Oil sprayer, combustion chamber and engine

Abstract

The utility model provides an oil sprayer, a combustion chamber and an engine. The oil sprayer comprises an oil nozzle, the oil nozzle is sequentially provided with a first hole row and a second hole row from bottom to top, the first hole row comprises a plurality of first spraying holes formed in the circumferential direction of the oil nozzle at intervals, and the second hole row comprises a plurality of second spraying holes formed in the circumferential direction of the oil nozzle at intervals. Wherein the plurality of first spray holes are uniformly distributed at intervals or non-uniformly distributed at intervals; and the plurality of second spray holes are uniformly distributed at intervals or non-uniformly distributed at intervals. The multiple first spraying holes and the multiple second spraying holes are arranged at uniform intervals or non-uniform intervals and matched with the combustion chambers corresponding to the arrangement modes, so that the problem that the oil-gas mixing effect is low due to the arrangement modes of the spraying holes of the oil sprayer in the prior art is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of engine design, in particular to a fuel injector, a combustion chamber and an engine. Background Art

[0002] Currently, diesel engines are widely used as a primary power source in national economic development and defense. However, facing increasingly stringent regulatory requirements, diesel engine energy conservation and emission reduction challenges are growing. Optimizing the combustion process to reduce fuel consumption and emissions remains an industry challenge. Traditional diesel engines utilize a diffusion combustion process where fuel is injected and burned simultaneously. Therefore, increasing injector flow can shorten the injection duration and thus reduce fuel consumption. Simultaneously, multiple nozzles can be used to reduce the smoke problem associated with high-flow injectors.

[0003] However, as fuel consumption continues to decline, the number of holes and flow rate cannot be continuously increased due to the limitations of injector structure and processing, thus limiting further reduction in fuel consumption. The existing injector layout methods have the following main shortcomings:

[0004] The layout of individual injectors and the structure of the injector head do not meet reliability requirements, limiting the increase in the number of holes. Considering only increasing the number of holes to increase injector flow, the distance between adjacent holes is too close, and adjacent fuel beams interfere with each other, affecting fuel beam diffusion, which can easily lead to worse fuel consumption and increased smoke, hindering the fuel consumption reduction advantages of large-flow injectors.

[0005] The dual injector arrangement will, on the one hand, lead to increased costs, and on the other hand, the oil and gas distribution will be uneven due to the central and one-sided arrangement of the injectors. Utility Model Content

[0006] The main purpose of the utility model is to provide a method to solve the problem that the arrangement of the spray holes of the injector in the prior art leads to low oil-gas mixing effect.

[0007] In order to achieve the above-mentioned purpose, according to one aspect of the present utility model, an injector is provided, comprising: a nozzle, on which a first hole row and a second hole row are provided in sequence from bottom to top, the first hole row comprising a plurality of first spray holes spaced apart along the circumferential direction of the nozzle, and the second hole row comprising a plurality of second spray holes spaced apart along the circumferential direction of the nozzle; wherein the plurality of first spray holes are distributed evenly or unevenly; and the plurality of second spray holes are distributed evenly or unevenly.

[0008] Further, when the plurality of first nozzle holes are distributed at uneven intervals, two adjacent first angles among the three first nozzle holes arranged at intervals in sequence are α1 and γ1 respectively, the total number of the plurality of first nozzle holes and the plurality of second nozzle holes is n, and the first angle α1 and the first angle γ1 satisfy the following relationship with the total number of nozzle holes n: |α1-γ1|≤[360° / (2n+3)]; and / or, when the plurality of second nozzle holes are distributed at uneven intervals, two adjacent second angles among the three second nozzle holes arranged at intervals in sequence are α2 and γ2 respectively, the total number of the plurality of first nozzle holes and the plurality of second nozzle holes is n, and the second angle α2 and the second angle γ2 satisfy the following relationship with the total number of nozzle holes n: |α2-γ2|≤[360° / (2n+3)].

[0009] Furthermore, when the number of first nozzle holes and the number of second nozzle holes are different and are evenly spaced, the total number of nozzle holes in the first hole row or the second hole row with the larger number of nozzle holes is n1, and a nozzle in the first hole row or the second hole row has a third angle δ1 with a nozzle adjacent to the nozzle in the other hole row, and the third angle δ1 satisfies: 0≤δ1≤360° / n1; and / or, when the number of first nozzle holes and the second nozzle holes is the same and are evenly spaced, the total number of nozzle holes in the first hole row and the second hole row is n2, and a first nozzle hole in the plurality of first nozzle holes has a third angle δ2 with a second nozzle hole adjacent to the first nozzle in the plurality of second nozzle holes, and the third angle δ2 satisfies: 0≤δ2≤360° / n2.

