engine

Abstract

This invention provides an engine. The engine includes a cylinder, a piston, a cylinder head, a first exhaust valve, a spark plug, a first injector, a second injector, a first deflector, and a second deflector. The piston is slidably connected to the cylinder. The cylinder head is connected to the cylinder and has a first exhaust passage. The first exhaust valve can selectively block the first exhaust passage. The spark plug is connected to the cylinder head. The first injector is connected to the cylinder head. The second injector is connected to the cylinder head. The first deflector is connected to the first injector and has a first injection orifice. The second deflector is connected to the second injector and has a second injection orifice. The cylinder, piston, and cylinder head define a combustion chamber. A portion of the first deflector and a portion of the second deflector are located within the combustion chamber. The first injection orifice faces the first exhaust valve, and the second injection orifice faces the spark plug. The engine is capable of forming a stratified air-fuel mixture, which is beneficial for combustion.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and in particular relates to an engine. Background Technology

[0002] Hydrogen, as a renewable and clean energy source, can be obtained directly from water. Compared with methane and gasoline, hydrogen has advantages in internal combustion engine applications, such as low heating value per unit mass, low ignition energy, wide ignition threshold, fast flame propagation speed, and low emissions.

[0003] If a hydrogen engine uses port injection, its output power will decrease by about 15% compared to a gasoline engine. To address the issue of hydrogen's low density, hydrogen engines need to use direct injection. Direct injection not only increases power by improving the volumetric efficiency but also avoids abnormal combustion phenomena such as backfire and pre-ignition.

[0004] For direct injection engines, the placement of the hydrogen injectors, the rail pressure of the hydrogen injection, and the timing of the hydrogen injection all affect the flow inside the cylinder. In order to further improve the thermal efficiency of the engine, dual injectors are used to shorten the injection time and a late injection strategy is adopted to reduce the engine's compression negative power. However, late injection will result in a very short mixing time, and the ignition position cannot achieve a suitable air-fuel mixture concentration distribution for ignition. Too lean will cause engine ignition failure, and too rich will cause abnormal engine ignition. Summary of the Invention

[0005] The present invention aims to at least partially solve one of the technical problems in the related art.

[0006] This invention provides an engine, comprising: cylinder; A piston, which is slidably connected to the cylinder; A cylinder head, the cylinder head being connected to the cylinder, the cylinder head having a first exhaust passage; The first exhaust valve is slidably connected to the cylinder head and can selectively block the first exhaust passage; Spark plug, the spark plug being connected to the cylinder head; A first injector, the first injector being connected to the cylinder head; A second injector, the second injector being connected to the cylinder head; A first flow guiding device, connected to the first injector, the first flow guiding device having a first injection orifice; and A second flow guiding device is connected to the second injector, and the second flow guiding device has a second injection hole; The cylinder, the piston, and the cylinder head define a combustion chamber, a portion of the first flow guide device and a portion of the second flow guide device are located in the combustion chamber, the first injection port faces the first exhaust valve, and the second injection port faces the spark plug.

[0007] The engine of this invention includes a first injector and a second injector, which can shorten the injection time, reduce the injection duration, decrease compression power, and optimize combustion efficiency. By providing a first flow guide device connected to the first injector and orienting the first injection orifice toward the first exhaust valve, the injection of most of the fuel in the entire cylinder is achieved. By providing a second flow guide device connected to the second injector and orienting the second injection orifice toward the spark plug, the fuel concentration around the spark plug is increased. This forms a stratified mixture, which is beneficial for combustion.

[0008] In some embodiments, a second exhaust valve is further included. The cylinder head has a second exhaust passage, the second exhaust valve is slidably connected to the cylinder head and can selectively block the second exhaust passage. The cylinder head has a line of symmetry along the direction of piston movement. The orthographic projection of the center of the spark plug is located on the line of symmetry. The first exhaust valve and the second exhaust valve are located on opposite sides of the line of symmetry. The first injection port has a first axis, and the first injector has a centerline passing through its center. The centerline is parallel to the line of symmetry along the direction of piston movement. The angle between the orthographic projection of the centerline and the first axis in the same plane is α, and the range of α is 0°-75°.

