Engine and vehicle

Abstract

The utility model provides an engine and a vehicle. The engine comprises a cylinder cover, a piston, an air cylinder and an air extrusion cavity. The cylinder cover is fixed to the cylinder, and the piston is arranged in the cylinder. The cylinder cover is provided with an air valve area and an upper air squeezing area, and the upper air squeezing area is arranged around the peripheral side of the air valve area. The piston is provided with a combustion main area and a lower gas squeezing area, and the lower gas squeezing area is arranged around the circumferential side of the combustion main area. The air squeezing cavity is located between the upper air squeezing area and the lower air squeezing area. By means of the arrangement, after fuel oil enters the air cylinder, the gas extrusion cavity guides oil gas to generate high tumble and turbulent kinetic energy in the air cylinder, oil gas mixing and combustion are more sufficient, and the EGR rate, the power torque and the heat efficiency of an engine are improved.

Description

Technical Field

[0001] The present application relates to the field of transportation vehicles, and particularly to an engine and a vehicle. Background Art

[0002] The trend of diversified user demands in the global vehicle market has inevitably promoted the diversified development of vehicle energy forms. Against this background, hybrid vehicle models take into account both energy consumption and power, and have advantages such as low cost and low emissions. They can not only flexibly adapt to diverse travel scenarios of users, but also meet the environmental protection requirements of sustainable travel. Hybrid dedicated engines are required to have a high thermal efficiency. In order to improve the thermal efficiency, technical solutions such as ultra-high compression ratio, high thermal efficiency, high EGR (Exhaust Gas Re-circulation) rate, long stroke-bore ratio, Miller cycle, direct injection, etc. are usually adopted. The combustion system needs to have a high intake tumble and a high in-cylinder turbulent kinetic energy at the ignition moment to achieve lower fuel consumption and higher thermal efficiency.

[0003] Most of the existing engine combustion system solutions have a low compression ratio and a large bore diameter. Although high-tumble intake ports are adopted, due to structural limitations, at ultra-high compression ratios, the turbulent kinetic energy and tumble ratio in the cylinder are low, which is not conducive to fuel droplet evaporation and air-fuel mixture, nor is it conducive to achieving a high EGR rate, and ultimately cannot achieve a high thermal efficiency.

[0004] Therefore, it is necessary to provide an improved engine to solve some or all of the above problems. Summary of the Utility Model

[0005] The present application provides a high-efficiency engine and a vehicle.

[0006] The present application provides an engine, including a cylinder head, a piston, a cylinder, and a squish chamber; the cylinder head is fixed to the cylinder, and the piston is arranged in the cylinder; the cylinder head is provided with a valve area and an upper squish area, and the upper squish area is arranged around the circumferential side of the valve area; the piston is provided with a main combustion area and a lower squish area, and the lower squish area is arranged around the circumferential side of the main combustion area; the squish chamber is located between the upper squish area and the lower squish area.

[0007] Further, it further includes a combustion chamber; the main combustion area is recessed from the end face of the piston, and the combustion chamber is located between the valve area and the main combustion area and is communicated with the squish chamber.

[0008] Further, the piston is provided with a demarcation area; the demarcation area is connected between the main combustion area and the lower squish area; the demarcation area is arranged as a flat straight surface, and the included angle a between the upper squish area and the demarcation area is not less than 10 degrees and not more than 15 degrees.

[0009] Further, the upper squish area includes a first squish area, a second squish area, a third squish area, and a fourth squish area that are arranged at intervals around the valve area; the angles between the first squish area, the second squish area, the third squish area, the fourth squish area and the demarcation area are all equal.

[0010] Further, the cylinder head includes multiple groups of intake ports and intake valves; the outlet of the intake port is located in the valve area, and the intake valve can open and close the outlet of the intake port; the angle b between each group of intake ports and the intake valve is not less than 45 degrees and not more than 55 degrees; the second squish area is located between the outlets of the two intake ports.

