Engine and vehicle

Abstract

The utility model relates to the technical field of engines, and provides an engine which comprises a cylinder cover, an intake valve and an exhaust valve, an intake valve seat ring and an exhaust valve seat ring are arranged on the cylinder cover, and the intake valve seat ring and the exhaust valve seat ring are oppositely arranged in the first direction; the multiple inlet valve seat rings and the multiple exhaust valve seat rings are sequentially arranged in the second direction. The intake valve is mounted on the intake valve seat ring, and the exhaust valve is mounted on the exhaust valve seat ring; the distance between the outer side edges of the two exhaust valves in the second direction is smaller than the distance between the outer side edges of the two intake valves in the second direction. Therefore, the distance between the outer side edges of the two exhaust valves is smaller than the distance between the outer side edges of the two intake valves, in the intake process of the intake valves, airflow can enter a combustion chamber closer to the cylinder wall, the intensity of a flow field on the inner edge of a cylinder can be improved, the mixing uniformity of mixed gas is improved, fuel economy can be improved, and the service life of the engine is prolonged. In addition, the probability that knocking occurs in the cylinder can be reduced, the working stability and reliability of the engine are improved, and the utility model further provides a vehicle.

Description

Technical Field

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

[0002] In related technologies, increasing the compression ratio can improve engine combustion efficiency, increase engine power output, and reduce engine fuel consumption, thereby improving fuel economy. However, as the compression ratio gradually increases, the probability of engine knocking also increases. Simply using high-octane fuel is insufficient to effectively reduce engine knocking. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide an engine that has higher fuel economy, higher effective thermal efficiency, and a lower probability of knocking.

[0004] This application further proposes a vehicle having the aforementioned engine.

[0005] In a first aspect, this application provides an engine, including: a cylinder head, an intake valve, and an exhaust valve. The cylinder head is provided with an intake valve seat and an exhaust valve seat. The intake valve seat and the exhaust valve seat are disposed opposite to each other in a first direction. A plurality of intake valve seats and a plurality of exhaust valve seats are sequentially disposed in a second direction, wherein the first direction is orthogonal to the second direction. The intake valve is mounted on the intake valve seat, and the exhaust valve is mounted on the exhaust valve seat.

[0006] The distance between the outer edges of the two exhaust valves in the second direction is less than the distance between the outer edges of the two intake valves in the second direction.

[0007] According to the engine of the present application embodiment, by making the distance between the outer edges of the two exhaust valves smaller than the distance between the outer edges of the two intake valves, the airflow can enter the combustion chamber closer to the cylinder wall during the intake process, which can improve the flow field intensity at the cylinder edge and improve the mixing uniformity of the air-fuel mixture. This can not only improve fuel economy, but also reduce the probability of knocking in the cylinder and improve the working stability and reliability of the engine.

[0008] According to some embodiments of this application, the engine further includes: an intake manifold, the intake valve being used to selectively connect the intake manifold to a combustion chamber defined by the cylinder head, the intake manifold having a plurality of valve connection portions connected to the intake valve, the distance between two valve connection portions corresponding to the same combustion chamber near the intake valve end being greater than the distance between the two valve connection portions away from the intake valve end.

[0009] According to some embodiments of this application, the included angle α between the line connecting the front and rear ends of the cylinder head and the throat position of the intake manifold satisfies: 60°≤α≤80°.

[0010] According to some embodiments of this application, the engine further includes: a cylinder block and a piston, the piston being movably disposed in the cylinder block, the piston having a side end face facing the cylinder head, the cylinder head having a surface facing the piston, and the inner wall surface of the cylinder block defining a combustion chamber.

[0011] According to some embodiments of this application, in the first direction, the exhaust valve seat is located on one side of the combustion chamber centerline of the cylinder head, and the combustion chamber centerline of the cylinder head is located within the outline of the intake valve seat.

[0012] According to some embodiments of this application, the distance from the exhaust side edge of the combustion chamber of the cylinder head to the center of the combustion chamber of the cylinder head is L1, the distance from the intake side edge of the combustion chamber of the cylinder head to the center of the combustion chamber of the cylinder head is L2, and the cylinder diameter of the combustion chamber of the cylinder head is D, and satisfies 1.1(L2 / D)≤L1 / D≤1.15(L2 / D).