[0010] Furthermore, the aperture of the first nozzle is R1, the aperture of the second nozzle is R2, and the apertures of the first nozzle and the second nozzle satisfy: 0.35≤R1 2 / (R1 2 +R2 2 )≤0.45.

[0011] Furthermore, a fourth angle θ1 is formed between two relatively distant first nozzle holes among the multiple first nozzle holes, and a fifth angle θ2 is formed between two relatively distant second nozzle holes among the multiple second nozzle holes; wherein, the fourth angle θ1 and the fifth angle θ2 satisfy: 130°≤θ1≤165°, 130°≤θ2≤165°; and the fourth angle θ1 and the fifth angle θ2 satisfy: 6°≤θ2-θ1≤15°.

[0012] According to another aspect of the present invention, a combustion chamber is provided, comprising: an inner wall structure, the inner wall structure forming an inner cavity; the above-mentioned injector, disposed in the inner cavity, for injecting an oil beam toward the inner wall structure.

[0013] Furthermore, the inner wall structure includes: a first arc segment, a second arc segment, a third arc segment, a fourth arc segment, a fifth arc segment, a sixth arc segment and a seventh arc segment connected in sequence, the fifth arc segment and the third arc segment are respectively the first throat and the second throat protruding toward the internal cavity, the first hole row and the second hole row are respectively arranged corresponding to the first throat and the second throat, the seventh arc segment and the sixth arc segment form a first pit, the fourth arc segment forms a second pit, and the first arc segment forms a third pit; wherein, the lowest point of the third pit in the vertical direction is higher than the highest point of the second pit, and the lowest point of the second pit is higher than the center position of the fifth arc segment.

[0014] Further, the depth H of the pit of the combustion chamber and the radius D of the combustion chamber satisfy: 0.1D≤H≤0.9D; and / or, the distance D1 between the center of the combustion chamber and the second pit and the radius D of the combustion chamber satisfy: 0.3D≤D1≤0.45D; and / or, the depth H1 of the second pit and the radius D of the combustion chamber satisfy: 0.4D≤H1≤0.8D; and / or, the distance D2 between the center of the combustion chamber and the center of the fifth arc segment and the radius D of the combustion chamber satisfy: 0.2D≤D2≤0.29D; and / or, the distance D3 between the center of the fifth arc segment and the center of the sixth arc segment and the radius D of the combustion chamber satisfy: 0.02D≤D3≤0.03D.

[0015] Further, the radius r1 of the first arc segment satisfies: 10mm≤r1≤19mm; and / or, the radius r2 of the second arc segment satisfies: 18mm≤r2≤26mm; and / or, the radius r3 of the third arc segment satisfies: 0.5mm≤r3≤2mm; and / or, the radius r4 of the fourth arc segment satisfies: 4mm≤r4≤9mm; and / or, the radius r5 of the fifth arc segment satisfies: 2mm≤r5≤4mm; and / or, the radius r6 of the sixth arc segment satisfies: 2mm≤r6≤6mm; and / or, the radius r7 of the seventh arc segment satisfies: 6mm≤r7≤11mm.

[0016] According to another aspect of the present invention, an engine is provided, comprising the combustion chamber mentioned above.

[0017] Applying the technical solution of the present utility model, the injector includes a fuel nozzle, on which a first row of holes and a second row of holes are sequentially provided from bottom to top, the first row of holes including a plurality of first spray holes spaced apart along the circumferential direction of the fuel nozzle, and the second row of holes including a plurality of second spray holes spaced apart along the circumferential direction of the fuel nozzle; wherein the plurality of first spray holes are evenly spaced or unevenly spaced; and the plurality of second spray holes are evenly spaced or unevenly spaced.