[0011] Further, the cylinder head further includes an exhaust port and an exhaust valve; the inlet of the exhaust port is located in the valve area, and the exhaust valve can open and close the inlet of the exhaust port;

[0012] The exhaust valve is arranged opposite to the intake valve. Along the projection view angle from the first squish area to the third squish area, the angle c between the intake valve and the central axis of the cylinder head is not less than 20 degrees and not more than 24 degrees, and the angle d between the exhaust valve and the central axis of the cylinder head is not less than 18 degrees and not more than 22 degrees.

[0013] Further, it further includes an injector and a spark plug arranged on the cylinder head; along the direction from the piston to the cylinder head, the injector is located above the ignition center of the spark plug, and the height h between the end of the injector and the ignition center of the spark plug is not less than 4 mm and not more than 6 mm.

[0014] Further, the cylinder head includes an oil guiding part arranged in the valve area; the end of the injector is located in the oil guiding part, and the oil guiding part is used to guide the oil mist to flow through the ignition center of the spark plug.

[0015] Further, it further includes a spark plug arranged on the cylinder head, and the cylinder head includes an exhaust port; the spark plug is arranged to be biased towards the exhaust port side, and the distance e between the spark plug and the central axis of the cylinder head is not less than 1 mm and not more than 3 mm.

[0016] The present application also provides a vehicle, including the engine as described above.

[0017] Compared with the prior art, by arranging a squish cavity between the upper squish area and the lower squish area in the engine of the present application, after the fuel enters the cylinder, the squish cavity guides the oil and gas to generate strong tumble and turbulent kinetic energy in the cylinder, making the mixing and combustion of the oil and gas more sufficient, and improving the EGR rate, power torque, and thermal efficiency of the engine.

[0018] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings herein are incorporated into and constitute a part of this specification, showing embodiments consistent with this specification, and are used together with the specification to explain the principles of this specification.

[0020] Figure 1 is a partial cross-sectional view of the engine of the present application with respect to the cylinder head, piston, and cylinder.

[0021] Figure 2 is a partial cross-sectional view of the engine of the present application with respect to the intake passage, intake valve, exhaust passage, and exhaust valve.

[0022] Figure 3 is a partial cross-sectional view of the engine of the present application with respect to the fuel injector and spark plug.

[0023] Figure 4 is a perspective view of the cylinder head in the engine of the present application.

[0024] Figure 5 is a partial side view of the cylinder head in the engine of the present application.

[0025] Figure 6 is a partial cross-sectional view of the engine of the present application with respect to the fuel injector and spark plug.

[0026] Figure 7 is a side view of the piston in the engine of the present application.

[0027] Figure 8 is a perspective view of the piston in the engine of the present application.

[0028] Figure 9 is a comparison diagram of crankshaft angle - tumble ratio when the squish cavity is inclined and horizontally arranged in the engine of the present application.

[0029] Figure 10 is a side view of the cylinder head of another embodiment in the engine of the present application.

[0030] Figure 11 is Figure 10 a partial cross-sectional view of the cylinder head.

[0031] Description of the reference numerals in the drawings: 1 - cylinder head; 11 - valve area; 12 - upper squish area; 121 - first squish area; 122 - second squish area; 123 - third squish area; 124 - fourth squish area; 13 - intake passage; 131 - first intake passage; 132 - second intake passage; 14 - intake valve; 15 - exhaust passage; 151 - first exhaust passage; 152 - second exhaust passage; 16 - exhaust valve; 17 - oil guiding part; 2 - piston; 21 - main combustion area; 22 - lower squish area; 23 - demarcation area; 24 - intake valve avoidance area; 25 - exhaust valve avoidance area; 3 - cylinder; 4 - squish chamber; 5 - combustion chamber; 6 - fuel injector; 7 - spark plug. Detailed implementation manners

[0032] Here, in combination with the accompanying drawings, the technical solutions in the embodiments (or "implementation manners") of the present application will be clearly and completely described. When the following description involves the accompanying drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements.