[0013] According to some embodiments of this application, in the second direction, the maximum distance between the outer edges of the intake valve seat is L3, and the maximum distance between the outer edges of the exhaust valve seat is L4, and L4 is greater than L3.

[0014] According to some embodiments of this application, the cylinder diameter of the combustion chamber of the cylinder head is D, and satisfies: 1.12 (L3 / D) ≤ L4 / D ≤ 1.16 (L3 / D).

[0015] According to some embodiments of this application, the cylinder head is constructed as a casting.

[0016] Secondly, this application provides a vehicle including the engine described in the above embodiments.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the cylinder head, intake valve, exhaust valve, intake manifold, and exhaust manifold according to an embodiment of this application;

[0020] Figure 2This is a schematic diagram showing the fit between the cylinder head, intake valve, exhaust valve, intake manifold, exhaust manifold, and cylinder block according to an embodiment of this application.

[0021] Figure 3 This is a schematic diagram of an angle of the cylinder head combustion chamber according to an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of the cylinder head combustion chamber from another angle according to an embodiment of this application;

[0023] Figure 5 This is a schematic diagram of a piston combustion chamber according to an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of an exhaust manifold according to an embodiment of this application;

[0025] Figure 7 This is a comparison diagram of the flow capacity of an exhaust manifold according to an embodiment of this application and an exhaust manifold of the prior art;

[0026] Figure 8 These are comparative diagrams of the flow fields inside the cylinder head combustion chamber according to the embodiments of this application and those inside the cylinder head combustion chamber of the prior art.

[0027] Figure 9 This is a comparison chart of the thermal efficiency of the embodiments of this application and the prior art.

[0028] Figure label:

[0029] Engine 100,

[0030] Cylinder block 10,

[0031] Piston 20, protrusion 21, first contour segment 211, second contour segment 212, third contour segment 213

[0032] Cylinder head 30, intake valve seat 31, exhaust valve seat 32, cylinder head body 33.

[0033] Intake manifold 40, valve connection 41,

[0034] Exhaust manifold 50, main exhaust pipe 51, first exhaust section 52, second exhaust section 53.

[0035] Intake valve 60°, Exhaust valve 70°

[0036] First direction X, second direction Y. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0039] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0040] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0041] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0042] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0043] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0044] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0045] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0046] In this application, "multiple" means two or more (including two).

[0047] First, the technical terms in the field of engine technology involved in this application will be explained.

[0048] Compression ratio: The ratio of the volume of the first combustion chamber defined by the piston end face, cylinder head, and cylinder block when the piston is at top dead center to the volume of the second combustion chamber defined by the piston end face, cylinder head, and cylinder block when the piston moves from top dead center to bottom dead center.

[0049] Knock, an abnormal combustion phenomenon in an engine, usually refers to the spontaneous combustion of the air-fuel mixture in the combustion chamber under high temperature and pressure after the spark plug ignites, which has not yet been ignited by the flame, resulting in multiple combustion centers and violent pressure fluctuations.

[0050] In the existing technology, in order to improve the combustion efficiency, fuel economy and power of the engine, the compression ratio of the engine is increased. However, as the compression ratio increases, the probability of engine knocking also gradually increases.

[0051] It is understandable that knocking may occur when the fuel octane rating is too low, the compression ratio is too high, the ignition advance angle is too large, the intake air temperature or coolant temperature is too high, or the combustion chamber structure design is unreasonable. This application is based on the fact that high compression ratio engines are prone to knocking in the prior art, and makes structural improvements to the engine in multiple dimensions.

[0052] The inventor of this utility model application has discovered that the main reasons why engines are prone to knocking under high compression ratio conditions are as follows:

[0053] 1. The center of the in-cylinder flow field intensity is biased towards the intake side. The high-temperature area on the exhaust side has not been specifically designed and optimized for the in-cylinder flow field. This results in the flame propagation time in the exhaust side area, where the temperature is higher, being longer than that in the intake side area. This can easily lead to the flame propagation time being longer than the auto-ignition time of the air-fuel mixture. The air-fuel mixture will auto-ignite before the flame reaches the exhaust side area, causing knocking.

