1411 ejected by the second injector 14 can have a centerline based on the ejection direction. Using the line connecting the ignition ends 121 of the two spark plugs 12 in the second direction as the first reference line, the centerlines of the two fuel jets 1411 respectively form a second angle with the first reference line from the perspective of the first direction. This causes the centerlines of both oil jets 1411 to slope toward the bottom of the combustion chamber 101.
[0063] The center lines of the two oil jets 1411 form a second angle with the second reference line, so that the center lines of the two oil jets 1411 are inclined toward the bottom of the combustion chamber 101, which can prevent the oil jets 1411 from being sprayed directly onto the cylinder head and adhering to the inner surface of the cylinder head after being sprayed.
[0064] Among them, the second included angle The range can be 10~20°. Of course, the second included angle... Other angles are also possible, and no specific angle is specified here.
[0065] In some possible implementations, the cross-sectional area of the intake duct 15 gradually decreases in the extending direction of the intake duct 15 from away from the combustion chamber 101 to near the combustion chamber 101, and the ratio of the cross-sectional area of the flange of the intake duct 15 to the cross-sectional area of the valve seat throat of the intake duct 15 is in the range of 1.1:1 to 1.5:1.
[0066] In some possible implementations, a third angle is formed between the central axis of the intake valve 17 and the depth direction of the combustion chamber 101, the third angle ranging from 8 to 17°.
[0067] In some possible implementations, a fourth angle is formed between the central axis of the exhaust valve 18 and the depth direction of the combustion chamber 101, the fourth angle ranging from 7 to 18°.
[0068] This disclosure also provides a combustion system including the engine 1 as described above.
[0069] This disclosure also provides a vehicle including the combustion system described above.
[0070] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this disclosure should be included within the protection scope of this disclosure.
Claims
1. An engine (1), characterized in that, The engine (1) includes a cylinder block (10), a cylinder head, a spark plug (12), a first injector (13), a second injector (14), and a controller; The cylinder block (10) has a combustion chamber (101) for containing a mixture; The cylinder head is connected to the cylinder block (10) and seals the combustion chamber (101). The spark plug (12) is inserted through the cylinder head, and the ignition end (121) of the spark plug (12) is located in the combustion chamber (101); The first injector (13) is used to provide fuel to form the mixture with air; The second injector (14) is installed in the cylinder head, and the nozzle (141) of the second injector (14) is located in the combustion chamber (101). The nozzle (141) is used to spray a jet of fuel (1411) into the area where the ignition end (121) is located. The controller is electrically connected to the spark plug (12) and the second injector (14). The controller is used to control the nozzle (141) to spray the fuel jet (1411) to form a pre-combustion zone around the ignition end (121). After the pre-combustion zone is formed around the ignition end (121), the controller controls the ignition of the ignition end (121).
2. The engine (1) according to claim 1, characterized in that, The engine (1) also includes an intake manifold (15) and an exhaust manifold (16), both of which pass through the cylinder head and are connected to the combustion chamber (101).
3. The engine (1) according to claim 2, characterized in that, The air intake (15) supplies the air to flow into the combustion chamber (101); The first injector (13) passes through the cylinder head and communicates with the combustion chamber (101). The first injector (13) is arranged at intervals with the intake manifold (15). The first injector (13) is used to inject the fuel into the combustion chamber (101) to form the mixture with the air in the combustion chamber (101).
4. The engine (1) according to claim 3, characterized in that, The first injector (13) is closer to the bottom of the combustion chamber (101) in the depth direction than the air intake (15).
5. The engine (1) according to claim 2, characterized in that, The first injector (13) passes through the intake passage (15) and communicates with the intake passage (15). The first injector (13) is used to inject the fuel into the intake passage (15) to form the mixture with the air in the intake passage (15). The mixture flows into the combustion chamber (101) through the intake passage (15).
6. The engine (1) according to claim 2, characterized in that, The engine (1) also includes an intake valve (17) and an exhaust valve (18). The intake valve (17) passes through the intake duct (15) and is used to control the communication between the intake duct (15) and the combustion chamber (101); The exhaust valve (18) passes through the exhaust passage (16) and is used to control the connection between the exhaust passage (16) and the combustion chamber (101).
7. The engine (1) according to claim 6, characterized in that, The number of intake valves (17) and exhaust valves (18) are both two.
8. The engine (1) according to claim 1, characterized in that, The number of spark plugs (12) is at least two, and at least two spark plugs (12) are arranged around the second injector (14); The second injector (14) sprays at least two oil jets (1411), each of which corresponds to at least two spark plugs (12). Each oil jet (1411) forms a pre-combustion zone around the ignition end (121) of the corresponding spark plug (12).
9. A combustion system, characterized in that, Includes the engine (1) as described in any one of claims 1-8.
10. A vehicle, characterized in that, Includes the combustion system as described in claim 9.