[0033] If there are terms related to directional indication or positional relationship in the embodiments of the present application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), then such terms are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings); if this specific posture changes, then the directional indication or positional relationship will also change accordingly. In addition, the terms "first", "second", etc. involved in the embodiments of the present application are only for the purpose of convenient description and cannot be understood as indicating or implying relative importance.

[0034] As Figures 1 to 5 shown, the engine of the present application includes a cylinder head 1, a piston 2, a cylinder 3, a squish chamber 4, a combustion chamber 5, a fuel injector 6, and a spark plug 7. The cylinder head 1 is fixed to the cylinder 3, and the piston 2 is slidably disposed in the cylinder 3. The squish chamber 4 is located between the cylinder head 1 and the piston 2, and the squish chamber 4 is used to convert the tumble state of the oil in the cylinder 3 into a turbulent state.

[0035] In some embodiments, the cylinder head 1 includes a valve area 11, an upper squish area 12, an intake passage 13, an intake valve 14, an exhaust passage 15, an exhaust valve 16, and an oil guiding part 17. The valve area 11 is located on the side of the cylinder head 1 facing the piston 2, the upper squish area 12 is disposed around the circumferential side of the valve area 11, and the outlet of the intake passage 13, the inlet of the exhaust passage 15, and the oil guiding part 17 are disposed in the valve area 11.

[0036] The valve region 11 is disposed opposite to one end of the piston 2. During engine operation, the oil can burn between the valve region 11 and the piston 2. The upper squish region 12 is inclined from the valve region 11 towards the piston 2. The upper squish region 12 includes a first squish region 121, a second squish region 122, a third squish region 123, and a fourth squish region 124. The first squish region 121, the second squish region 122, the third squish region 123, and the fourth squish region 124 are sequentially arranged at intervals around the valve region 11. Specifically, the first squish region 121 is disposed opposite to the third squish region 123, and the second squish region 122 is disposed opposite to the fourth squish region 124.

[0037] The area of the first squish region 121 is approximately equal to the area of the third squish region 123, the area of the second squish region 122 is approximately equal to the area of the fourth squish region 124, and the area of the second squish region 122 (the area of the fourth squish region 124) is greater than the area of the first squish region 121 (the area of the third squish region 123). With such a setting, the intake flow rate of the gas is increased, and at the same time, it is convenient for the gas in the cylinder 3 to form a tumble flow, improving the combustion efficiency of the fuel and the thermal efficiency of the engine.

[0038] The intake passage 13 and the exhaust passage 15 are provided inside the cylinder head 1, and the intake valve 14 and the exhaust valve 16 can slide inside the cylinder head 1. Specifically, the intake valve 14 can control the opening and closing of the outlet of the intake passage 13, and the exhaust valve 16 can control the opening and closing of the inlet of the exhaust passage 15, so that the gas can flow in the cylinder 3 and then mix with the fuel to improve the combustion efficiency of the fuel. When the fuel is ignited in the cylinder 3, the intake valve 14 closes the outlet of the intake passage 13, and the exhaust valve 16 closes the inlet of the exhaust passage 15.

[0039] Multiple sets of intake passages 13 and intake valves 14 are provided, and each set has one intake passage 13 and one intake valve 14, which are arranged in one-to-one correspondence. At the same time, multiple sets of exhaust passages 15 and exhaust valves 16 are also provided, and each set has one exhaust passage 15 and one exhaust valve 16, which are arranged in one-to-one correspondence. The second squish region 122 is located between the outlets of the two intake passages 13. Further, the intake passage 13 includes a first intake passage 131 and a second intake passage 132, and the exhaust passage 15 includes a first exhaust passage 151 and a second exhaust passage 152.