[0018] In the above configuration, the number of first and second nozzles can be the same or different, with a greater or lesser number of first nozzles selected based on actual needs. Increasing the number of nozzles significantly increases the injector's injection flow rate and shortens the injection duration, thereby helping to reduce fuel consumption. Furthermore, employing a uniform or non-uniform spacing of the first and second rows of nozzles can achieve a more uniform distribution of the fuel beams, avoiding uneven oil mist distribution caused by excessive flow from a single nozzle, which can affect combustion efficiency and emissions. This provides design flexibility and allows the injection pattern to be adjusted according to engine operating conditions and performance requirements. Furthermore, the non-uniform nozzle pattern optimizes the distribution of the fuel beams within the combustion chamber. By adjusting the angles between the nozzles, excessive interference between adjacent fuel beams is avoided, improving the diffusivity and permeability of the fuel beams, and promoting better fuel-air mixing, thereby improving the combustion process and reducing fuel consumption and emissions. When the first row of holes and the second row of holes are distributed at uneven intervals, the angle between the first nozzle and the second nozzle can be adjusted to form a more complex flow pattern in the combustion chamber, enhance the vortex, help the atomization and rapid combustion of the fuel, further reduce fuel consumption and emissions, and thus solve the problem of low oil-gas mixing effect caused by the nozzle arrangement of the injector in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings constituting part of this application are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0020] Figure 1 A schematic structural diagram of an embodiment of a fuel injector according to the present invention is shown;

[0021] Figure 2 A schematic structural diagram showing the arrangement of the first hole row and the second hole row provided in an embodiment of the fuel injector of the present utility model is shown;

[0022] Figure 3 Shows a structural cross-sectional view of a combustion chamber according to an embodiment of the present utility model;

[0023] Figure 4 The diagram shows a state of a fuel injector according to an embodiment of the present utility model spraying a fuel beam into a combustion chamber.

[0024] The above drawings include the following reference numerals:

[0025] 10. Oil nozzle; 11. First hole row; 110. First spray hole; 12. Second hole row; 120. Second spray hole; 20. Inner wall structure; 21. Internal cavity; d1. First arc segment; d2. Second arc segment; d3. Third arc segment; d4. Fourth arc segment; d5. Fifth arc segment; d6. Sixth arc segment; d7. Seventh arc segment. DETAILED DESCRIPTION

[0026] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0027] In order to solve the problem in the prior art that the arrangement of the spray holes of the injector leads to low oil-gas mixing effect, the present application provides a fuel injector, a combustion chamber and an engine.

[0028] Please refer to Figures 1 to 4 As shown, one aspect of the technical solution of the present invention provides a fuel injector, including a fuel nozzle 10, on which a first hole row 11 and a second hole row 12 are sequentially provided from bottom to top, the first hole row 11 including a plurality of first spray holes 110 spaced apart along the circumferential direction of the fuel nozzle 10, and the second hole row 12 including a plurality of second spray holes 120 spaced apart along the circumferential direction of the fuel nozzle 10; wherein the plurality of first spray holes 110 are evenly spaced or unevenly spaced; and the plurality of second spray holes 120 are evenly spaced or unevenly spaced.

[0029] In the above configuration, the number of first nozzle holes 110 and second nozzle holes 120 can be the same or different. A greater or lesser number of first nozzle holes 110 can be selected based on actual needs. Increasing the number of nozzle holes significantly increases the injector's injection flow rate and shortens the injection duration, thereby helping to reduce fuel consumption. Furthermore, employing a uniform or non-uniform spacing of the first and second hole rows 11, 12 can achieve a more uniform distribution of the oil beams, avoiding uneven oil mist distribution caused by excessive flow from a single nozzle, which in turn affects combustion efficiency and emissions. This provides design flexibility and allows the injection pattern to be adjusted based on the engine's operating conditions and performance requirements. Furthermore, the non-uniform distribution of the nozzle holes can optimize the distribution of the oil beams within the combustion chamber. By adjusting the angles between the nozzle holes, excessive interference between adjacent oil beams is avoided, improving the diffusivity and permeability of the oil beams, and promoting better oil-gas mixing, thereby improving the combustion process and reducing fuel consumption and emissions. When the first hole row 11 and the second hole row 12 are both distributed at uneven intervals, the angle between the first nozzle 110 and the second nozzle 120 can be adjusted to form a more complex flow pattern in the combustion chamber, enhance the vortex, and help the atomization and rapid combustion of the fuel, further reduce fuel consumption and emissions, thereby solving the problem of low oil-gas mixing effect caused by the nozzle arrangement of the injector in the prior art.