[0009] Simulation results show that setting α to a range of 0°-75° makes it easier for the injected fuel and air to mix in the combustion chamber to reach a suitable spark plug ignition state, making it easier for the engine to burn normally and improving the engine's thermal efficiency.

[0010] In some embodiments, during the same injection cycle, the injection volume of the first injector is greater than that of the second injector.

[0011] By setting the injection volume of the first injector to be greater than that of the second injector, the first injector is used to meet the injection of most of the fuel in the entire cylinder, while the second injector is used to increase the fuel concentration around the spark plug, making the combustion chamber temperature more suitable for combustion and improving the engine's thermal efficiency.

[0012] In some embodiments, during the same injection cycle, the ratio of the injection quantity of the first injector to the injection quantity of the second injector is 7:3.

[0013] Simulation results show that when the ratio of the injection quantity of the first injector to that of the second injector is 7:3 within the same injection cycle, the combustion chamber temperature is most suitable for combustion, and the engine has the highest thermal efficiency.

[0014] In some embodiments, during the same injection cycle, the injection timing of the first injector is earlier than that of the second injector.

[0015] By setting the injection timing of the first injector to be earlier than that of the second injector in the same injection cycle, the first injector injects fuel first to satisfy the injection of most of the fuel in the entire cylinder, and then the second injector injects fuel, increasing the fuel concentration around the spark plugs, making the combustion chamber temperature more suitable for combustion, and improving the engine's thermal efficiency.

[0016] In some embodiments, during the same injection cycle, the injection time of the first injector is 120° before the top dead center, and the injection time of the second injector is 60° before the top dead center.

[0017] Simulation results show that by setting the injection time of the first injector to 120° before top dead center and the injection time of the second injector to 60° before top dead center in the same injection cycle, the combustion chamber temperature is most suitable for combustion, and the engine has the highest thermal efficiency.

[0018] In some embodiments, the diameter of the first injection hole is smaller than the diameter of the second injection hole.

[0019] By setting the diameter of the first injection orifice to be smaller than that of the second injection orifice, the first injection orifice achieves a long penetration distance and strong diffusion capability, ensuring that the fuel injected from the first injection orifice can cover most of the area inside the cylinder. The second injector has a short penetration distance and a small injection range, thereby increasing the fuel concentration around the spark plug.

[0020] In some embodiments, the diameter of the first injection hole is d1, which ranges from 5mm to 6mm, and the diameter of the second injection hole is d2, which ranges from 6mm to 8mm.

[0021] Based on simulation results, setting d1 to a range of 5mm-6mm and d2 to a range of 6mm-8mm resulted in the most suitable combustion temperature in the combustion chamber and the highest thermal efficiency of the engine.

[0022] In some embodiments, the first flow guiding device has a second axis, the first axis and the second axis form a first nozzle cone angle, the second flow guiding device has a third axis, the second injection hole has a fourth axis, the third axis and the fourth axis form a second nozzle cone angle, and the angle of the first nozzle cone angle is smaller than the angle of the second nozzle cone angle.

[0023] By setting the cone angle of the first injection hole to be smaller than that of the second injection hole, the first injection hole achieves a long penetration distance and strong diffusion capability, ensuring that the fuel injected from the first injection hole can cover most of the area inside the cylinder. The second injector has a short penetration distance and a small injection range, thereby increasing the fuel concentration around the spark plug.

[0024] In some embodiments, the angle of the first nozzle cone angle is β1, the range of β1 is 20°-25°, and the angle of the second nozzle cone angle is β2, the range of β2 is 35°-50°.

[0025] Based on simulation results, setting β1 to the range of 20°-25° and β2 to the range of 35°-50° results in the most suitable combustion temperature in the combustion chamber and the highest thermal efficiency of the engine. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the engine structure provided in one embodiment of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the engine structure provided in one embodiment of the present invention. Figure 2 ; Figure 3 This is a schematic diagram of the engine structure provided in one embodiment of the present invention. Figure 3 ; Figure 4 This is a schematic diagram of the structure of a first flow guiding device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a second flow guiding device provided in an embodiment of the present invention.