[0040] Along the circumferential direction of the cylinder head 1, the first squish region 121 is located between the outlet of the first intake passage 131 and the inlet of the first exhaust passage 151, the second squish region 122 is located between the outlets of the first intake passage 131 and the second intake passage 132, the third squish region 123 is located between the outlet of the second intake passage 132 and the inlet of the second exhaust passage 152, and the fourth squish region 124 is located between the inlet of the second exhaust passage 152 and the inlet of the first exhaust passage 151.

[0041] In some embodiments, in each set of intake passage 13 and intake valve 14, the included angle b between the intake passage 13 and the intake valve 14 is not less than 45 degrees and not greater than 55 degrees. Specifically, along the projection view angle from the first squish area 121 to the third squish area 123, the included angle b between the central axis of the intake passage 13 and the central axis of the intake valve 14 is not less than 45 degrees and not greater than 55 degrees. With such a setting, the flow coefficient in the cylinder 3 is increased, thereby increasing the tumble ratio of the gas, making the turbulent kinetic energy in the cylinder 3 higher, and improving the combustion efficiency of the fuel. If the included angle b between the intake passage 13 and the intake valve 14 is less than 45 degrees or greater than 55 degrees, it will affect the flow coefficient and tumble ratio in the cylinder 3, and reduce the combustion efficiency of the fuel.

[0042] The intake valve 14 and the exhaust valve 16 are oppositely arranged. Specifically, along the projection view angle from the first squish area 121 to the third squish area 123, the intake valve 14 and the exhaust valve 16 are respectively located on both sides of the central axis of the cylinder head 1, and the included angle c between the intake valve 14 and the central axis of the cylinder head 1 is not less than 20 degrees and not greater than 24 degrees, and the included angle d between the exhaust valve 16 and the central axis of the cylinder head 1 is not less than 18 degrees and not greater than 22 degrees. For details, please refer to Figure 2 .

[0043] With such a setting, after the air flow passes through the intake passage 13, the combustion chamber 5, the exhaust valve 16 and the squish cavity 4, the air flow can flow smoothly in the cylinder 3, reducing the interference to the air flow, which is beneficial to increasing the flow coefficient of the gas in the cylinder 3, thereby increasing the tumble ratio of the gas, making the turbulent kinetic energy in the cylinder 3 higher, and improving the combustion efficiency of the fuel. If the included angle c between the intake valve 14 and the central axis of the cylinder head 1 is less than 20 degrees or greater than 24 degrees, and the included angle d between the exhaust valve 16 and the central axis of the cylinder head 1 is less than 18 degrees or greater than 22 degrees, it will affect the flow coefficient and tumble ratio in the cylinder 3, and reduce the combustion efficiency of the fuel.

[0044] By reasonably arranging the intake passage 13, the intake valve 14, the exhaust passage 15 and the exhaust valve 16, a nearly elliptical spherical structure can be formed between the piston 2 and the cylinder head 1 at a high compression ratio of the engine, which is beneficial to maintaining the tumble in the cylinder 3, generating a higher turbulent kinetic energy in the cylinder 3 at the ignition moment of the spark plug 7, and reducing the tendency of knocking. At the same time, the cylinder head 1 is arranged compactly, reducing the surface-to-volume ratio, reducing the heat transfer loss, and improving the thermal efficiency of the engine.

[0045] The oil guiding part 17 is arranged in the valve area and is located between the outlet of the first intake passage 131 and the outlet of the second intake passage 132. The oil guiding part 17 is recessed from the end face of the cylinder head 1, and the oil guiding part 17 is arranged in a conical shape. The end of the fuel injector 6 is located at the bottom of the oil guiding part 17, and the oil guiding part 17 is used to guide the gas and the oil mist to flow through the ignition center of the spark plug 7.