[0030] In the present application, when the plurality of first nozzle holes 110 are distributed at uneven intervals, two adjacent first angles among the three first nozzle holes 110 spaced apart in sequence are α1 and γ1 respectively, the total number of the plurality of first nozzle holes 110 and the plurality of second nozzle holes 120 is n, and the first angle α1 and the first angle γ1 satisfy the following relationship with the total number of nozzle holes n: |α1-γ1|≤[360° / (2n+3)]; when the plurality of second nozzle holes 120 are distributed at uneven intervals, two adjacent second angles among the three second nozzle holes 120 spaced apart in sequence are α2 and γ2 respectively, the total number of the plurality of first nozzle holes 110 and the plurality of second nozzle holes 120 is n, and the second angle α2 and the second angle γ2 satisfy the following relationship with the total number of nozzle holes n: |α2-γ2|≤[360° / (2n+3)].

[0031] In this way, when multiple first nozzles 110 or multiple second nozzles 120 are distributed at uneven intervals, the above relationship is satisfied by controlling the change in the angle between adjacent nozzles according to the working conditions of the engine, thereby preventing the overlap and interference of adjacent oil beams caused by uneven distribution of nozzles and reducing unstable combustion during fuel injection, thereby optimizing the distribution of oil beams in the combustion chamber and promoting uniform mixing of fuel and air, which is crucial for improving combustion efficiency and reducing emissions, and avoiding interference between oil beams, which causes increased smoke and uneven oil-gas mixing.

[0032] In order to better give play to the advantages of multi-hole improved mixing, when the number of first nozzle holes 110 and the number of second nozzle holes 120 are different and are evenly spaced, the total number of nozzle holes in the first hole row 11 or the second hole row 12 with the larger number of nozzle holes is n1, and a nozzle in the first hole row 11 or the second hole row 12 and a nozzle adjacent to the nozzle in the other hole row have a third angle δ1, and the third angle δ1 satisfies: 0≤δ1≤360° / n1; when the number of first nozzle holes 110 and the second nozzle holes 120 are the same and are evenly spaced, the total number of nozzle holes in the first hole row 11 and the second hole row 12 is n2, and a first nozzle hole 110 among the multiple first nozzle holes 110 and a second nozzle hole 120 adjacent to the first nozzle hole 110 among the multiple second nozzle holes 120 have a third angle δ2, and the third angle δ2 satisfies: 0≤δ2≤360° / n2. Thus, by controlling the angle between the nozzle holes in the first row 11 and the second row 12 (i.e., the third angle δ1 or δ2), mutual interference between the fuel beams within the combustion chamber can be effectively avoided, ensuring uniform distribution of the fuel beams within the combustion chamber, further improving combustion efficiency, and reducing emissions of unburned hydrocarbons and nitrogen oxides. Furthermore, the asymmetric distribution of the nozzle holes and the specific setting of the third angle δ1 or δ2 can promote the formation of a specific turbulent flow pattern in the air within the combustion chamber. This turbulence can more effectively promote the mixing of fuel and air, thereby improving the combustion process, reducing fuel consumption and emissions, and effectively enhancing the oil-air mixing effect within the combustion chamber.

[0033] Preferably, when the number of the first spray holes 110 and the number of the second spray holes 120 are the same and the plurality of first spray holes 110 and the plurality of second spray holes 120 are not staggered, the oil-gas mixing effect for the symmetrical combustion chamber structure is best.

[0034] Specifically, the aperture of the first spray hole 110 is R1, the aperture of the second spray hole 120 is R2, and the apertures of the first spray hole 110 and the second spray hole 120 satisfy the following relationship: 0.35≤R1 2 / (R1 2 +R2 2 )≤0.45. In the above configuration, since the rail pressure is the same when the injector is spraying, the radius of the first spray hole 110 and the second spray hole 120 determines the oil volume distribution during injection. In this embodiment, the oil volume injected by the second hole row 12 accounts for 35% to 45% of the total oil volume injected by the injector. In this way, by adjusting the aperture ratio of the first spray hole 110 in the first hole row 11 and the second spray hole 120 in the second hole row 12, the flow distribution of each spray hole can be optimized while ensuring the total flow of the injector. When R1 2 / (R1 2 +R2 2) ratio is between 0.35 and 0.45, which can ensure that the flow distribution between the first hole row 11 and the second hole row 12 is more balanced, avoiding a single row of holes from bearing too much flow, and helping to reduce the problems of poor fuel atomization and interference between oil beams during the injection process, thereby improving the overall fuel atomization and reducing emissions.