[0028] Figure label: 1. Cylinder; 2. Piston; 3. Cylinder head; 31. First intake manifold; 32. First exhaust manifold; 4. First intake valve; 5. First exhaust valve; 6. Spark plugs; 7. First injector; 8. Second injector; 9. First flow guiding device; 91. First injection chamber; 92. First injection hole; 10. Second flow guiding device; 101. Second injection chamber; 102. Second injection hole; 20. Second air intake valve; 30. Second exhaust valve; 40. Combustion chamber. Detailed Implementation

[0029] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0030] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movement of components in a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. The terms "comprising" and "having," and any variations thereof, in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to these processes, methods, products, or devices.

[0031] The engine includes a cylinder, piston, cylinder head, first exhaust valve, spark plug, first injector, second injector, first deflector, and second deflector. The piston is slidably connected to the cylinder. The cylinder head is connected to the cylinder. The cylinder head has a first exhaust passage. The first exhaust valve is slidably connected to the cylinder head and can selectively block the first exhaust passage. The spark plug is connected to the cylinder head. The first injector is connected to the cylinder head. The second injector is connected to the cylinder head. The first deflector is connected to the first injector and has a first injection orifice. The second deflector is connected to the second injector and has a second injection orifice. The cylinder, piston, and cylinder head define a combustion chamber. A portion of the first deflector and a portion of the second deflector are located within the combustion chamber. The first injection orifice faces the first exhaust valve, and the second injection orifice faces the spark plug.

[0032] The engine of this invention includes a first injector and a second injector, which can shorten the injection time, reduce the injection duration, decrease compression power, and optimize combustion efficiency. By providing a first flow guide device connected to the first injector and orienting the first injection orifice toward the first exhaust valve, the injection of most of the fuel in the entire cylinder is achieved. By providing a second flow guide device connected to the second injector and orienting the second injection orifice toward the spark plug, the fuel concentration around the spark plug is increased. This forms a stratified mixture, which is beneficial for combustion.

[0033] In this disclosure, the term "same injection cycle" refers to the time or process required for the injection system to complete one full working cycle.

[0034] In this disclosure, the term "120° before top dead center" refers to the moment when the crankshaft rotates to 120 degrees before the piston reaches the top of the cylinder.

[0035] In this disclosure, the term "60° before top dead center" refers to the moment when the crankshaft rotates to 60 degrees before the piston reaches the top of the cylinder.

[0036] like Figure 1 As shown, the engine includes a cylinder 1, a piston 2, and a cylinder head 3. The piston 2 is slidably connected to the cylinder 1. The cylinder head 3 is connected to the cylinder 1. The cylinder 1, piston 2, and cylinder head 3 define a combustion chamber 40.

[0037] Specifically, the cylinder head 3 is connected to the cylinder 1 by fasteners.

[0038] Alternatively, the fasteners are bolts and nuts.

[0039] In some embodiments, the engine further includes a spark plug 6. The spark plug 6 is connected to the cylinder head 3. The cylinder head 3 has a first intake passage 31 and a first exhaust passage 32. The engine also includes a first intake valve 4 and a first exhaust valve 5. The first intake valve 4 is slidably connected to the cylinder head 3 and can selectively block the first intake passage 31. The first exhaust valve 5 is slidably connected to the cylinder head 3 and can selectively block the first exhaust passage 32.

[0040] like Figure 2 As shown, the engine also includes a first injector 7 and a second injector 8. The first injector 7 is connected to the cylinder head 3. The second injector 8 is connected to the cylinder head 3. The engine, including the first injector 7 and the second injector 8, can shorten the injection time, reduce the injection duration, reduce compression power, and optimize combustion efficiency.

[0041] In some embodiments, the first injector 7 is connected to the cylinder head 3 by screws or other threaded connections. Of course, in other embodiments, the first injector 7 can also be connected to the cylinder head 3 by welding.