[0046] Further combined with Figures 6 to 8As shown, in some embodiments, the piston 2 includes a main combustion region 21, a lower squish region 22, a demarcation region 23, an intake valve avoidance region 24, and an exhaust valve avoidance region 25. The main combustion region 21 is located in the middle region of the end of the piston 2, and the main combustion region 21 is recessed from the end of the piston 2. The lower squish region 22 is disposed around the circumferential side of the main combustion region 21. The main combustion region 21 is disposed opposite to the valve region 11, and the lower squish region 22 is disposed opposite to the upper squish region 12. The demarcation region 23 is connected between the main combustion region 21 and the lower squish region 22, and the lower squish region 22 is inclined away from the cylinder head 1 from the demarcation region 23.

[0047] The demarcation region 23 is provided as a flat surface, and the included angle a between the demarcation region 23 and the upper squish region 12 is not less than 10 degrees and not greater than 15 degrees. With such a setting, it is beneficial to generate the gas tumble guided by the squish cavity 4 and maintain the gas tumble in a strong state. Furthermore, when the squish cavity 4 crushes the oil-gas tumble, the turbulent kinetic energy in the cylinder 3 is higher, and the unburned fuel at the squish cavity 4 is reduced. If the included angle a between the demarcation region 23 and the upper squish region 12 is less than 10 degrees or greater than 15 degrees, it will affect the flow coefficient and tumble ratio in the cylinder 3 and reduce the combustion efficiency of the fuel.

[0048] The included angles between the first squish region 121, the second squish region 122, the third squish region 123, the fourth squish region 124 and the demarcation region 23 are all equal. The lower squish region 22 is approximately parallel to the upper squish region 12.

[0049] The intake valve avoidance region 24 and the exhaust valve avoidance region 25 are provided at one end of the piston 2 facing the cylinder head 1, and the intake valve avoidance region 24 and the exhaust valve avoidance region 25 are recessed from the end face of the piston 2. The intake valve avoidance region 24 and the exhaust valve avoidance region 25 are both located between the main combustion region 21, the lower squish region 22 and the demarcation region 23. The intake valve avoidance region 24 is correspondingly arranged with the intake valve 14, and the exhaust valve avoidance region 25 is correspondingly arranged with the exhaust valve 16.

[0050] In some embodiments, the squish cavity 4 is located between the upper squish region 12 and the lower squish region 22. After the fuel enters the cylinder 3, the squish cavity 4 can guide the gas and oil mist to generate a strong tumble in the cylinder 3, and when the squish cavity 4 crushes the oil-gas tumble, a higher turbulent kinetic energy can be generated, so that the oil-gas mixture and combustion are more sufficient, and the EGR rate, power torque and thermal efficiency of the engine are improved.

[0051] The air squeezing chambers 4 are respectively located between the first air squeezing zone 121 and the lower air squeezing zone 22, between the second air squeezing zone 122 and the lower air squeezing zone 22, between the third air squeezing zone 123 and the lower air squeezing zone 22, and between the fourth air squeezing zone 124 and the lower air squeezing zone 22. The upper air squeezing zone 12, the lower air squeezing zone 22, and the main combustion zone 21 are manufactured by machining. With such an arrangement, the compression ratio deviation of the engine can be relatively small, which is beneficial to improving the working consistency of each cylinder of the engine, reducing the combustion fluctuation under a high EGR rate, and increasing the engine power and thermal efficiency.

[0052] As Figure 9 shown, when the air squeezing chamber 4 is inclined, the in-cylinder tumble ratio at the ignition moment of the spark plug 7 (crankshaft angle is 700℃A) is higher than that when the air squeezing chamber 4 is horizontally arranged (i.e., the angle a between the demarcation zone 23 and the upper air squeezing zone 12 is 0 degree). In this figure, the inclined setting of the air squeezing chamber 4 is simply referred to as inclined air squeezing, which is indicated by a solid line, and the horizontal setting of the air squeezing chamber 4 is simply referred to as horizontal air squeezing, which is indicated by a dotted line.