[0035] In this embodiment, two relatively distant first nozzle holes 110 in the plurality of first nozzle holes 110 have a fourth angle θ1 between them, and two relatively distant second nozzle holes 120 in the plurality of second nozzle holes 120 have a fifth angle θ2 between them. The fourth angle θ1 and the fifth angle θ2 satisfy the following conditions: 130° ≤ θ1 ≤ 165°, and 130° ≤ θ2 ≤ 165°. The fourth angle θ1 and the fifth angle θ2 satisfy the following conditions: 6° ≤ θ2 - θ1 ≤ 15°. Because the cone angles of the nozzle holes in each row of a dual-row nozzle injector affect the oil jet landing point, they significantly influence the oil-air mixture distribution at the plume formation location. Thus, by limiting the fourth angle θ1 and the fifth angle θ2 to between 130° and 165°, and setting the difference between the fourth angle θ1 and the fifth angle θ2 between 6° and 15°, the nozzles in the first and second hole rows 11 and 12 are respectively positioned to correspond to the landing points of the fuel beams in the combustion chamber. This allows the first and second nozzle holes 110 and 120 to collide with the landing points when injecting fuel beams, thereby diverting the fuel beams into multiple plumes and promoting oil-gas mixing. This also helps prevent the fuel beams from the first and second hole rows 11 and 12 from interfering with each other within the combustion chamber. Interference can lead to incomplete mixing of the fuel beams and incomplete combustion, thereby increasing fuel consumption and emissions. An appropriate angle difference ensures a more rational spatial distribution of the fuel beams and reduces overlap.

[0036] In another aspect of the technical solution of the present invention, reference is made to Figure 3 As shown in the cross-sectional view, in order to give full play to the fuel consumption reduction advantage of the above-mentioned double-row hole injector, a combustion chamber is provided, including an inner wall structure 20 and the above-mentioned injector; the inner wall structure 20 is surrounded by an internal cavity 21; the injector is arranged in the internal cavity 21 to spray an oil beam toward the inner wall structure 20.

[0037] Specifically, the entire combustion chamber adopts a symmetrical structure, formed by rotating a cross section 360 degrees around the central axis. The inner wall structure 20 includes a first arc segment d1, a second arc segment d2, a third arc segment d3, a fourth arc segment d4, a fifth arc segment d5, a sixth arc segment d6, and a seventh arc segment d7, which are connected in sequence. The fifth arc segment d5 and the third arc segment d3 are respectively provided with a first throat opening and a second throat opening protruding toward the internal cavity 21. The first hole row 11 and the second hole row 12 are respectively provided corresponding to the first throat opening and the second throat opening. The seventh arc segment d7 and the sixth arc segment d6 form a first concave pit, the fourth arc segment d4 forms a second concave pit, and the first arc segment d1 forms a third concave pit. In the vertical direction, the lowest point of the third concave pit is higher than the highest point of the second concave pit, and the lowest point of the second concave pit is higher than the center position of the fifth arc segment d5. Thus, in this embodiment, the first and second hole rows 11 and 12 are respectively arranged corresponding to the first and second throat ports, which helps enhance the diversion of the injected oil and air within the combustion chamber after they collide with the first and second throat ports, allowing for more efficient mixing of the oil and air, thereby improving combustion efficiency. Furthermore, by providing dimples of varying depths and positions (first, second, and third dimples), the diversion and diffusion direction of the oil after impacting the first and second throat ports can be guided and controlled, enhancing mixing. This allows the oil to concentrate within the dimples at the initial stages of combustion, forming a pre-combustion zone. The formation of the pre-combustion zone helps stabilize the combustion process, particularly during cold starts or low-load conditions, and can improve combustion stability. Furthermore, the use of arc segments at each step of the inner wall structure 20 ensures consistent flow characteristics at the junctions of the steps, enabling proper guidance of the gas flow and avoiding dead zones.

[0038] In this embodiment, the size of the fourth arc segment d4 is mainly used to guide the size of the vortex formed by the upper oil beam diverted through the first throat, which has a significant effect on the mixing of the oil beams.

[0039] In this embodiment, the radius of the fifth arc segment d5 depends on the size of the first throat. It cooperates with the first hole row 11 to form a clockwise or counterclockwise vortex flow. By matching the injector with different nozzle hole distribution patterns, the resulting vortex flow effect varies. Similarly, the first hole row 11 can also inject an oil jet toward the left side of the seventh arc segment d7. Under the influence of the fifth and sixth arc segments d5 and d6, the oil jet forms a vortex flow within the first recess. The radii of the sixth and seventh arc segments d6 primarily influence the necking ratio of the first recess, controlling both the size of the first recess and the intensity of the vortex flow. A greater necking ratio results in a stronger vortex flow within the first recess.