[0042] In some embodiments, the second injector 8 is connected to the cylinder head 3 by screws or other threaded connections. Of course, in other embodiments, the second injector 8 can also be connected to the cylinder head 3 by welding.

[0043] like Figure 3 As shown, the engine also includes a second intake valve 20 and a second exhaust valve 30. The cylinder head 3 also has a second intake passage and a second exhaust passage. The second intake valve 20 is slidably connected to the cylinder head 3, and the second intake valve 20 can selectively block the second intake passage. The second exhaust valve 30 is slidably connected to the cylinder head 3, and the second exhaust valve 30 can selectively block the second exhaust passage.

[0044] In some embodiments, the engine further includes a first flow guide 9 and a second flow guide 10. The first flow guide 9 is connected to the first injector 7. The second flow guide 10 is connected to the second injector 8.

[0045] In some embodiments, the first flow guiding device 9 is connected to the first injector 7 by welding. Of course, in other embodiments, the first flow guiding device 9 may also be connected to the first injector 7 by screws or other threaded connections.

[0046] In some embodiments, the second flow guiding device 10 is connected to the second injector 8 by welding. Of course, in other embodiments, the second flow guiding device 10 may also be connected to the second injector 8 by screws or other threaded connections.

[0047] In some embodiments, a portion of the first flow guiding device 9 and a portion of the second flow guiding device 10 are located in the combustion chamber. The first injection orifice 92 faces the first exhaust valve 5. The second injection orifice 102 faces the spark plug 6. By providing the first flow guiding device 9 connected to the first injector 7 and orienting the first injection orifice 92 toward the first exhaust valve 5, the injection of most of the fuel in the entire cylinder 1 is satisfied. By providing the second flow guiding device 10 connected to the second injector 8 and orienting the second injection orifice 102 toward the spark plug 6, the fuel concentration around the spark plug 6 is increased. This forms a stratified mixture, which is beneficial for combustion.

[0048] In some embodiments, the cylinder head 3 has a line of symmetry. Along the direction of piston 2 movement, the orthographic projection of the center of the spark plug 6 lies on the line of symmetry. The first exhaust valve 5 and the second exhaust valve 30 are located on opposite sides of the line of symmetry. The first injection port 92 has a first axis, and the first injector 7 has a centerline passing through its center. The centerline is parallel to the line of symmetry. Along the direction of piston 2 movement, the angle between the orthographic projections of the centerline and the first axis in the same plane is α, and the range of α is 0°-75°. Simulation results show that setting the range of α to 0°-75° makes it easier for the injected fuel and air to mix in the combustion chamber to reach a suitable state for spark plug 6 ignition, making it easier for the engine to burn normally and improving the engine's thermal efficiency.

[0049] Specifically, α can be 0°, 5°, 15°, 20°, 25°, 30°, 35°, 40°, 45°, 50°, 55°, 60°, 70°, 75°, or a range of any two of the above values.

[0050] In some embodiments, during the same injection cycle, the injection quantity of the first injector 7 is greater than that of the second injector 8. By setting the injection quantity of the first injector 7 to be greater than that of the second injector 8, the first injector 7 is used to satisfy the injection of most of the fuel in the entire cylinder 1, and the second injector 8 is used to increase the fuel concentration near the spark plug 6, making the combustion chamber temperature more suitable for combustion and improving the thermal efficiency of the engine.

[0051] In some embodiments, the ratio of the injection quantity of the first injector 7 to the injection quantity of the second injector 8 is 7:3 in the same injection cycle. Simulation results show that when the ratio of the injection quantity of the first injector 7 to the injection quantity of the second injector 8 is 7:3 in the same injection cycle, the combustion chamber temperature is most suitable for combustion, and the engine has the highest thermal efficiency.

[0052] Of course, in other embodiments, the ratio of the spray volume of the first injector 7 to the spray volume of the second injector 8 can also be 6:3, 5:3 or 4:3.