[0053] The combustion chamber 5 is located between the valve region 11 and the main combustion zone 21, and the combustion chamber 5 is communicated with the air squeezing chamber 4. Specifically, the combustion chamber 5 is formed by enclosing the valve region 11 of the cylinder head 1, the main combustion zone 21 of the piston 2, and the demarcation zone 23. The combustion chamber 5 is arranged in an elliptical spherical shape, and the air squeezing chamber 4 is inclined relative to the demarcation zone 23. After the gas comes out of the intake passage 13, the gas and oil mist can rotate and flow in the combustion chamber 5, and it is easier to form a tumble, and the oil-gas tumble is maintained in a strong state, so as to generate a higher turbulent kinetic energy at the ignition moment and reduce the tendency of knocking. And with such an arrangement, the surface area-to-volume ratio of the cylinder 3 can also be reduced, the heat transfer loss can be reduced, and the thermal efficiency can be increased. The end of the cylinder head 1, the end of the piston 2, and the inner wall of the cylinder 3 enclose the combustion chamber 5.

[0054] In some embodiments, the spark plug 7 is arranged in the cylinder head 1, and at least the ignition center of the spark plug 7 extends beyond the valve region 11. The spark plug 7 is located between the outlet of the intake passage 13 and the inlet of the exhaust passage 15, and is also located between the inlet of the first exhaust passage 151 and the inlet of the second exhaust passage 152. The spark plug 7 is adjacent to the fuel injector 6, and the edge of the oil guiding part 17 extends to the fuel injector 6. The oil-gas tumble in the combustion chamber 5 flows through the ignition center of the spark plug 7 under the guidance of the oil guiding part 17, which can increase the flow rate of the gas and oil mist in the area with a radius of 5 mm around the ignition center of the spark plug 7, and improve the ignition stability and combustion stability under high EGR rate conditions. At the same time, after the oil-gas tumble is squeezed and broken by the air squeezing chamber 4, a higher turbulent kinetic energy is formed around the spark plug, thereby improving the engine knocking problem and increasing the thermal efficiency of the engine.

[0055] In the direction from the piston 2 to the cylinder head 1, the inner diameter of the oil guiding portion 17 gradually decreases. The fuel injection port of the fuel injector 6 is located at the end with the smallest inner diameter of the oil guiding portion 17. The fuel injector 6 is located above the ignition center of the spark plug 7, and the height h between the end of the fuel injector 6 and the ignition center of the spark plug 7 is not less than 4 mm and not more than 6 mm. With such a setting, the oil guiding effect of the oil guiding portion 17 and the combustion efficiency of the fuel are improved. If the height h between the end of the fuel injector 6 and the ignition center of the spark plug 7 is less than 4 mm, the oil guiding effect of the oil guiding portion 17 is affected, and the combustion efficiency of the fuel is reduced. If the height h between the end of the fuel injector 6 and the ignition center of the spark plug 7 is greater than 6 mm, the design difficulty of the fuel injection port of the fuel injector 6 will increase, and the design cost will increase.

[0056] As Figure 10 and Figure 11 shown, in some other embodiments, the fuel injector 6 is separated from the spark plug 7, and the spark plug 7 is located in the middle area between the outlet of the intake passage 13 and the inlet of the exhaust passage 15. From the perspective of the first squish area 121 to the third squish area 123, and along the direction from the second squish area 122 to the fourth squish area 124, the spark plug 7 is arranged on the side of the exhaust passage 15 relative to the central axis of the cylinder head 1, and the distance e between the spark plug 7 and the central axis of the cylinder head 1 is not less than 1 mm and not more than 3 mm. With such a setting, it is beneficial to reduce the knock on the exhaust side in the combustion chamber 5, and the ignition center of the spark plug 7 has a higher flow rate and turbulent kinetic energy, which is beneficial to improving the combustion stability and combustion speed of the fuel under a high EGR rate and improving the thermal efficiency of the engine.