[0040] In this embodiment, the radius of the third arc segment d3 depends on the size of the second throat, and is used to divert the oil beam injected through the second hole row 12 to form a vortex flow, while adjusting the amount of oil flowing to the arc segments on the upper and lower sides of the second throat.

[0041] It should be noted that if Figure 4 As shown, after the spray jets from the second hole row 12 collide with the second throat and split, they diffuse along the black arrows toward the upper step of the second throat and the piston top, and toward the lower step. At this point, if a larger fourth angle θ1 is used, the air at the piston top can be fully utilized. If a larger fifth angle θ2 is used, the spray jets from the first hole row 11 collide with the first throat and split along the black dashed arrows to form a mixture, achieving oil jet separation. If a smaller fifth angle θ2 is used, the oil jets form a clockwise swirl along the seventh and sixth arc segments d7 and d6, respectively, fully utilizing the first recess.

[0042] In the present application, the specific parameters of the combustion chamber are as follows: the depth H of the pit of the combustion chamber and the radius D of the combustion chamber satisfy: 0.1D≤H≤0.9D; the distance D1 between the center of the combustion chamber and the second pit and the radius D of the combustion chamber satisfy: 0.3D≤D1≤0.45D; the depth H1 of the second pit and the radius D of the combustion chamber satisfy: 0.4D≤H1≤0.8D; the distance D2 between the center of the combustion chamber and the center of the fifth arc segment d5 and the radius D of the combustion chamber satisfy: 0.2D≤D2≤0.29D; the distance D3 between the center of the fifth arc segment d5 and the center of the sixth arc segment d6 and the radius D of the combustion chamber satisfy: 0.02D≤D3≤0.03D.

[0043] This configuration, by controlling the appropriate ratio of the dimple depth H to the combustion chamber radius D, promotes fuel-air mixing within the combustion chamber, reduces areas of incomplete combustion, and thus reduces emissions. By controlling the distance D1 between the combustion chamber center and the second dimple, as well as the relationship between the second dimple depth H1 and the combustion chamber radius D, the combustion process is stabilized under various operating conditions, particularly low-load and high-load conditions, preventing uneven temperature distribution within the combustion chamber. Controlling the distance D2 between the combustion chamber center and the center of the fifth arc segment d5, as well as the distance D3 between the fifth arc segment d5 and the center of the sixth arc segment d6, helps optimize the combustion chamber shape, ensuring better contact and mixing between the fuel beam and the air, thereby improving combustion efficiency. Furthermore, the combustion chamber's geometric design also takes into account coordination with the fuel injector, avoiding interference between the fuel injector and the combustion chamber's inner walls or other components, ensuring proper fuel injector operation and precise injection angles.

[0044] In the present application, specifically, the radius r1 of the first arc segment d1 satisfies: 10mm≤r1≤19mm; the radius r2 of the second arc segment d2 satisfies: 18mm≤r2≤26mm; the radius r3 of the third arc segment d3 satisfies: 0.5mm≤r3≤2mm; the radius r4 of the fourth arc segment d4 satisfies: 4mm≤r4≤9mm; the radius r5 of the fifth arc segment d5 satisfies: 2mm≤r5≤4mm; the radius r6 of the sixth arc segment d6 satisfies: 2mm≤r6≤6mm; the radius r7 of the seventh arc segment d7 satisfies: 6mm≤r7≤11mm.

[0045] In the above configuration, the radius of each arc segment directly affects the distribution and diffusion of the oil beam within the combustion chamber. Thus, by controlling the radius of different arc segments, the fuel atomization process can be optimized, resulting in a more even mixing of fuel and air, thereby improving combustion efficiency and reducing unburned hydrocarbon and particulate matter emissions. Furthermore, the radius design of specific arc segments (the third arc segment d3 and the fifth arc segment d5) can promote the formation of oil beam diversion within the combustion chamber, facilitating rapid mixing of fuel and air, significantly improving combustion speed and efficiency. Furthermore, properly designed arc segment radii can improve airflow within the combustion chamber, ensuring stable combustion within a pre-set area under various operating conditions, avoiding incomplete combustion or the formation of combustion chamber hotspots, and improving combustion efficiency. Furthermore, by adjusting the curvature of the combustion chamber inner wall, the direct impact of the oil beam on the combustion chamber wall can be reduced, lowering thermal and mechanical loads, reducing wear and carbon deposits in the combustion chamber, and extending the engine's service life.