[0053] In some embodiments, the injection timing of the first injector 7 is earlier than that of the second injector 8 in the same injection cycle. By setting the injection timing of the first injector 7 earlier than that of the second injector 8 in the same injection cycle, the first injector 7 injects fuel first, satisfying the injection of most of the fuel in the entire cylinder 1, and then the second injector 8 injects fuel, increasing the fuel concentration around the spark plug 6, making the combustion chamber temperature more suitable for combustion, and improving the thermal efficiency of the engine.

[0054] In some embodiments, within the same injection cycle, the injection timing of the first injector 7 is 120° before top dead center (TDC), and the injection timing of the second injector 8 is 60° before TDC. Simulation results show that by setting the injection timing of the first injector 7 to 120° before TDC and the injection timing of the second injector 8 to 60° before TDC within the same injection cycle, the combustion chamber temperature is optimal for combustion, resulting in the highest engine thermal efficiency.

[0055] Of course, in other embodiments, in the same injection cycle, the injection time of the first injector 7 is 110° before the top dead center and the injection time of the second injector 8 is 50° before the top dead center, or in the same injection cycle, the injection time of the first injector 7 is 130° before the top dead center and the injection time of the second injector 8 is 70° before the top dead center.

[0056] like Figure 4 As shown, the first flow guiding device 9 has a first injection chamber 91 and a first injection hole 92 communicating with the first injection chamber 91.

[0057] Specifically, the first injection cavity 91 is a cylindrical cavity. Of course, in other embodiments, the first injection cavity 91 may also be a spherical cavity.

[0058] Specifically, the first injection hole 92 is a circular hole. Of course, in other embodiments, the first injection hole 92 may also be an elliptical hole.

[0059] like Figure 5 As shown, the second flow guiding device 10 has a second injection chamber 101 and a second injection hole 102 communicating with the second injection chamber 101.

[0060] Specifically, the second injection cavity 101 is a cylindrical cavity. Of course, in other embodiments, the second injection cavity 101 may also be a spherical cavity.

[0061] Specifically, the second injection hole 102 is a circular hole. Of course, in other embodiments, the second injection hole 102 may also be an elliptical hole.

[0062] In some embodiments, the diameter of the first injection hole 92 is smaller than the diameter of the second injection hole 102. By setting the diameter of the first injection hole 92 to be smaller than that of the second injection hole 102, the first injection hole 92 has a long penetration distance and strong diffusion capability, enabling the fuel injected from the first injection hole 92 to cover most of the area inside the cylinder 1. The second injector 8 has a short penetration distance and a small injection range, thereby increasing the fuel concentration around the spark plug 6.

[0063] In some embodiments, the diameter of the first injection orifice 92 is d1, ranging from 5mm to 6mm, and the diameter of the second injection orifice 102 is d2, ranging from 6mm to 8mm. Simulation results show that setting d1 to a range of 5mm to 6mm and d2 to a range of 6mm to 8mm results in the optimal combustion chamber temperature and the highest engine thermal efficiency.

[0064] Specifically, d1 can be 5mm, 5.1mm, 5.2mm, 5.3mm, 5.4mm, 5.5mm, 5.6mm, 5.7mm, 5.8mm, 5.9mm, 6mm, or any range of two of the above values.

[0065] Specifically, d2 can be 6mm, 6.5mm, 7mm, 7.5mm, 8mm, or any range of two of the above values.

[0066] In some embodiments, the first flow guiding device 9 has a second axis, and the first axis and the second axis form a first nozzle cone angle. The second flow guiding device 10 has a third axis, and the second injection hole 102 has a fourth axis, and the third axis and the fourth axis form a second nozzle cone angle. The angle of the first nozzle cone angle is smaller than the angle of the second nozzle cone angle. By setting the angle of the first nozzle cone angle to be smaller than the angle of the second nozzle cone angle, the first injection hole 92 has a long penetration distance and strong diffusion ability, enabling the fuel injected from the first injection hole 92 to cover most of the area inside the cylinder 1. The second injector 8 has a short penetration distance and a small injection range, thereby increasing the fuel concentration around the spark plug 6.