[0054] 2. Low exhaust flow coefficient and high proportion of residual exhaust gas in the cylinder lead to high cylinder temperature and knocking.

[0055] 3. The combustion chamber structure has machined sharp parts. Under high compression ratios, the temperature of these sharp parts is even higher, which can cause knocking.

[0056] Based on this, this application optimizes the engine design from multiple dimensions, including intake and exhaust valve arrangement, exhaust manifold matching, cylinder head structure improvement, and cylinder head processing technology, in order to reduce the probability of engine knocking.

[0057] The following is for reference. Figures 1-9 This invention describes an engine 100 and a vehicle according to an embodiment of the present invention.

[0058] like Figure 1 As shown, this application provides an engine 100, including: a cylinder head 30, an intake valve 60, and an exhaust valve 70. The cylinder head 30 is provided with an intake valve seat 31 and an exhaust valve seat 32. The intake valve seat 31 and the exhaust valve seat 32 are arranged opposite to each other in a first direction. Multiple intake valve seats 31 and multiple exhaust valve seats 32 are arranged sequentially in a second direction. The first direction and the second direction are orthogonal. The intake valve 60 is mounted on the intake valve seat 31, and the exhaust valve 70 is mounted on the exhaust valve seat 32.

[0059] The distance between the outer edges of the two exhaust valves 70 in the second direction is less than the distance between the outer edges of the two intake valves 60 in the second direction.

[0060] It should be noted that the distance between the outer edges of the two intake valves 60 in the second direction refers to the length of the line segment that passes through the center of the two intake valves 60 and extends to the outer edge of the two intake valves 60 in the second direction. The distance between the outer edges of the two exhaust valves 70 in the second direction refers to the length of the line segment that passes through the center of the two exhaust valves 70 and extends to the outer edge of the two exhaust valves 70 in the second direction.

[0061] In the prior art, the distance between the outer edges of the two intake valves 60 in the second direction is basically equivalent to the distance between the outer edges of the two exhaust valves 70 in the second direction. The axial direction of the area where the intake manifold 40 and the intake valves 60 mate is parallel to the boundary direction of the left and right sides of the cylinder head combustion chamber. However, in this application, the distance between the outer edges of the two intake valves 60 in the second direction is greater than the distance between the outer edges of the two exhaust valves 70 in the second direction.

[0062] It is understandable that the piston 20 is located inside the cylinder block 10 and is positioned opposite the cylinder head combustion chamber. The two intake valves 60 are positioned closer to the cylinder head combustion chamber on both sides in the second direction than the two exhaust valves 70. This can increase the flow field intensity in the edge region of the combustion chamber near the cylinder wall, thereby further improving the mixture mixing and enhancing the uniformity of the mixture, thus achieving the technical objective of improving fuel economy.

[0063] At the same time, increasing the flow field intensity in the edge region can further improve the turbulence effect. While improving the uniformity of the mixture temperature distribution, it can also reduce the mixture temperature in the cylinder wall region, thereby reducing the probability of local spontaneous combustion of the mixture and suppressing the probability of knocking in the combustion chamber.

[0064] According to the embodiment of this application, the engine 100, by making the distance between the outer edges of the two exhaust valves 70 smaller than the distance between the outer edges of the two intake valves 60, allows the airflow to enter the combustion chamber closer to the cylinder wall during the intake process of the intake valves 60. This can increase the intensity of the flow field at the cylinder edge, improve the mixing uniformity of the air-fuel mixture, not only improve fuel economy, but also reduce the probability of knocking in the cylinder, and improve the working stability and reliability of the engine 100.

[0065] like Figure 1 As shown, according to some embodiments of this application, the engine 100 further includes: an intake manifold 40, an intake valve 60 for selectively connecting the intake manifold 40 to the combustion chamber defined by the cylinder head 30, the intake manifold 40 having a valve connection portion 41 connected to the intake valve 60, the distance between the two valve connection portions 41 corresponding to the same combustion chamber near the intake valve 60 end being greater than the distance between the two valve connection portions 41 away from the intake valve 60 end, so that at least a portion of the projected outline of the intake manifold 40 is in the shape of an "eight".