[0046] In another aspect of the technical solution applied to the present invention, an engine is provided, comprising the combustion chamber mentioned above.

[0047] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0048] The fuel injector includes a fuel nozzle 10, which is provided with a first row of holes 11 and a second row of holes 12, arranged in order from bottom to top. The first row of holes 11 includes a plurality of first spray holes 110 spaced apart along the circumference of the fuel nozzle 10, and the second row of holes 12 includes a plurality of second spray holes 120 spaced apart along the circumference of the fuel nozzle 10. The plurality of first spray holes 110 may be evenly or unevenly spaced, and the plurality of second spray holes 120 may be evenly or unevenly spaced. In the above arrangement, the number of first spray holes 110 and second spray holes 120 may be the same or different. A greater number of first spray holes 110 or a smaller number of first spray holes 110 may be selected based on actual needs. By increasing the number of spray holes, the fuel injection flow rate of the fuel injector can be significantly increased, the injection duration can be shortened, and thus fuel consumption can be reduced. At the same time, adopting either a uniform or non-uniform spacing arrangement for the first and second rows of holes 11, 12 can achieve more uniform fuel beam distribution, avoiding uneven oil mist distribution caused by excessive flow from a single nozzle, which can affect combustion efficiency and emissions. This provides design flexibility and allows the injection pattern to be adjusted according to engine operating conditions and performance requirements. Furthermore, the non-uniform nozzle arrangement can optimize the distribution of fuel beams within the combustion chamber. By adjusting the angles between the nozzles, excessive interference between adjacent fuel beams is avoided, improving the diffusivity and permeability of the fuel beams, and promoting better fuel-air mixing, thereby improving the combustion process and reducing fuel consumption and emissions. Furthermore, when both the first and second rows of holes 11, 12 are non-uniformly spaced, the angle between the first and second nozzles 110, 120 can be adjusted to create a more complex flow pattern within the combustion chamber, enhancing vortex flow, facilitating fuel atomization and rapid combustion, further reducing fuel consumption and emissions. This addresses the problem of poor fuel-air mixing efficiency resulting from the nozzle arrangement in existing injectors.

[0049] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0050] Unless otherwise specifically stated, the relative arrangement of the parts and steps, the numerical expressions and the numerical values ​​set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The techniques, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and equipment should be considered as part of the authorization specification. In all examples shown and discussed here, any specific values ​​should be interpreted as being merely exemplary and not as limitations. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following figures, and therefore, once an item is defined in one figure, it does not need to be further discussed in subsequent figures.

[0051] In the description of the present invention, it needs to be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "horizontal, vertical, vertical, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention; the directional words "inside and outside" refer to the inside and outside relative to the outline of each component itself.

[0052] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0053] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A fuel injector, characterized in that: include: A nozzle (10), wherein a first hole row (11) and a second hole row (12) are sequentially provided on the nozzle (10) from bottom to top, wherein the first hole row (11) comprises a plurality of first spray holes (110) spaced apart along the circumferential direction of the nozzle (10), and the second hole row (12) comprises a plurality of second spray holes (120) spaced apart along the circumferential direction of the nozzle (10); Wherein, the plurality of first spray holes (110) are distributed at even intervals or at uneven intervals; the plurality of second spray holes (120) are distributed at even intervals or at uneven intervals; The aperture of the first spray hole (110) is R1, the aperture of the second spray hole (120) is R2, and the apertures of the first spray hole (110) and the second spray hole (120) satisfy the following relationship: 0.35≤R1 2 / (R1 2 +R2 2 )≤0.

45.

2. The fuel injector according to claim 1, characterized in that When the plurality of first nozzle holes (110) are distributed at uneven intervals, two adjacent first included angles of three first nozzle holes (110) arranged sequentially at intervals are α1 and γ1, respectively, the total number of the plurality of first nozzle holes (110) and the plurality of second nozzle holes (120) is n, and the first included angle α1 and the first included angle γ1 satisfy the following relationship with the total number of nozzle holes n: |α1-γ1|≤[360° / (2n+3)]; and / or, When the plurality of second nozzle holes (120) are distributed at uneven intervals, two adjacent second angles of three second nozzle holes (120) arranged sequentially at intervals are α2 and γ2, respectively, the total number of the plurality of first nozzle holes (110) and the plurality of second nozzle holes (120) is n, and the second angle α2 and the second angle γ2 satisfy the following relationship with the total number of nozzle holes n: |α2-γ2|≤[360° / (2n+3)].