[0057] In the engine of the present application, by arranging the squish cavity 4 between the upper squish area 12 and the lower squish area 22, and the combustion chamber 5 is arranged in a partial spherical shape. After the fuel enters the cylinder, the squish cavity 4 guides the oil and gas to generate a strong tumble in the combustion chamber 5. When the oil and gas tumble flows through the squish cavity 4 again, it will be squeezed and broken by the squish cavity 4, so that the oil and gas obtain a higher turbulent kinetic energy, further making the oil and gas mixture and combustion more sufficient, and thus improving the EGR rate, power torque and thermal efficiency of the engine.

[0058] The present application provides a vehicle, including a vehicle body (not shown) and the engine as described above, and the engine is installed in the vehicle body. By setting the engine as described above, the vehicle of the present application can improve the combustion efficiency of the fuel, reduce the vehicle use cost, and improve the market competitiveness.

[0059] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of the present application is not limited to the precise structures described in the above embodiments and shown in the drawings; all modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included within the scope of protection of the present application.

Claims

1. An engine, characterized in that, It includes a cylinder head, a piston, a cylinder and a squish cavity; the cylinder head is fixed to the cylinder, and the piston is arranged inside the cylinder; the cylinder head is provided with a valve area and an upper squish area, and the upper squish area is arranged around the circumferential side of the valve area; the piston is provided with a main combustion area and a lower squish area, and the lower squish area is arranged around the circumferential side of the main combustion area; the squish cavity is located between the upper squish area and the lower squish area.

2. The engine according to claim 1, characterized in that, It further includes a combustion chamber; the main combustion area is recessed from the end face of the piston, and the combustion chamber is located between the valve area and the main combustion area and is communicated with the squish cavity.

3. The engine according to claim 1, characterized in that, The piston is provided with a demarcation area; the demarcation area is connected between the main combustion area and the lower squish area; the demarcation area is arranged as a flat surface, and the included angle a between the upper squish area and the demarcation area is not less than 10 degrees and not more than 15 degrees.

4. The engine according to claim 3, characterized in that, The upper squish area includes a first squish area, a second squish area, a third squish area and a fourth squish area which are arranged at intervals around the valve area; the included angles between the first squish area, the second squish area, the third squish area and the fourth squish area and the demarcation area are all equal.

5. The engine according to claim 4, characterized in that, The cylinder head includes multiple groups of intake ports and intake valves; the outlet of the intake port is located in the valve area, and the intake valve can open and close the outlet of the intake port; the included angle b between each group of intake ports and the intake valve is not less than 45 degrees and not more than 55 degrees; the second squish area is located between the outlets of the two intake ports.

6. The engine according to claim 5, wherein, The cylinder head further includes an exhaust port and an exhaust valve; the inlet of the exhaust port is located in the valve area, and the exhaust valve can open and close the inlet of the exhaust port. The exhaust valve is arranged opposite to the intake valve. Along the projection view angle from the first squish area to the third squish area, the included angle c between the intake valve and the central axis of the cylinder head is not less than 20 degrees and not more than 24 degrees, and the included angle d between the exhaust valve and the central axis of the cylinder head is not less than 18 degrees and not more than 22 degrees.

7. The engine according to claim 1, characterized in that, It further includes an injector and a spark plug arranged on the cylinder head; along the direction from the piston to the cylinder head, the injector is located above the ignition center of the spark plug, and the height h between the end of the injector and the ignition center of the spark plug is not less than 4 mm and not more than 6 mm.

8. The engine according to claim 7, characterized in that, The cylinder head includes an oil guiding part arranged in the valve area; the end of the injector is located in the oil guiding part, and the oil guiding part is used to guide the oil mist to flow through the ignition center of the spark plug.

9. The engine according to claim 1, characterized in that, It further includes a spark plug arranged on the cylinder head, and the cylinder head includes an exhaust port; the spark plug is arranged to be biased towards the exhaust port side, and the distance e between the spark plug and the central axis of the cylinder head is not less than 1 mm and not more than 3 mm.

10. A vehicle, characterized in that, It includes an engine according to any one of claims 1 to 9.

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