[0067] In some embodiments, the angle of the first nozzle cone angle is β1, which ranges from 20° to 25°, and the angle of the second nozzle cone angle is β2, which ranges from 35° to 50°. Simulation results show that setting β1 to a range of 20° to 25° and β2 to a range of 35° to 50° results in the most suitable combustion temperature in the combustion chamber and the highest thermal efficiency of the engine.

[0068] Specifically, β1 can be 20°, 21°, 22°, 23°, 24°, 25°, or a range consisting of any two of the above values.

[0069] Specifically, β2 can be 35°, 40°, 45°, 50°, or a range consisting of any two of the above values.

[0070] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on this invention.

[0071] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0072] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0073] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0074] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0075] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. An engine, characterized in that, include: Cylinder (1); Piston (2), which is slidably connected to cylinder (1); Cylinder head (3), the cylinder head (3) being connected to the cylinder (1), the cylinder head (3) having a first exhaust passage (32); The first exhaust valve (5) is slidably connected to the cylinder head (3) and can selectively block the first exhaust passage (32); Spark plug (6), said spark plug (6) is connected to said cylinder head (3); A first injector (7) is connected to the cylinder head (3); The second injector (8) is connected to the cylinder head (3); A first flow guiding device (9) is connected to the first injector (7), and the first flow guiding device (9) has a first injection hole (92); as well as A second flow guiding device (10) is connected to the second injector (8) and has a second injection hole (102). The cylinder (1), the piston (2) and the cylinder head (3) define a combustion chamber (40), a portion of the first flow guide (9) and a portion of the second flow guide (10) are located in the combustion chamber (40), the first injection port (92) faces the first exhaust valve (5) and the second injection port (102) faces the spark plug (6).

2. The engine according to claim 1, characterized in that, It also includes a second exhaust valve (30), the cylinder head (3) has a second exhaust passage, the second exhaust valve (30) is slidably connected to the cylinder head (3) and can selectively block the second exhaust passage, the cylinder head (3) has a line of symmetry along the direction of movement of the piston (2), the orthographic projection of the center of the spark plug (6) is located on the line of symmetry, the first exhaust valve (5) and the second exhaust valve (30) are respectively located on both sides of the line of symmetry, the first injection hole (92) has a first axis, the first injector (7) has a centerline passing through its center, the centerline is parallel to the line of symmetry along the direction of movement of the piston (2), the angle between the orthographic projection of the centerline and the first axis in the same plane is α, and the range of α is 0°-75°.

3. The engine according to claim 1, characterized in that, During the same injection cycle, the injection volume of the first injector (7) is greater than that of the second injector (8).

4. The engine according to claim 3, characterized in that, In the same injection cycle, the ratio of the injection amount of the first injector (7) to the injection amount of the second injector (8) is 7:

3.

5. The engine according to claim 1, characterized in that, In the same injection cycle, the injection time of the first injector (7) is earlier than the injection time of the second injector (8).

6. The engine according to claim 5, characterized in that, In the same injection cycle, the injection time of the first injector (7) is 120° before the top dead center, and the injection time of the second injector (8) is 60° before the top dead center.

7. The engine according to claim 1, characterized in that, The diameter of the first injection hole (92) is smaller than the diameter of the second injection hole (102).

8. The engine according to claim 7, characterized in that, The diameter of the first injection hole (92) is d1, which ranges from 5mm to 6mm, and the diameter of the second injection hole (102) is d2, which ranges from 6mm to 8mm.

9. The engine according to claim 2, characterized in that, The first flow guiding device (9) has a second axis, the first axis and the second axis form a first nozzle cone angle, the second flow guiding device (10) has a third axis, the second injection hole (102) has a fourth axis, the third axis and the fourth axis form a second nozzle cone angle, and the angle of the first nozzle cone angle is smaller than the angle of the second nozzle cone angle.

10. The engine according to claim 9, characterized in that, The first nozzle cone angle is β1, and the range of β1 is 20°-25°. The second nozzle cone angle is β2, and the range of β2 is 35°-50°.

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