3. The fuel injector according to claim 1, characterized in that When the number of the first nozzle holes (110) and the number of the second nozzle holes (120) are different and are evenly spaced, the total number of nozzle holes in the first hole row (11) or the second hole row (12) having a larger number of nozzle holes is n1, a nozzle hole in the first hole row (11) or the second hole row (12) and a nozzle hole adjacent to the nozzle hole in the other hole row have a third angle δ1, and the third angle δ1 satisfies: 0≤δ1≤360° / n1; and / or, When the number of the first spray holes (110) and the second spray holes (120) are the same and are evenly spaced, the total number of spray holes in the first hole row (11) and the second hole row (12) is n2, and a first spray hole (110) among the plurality of first spray holes (110) and a second spray hole (120) adjacent to the first spray hole (110) among the plurality of second spray holes (120) have a third angle δ2 between them, and the third angle δ2 satisfies the following: 0≤δ2≤360° / n2.

4. The fuel injector according to claim 1, characterized in that Two relatively distant first spray holes (110) among the plurality of first spray holes (110) have a fourth included angle θ1 therebetween, and two relatively distant second spray holes (120) among the plurality of second spray holes (120) have a fifth included angle θ2 therebetween; The fourth angle θ1 and the fifth angle θ2 satisfy the following conditions: 130°≤θ1≤165°, 130°≤θ2≤165°; and the fourth angle θ1 and the fifth angle θ2 satisfy the following conditions: 6°≤θ2-θ1≤15°.

5. A combustion chamber, characterized in that: include: An inner wall structure (20), wherein the inner wall structure (20) encloses an inner cavity (21); The fuel injector according to any one of claims 1 to 4 is arranged in the internal cavity (21) and is used to spray an oil beam toward the inner wall structure (20).

6. The combustion chamber according to claim 5, characterized in that The inner wall structure (20) comprises: a first arc segment (d1), a second arc segment (d2), a third arc segment (d3), a fourth arc segment (d4), a fifth arc segment (d5), a sixth arc segment (d6) and a seventh arc segment (d7) connected in sequence, wherein the fifth arc segment (d5) and the third arc segment (d3) are respectively a first throat opening and a second throat opening protruding toward the internal cavity (21), the first hole row (11) and the second hole row (12) are respectively arranged corresponding to the first throat opening and the second throat opening, the seventh arc segment (d7) and the sixth arc segment (d6) form a first concave pit, the fourth arc segment (d4) forms a second concave pit, and the first arc segment (d1) forms a third concave pit; Wherein, along the vertical direction, the lowest point of the third pit is higher than the highest point of the second pit, and the lowest point of the second pit is higher than the center position of the fifth arc segment (d5).

7. The combustion chamber according to claim 6, characterized in that The depth H of the pit of the combustion chamber and the radius D of the combustion chamber satisfy: 0.1D≤H≤0.9D; and / or, The distance D1 between the center of the combustion chamber and the second recess and the radius D of the combustion chamber satisfy the following: 0.3D≤D1≤0.45D; and / or, The depth H1 of the second pit and the radius D of the combustion chamber satisfy the following relationship: 0.4D≤H1≤0.8D; and / or, The distance D2 between the center of the combustion chamber and the center of the fifth arc segment (d5) and the radius D of the combustion chamber satisfy the following relationship: 0.2D≤D2≤0.29D; and / or, The distance D3 between the center of the fifth arc segment (d5) and the center of the sixth arc segment (d6) and the radius D of the combustion chamber satisfy the following relationship: 0.02D≤D3≤0.03D.

8. The combustion chamber according to claim 6, characterized in that The radius r1 of the first arc segment (d1) satisfies: 10 mm ≤ r1 ≤ 19 mm; and / or, The radius r2 of the second arc segment (d2) satisfies: 18 mm ≤ r2 ≤ 26 mm; and / or, The radius r3 of the third arc segment (d3) satisfies: 0.5mm≤r3≤2mm; and / or, The radius r4 of the fourth arc segment (d4) satisfies: 4mm≤r4≤9mm; and / or, The radius r5 of the fifth arc segment (d5) satisfies: 2mm≤r5≤4mm; and / or, The radius r6 of the sixth arc segment (d6) satisfies: 2mm≤r6≤6mm; and / or, The radius r7 of the seventh arc segment (d7) satisfies: 6mm≤r7≤11mm.

9. An engine, characterized in that: Comprising the combustion chamber according to any one of claims 5 to 8.

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