[0066] Specifically, the extension trajectories of the valve connection portions 41 are all approximately arc-shaped, and the two valve connection portions 41 extend away from each other in the direction towards the intake valve 60 relative to the intake valve centerline of the combustion chamber, forming an "eight"-shaped profile. This not only allows the fresh air flow entering the combustion chamber from the intake manifold 40 to be closer to the edge area of ​​the combustion chamber, thereby enhancing the flow field intensity at the edge of the combustion chamber and improving the uniformity of the air-fuel mixture to improve fuel economy, but also reduces the interference between intake and exhaust airflows and reduces the intersection between the two in the airflow path, allowing the intake air to enter with low resistance and high flow rate, resulting in lower exhaust back pressure and higher exhaust efficiency, so that less high-temperature exhaust gas remains in the combustion chamber, and can also further suppress knocking.

[0067] It is understandable that, such as Figure 1 As shown, the projected outline of the combustion chamber is formed from the intake valve seat 31 side to the exhaust valve seat 32 side, forming an inward structure towards the centerline of the combustion chamber. Meanwhile, the two valve connection portions 41 extend away from each other in the direction towards the intake valve 60 relative to the centerline of the intake valve of the combustion chamber, forming an outward structure with an "eight" shaped outline. Overall, this can also guide the airflow of the intake air, forming a flow trend that flows towards the exhaust side and gradually converges inward, so that the high-velocity intake air can better disturb the airflow in the combustion chamber to suppress knocking.

[0068] exist Figure 1 In the embodiments shown, according to some embodiments of this application, the included angle α between the line connecting the front and rear ends of the cylinder head 30 and the throat position of the intake manifold 40 satisfies: 60°≤α≤80°.

[0069] The throat of the intake manifold 40 refers to the part with the smallest cross-section on the valve connection 41. It is a key node for controlling the intake flow rate, velocity, and direction of airflow. The throat is located at the end where the valve connection 41 connects to the intake valve 60. The front and rear boundaries of the cylinder head combustion chamber refer to the edge boundaries of the cylinder head combustion chamber on both sides in the crankshaft rotation direction. The front end usually refers to the side closer to the timing system, and the rear end usually refers to the side closer to the impeller and gearbox. In the second direction, the intake airflow coverage of the first intake section 42 and the second intake section 43 can be increased to avoid the airflow range being too narrow, which would result in insufficient air volume at the front and rear ends of the combustion chamber. This is conducive to the rapid mixing of the air-fuel mixture and can also prevent the airflow from being too dispersed. It can create stable turbulence in the edge area of ​​the front and rear ends of the combustion chamber, further increasing the turbulent kinetic energy in the combustion chamber, thereby improving the mixing uniformity of the air-fuel mixture, reducing the probability of knocking, and improving combustion economy.

[0070] like Figure 2As shown, according to some embodiments of this application, the engine 100 further includes a cylinder block 10 and a piston 20, the piston 20 being movably disposed within the cylinder block 10, the piston 20 having a side end face facing the cylinder head 30, the surface of the cylinder head 30 facing the piston 20, and the inner wall surface of the cylinder block 10 defining a combustion chamber.

[0071] In other words, the combustion chamber is defined by the cylinder head combustion chamber, the piston combustion chamber, and the inner wall of the cylinder block 10. The piston 20 can move within the cylinder block 10 so that the volume of the combustion chamber can be varied to achieve intake, exhaust, compression, and power respectively.

[0072] like Figure 3 As shown, according to some embodiments of this application, in a first direction, the exhaust valve seat 32 is located on one side of the combustion chamber centerline of the cylinder head 30, and the combustion chamber centerline of the cylinder head 30 is located within the outline of the intake valve seat 31, that is, at least a portion of the intake valve seat 31 extends beyond the combustion chamber centerline of the cylinder head 30.

[0073] It should be noted that in the prior art, the intake valve seat 31 is usually located on one side of the centerline of the combustion chamber. When the intake valve 60 is opened, the airflow mainly enters the combustion chamber along the side where the intake valve seat 31 is located, which can easily form a "coverage blind zone" on the other side of the centerline of the combustion chamber (i.e., the amount of air in this area is insufficient, the fuel cannot be fully mixed, and a mixture with a higher local concentration is easily generated).

[0074] Based on this, this application extends the intake valve seat 31 beyond the centerline of the combustion chamber, making the "inlet position" of the intake airflow closer to the other side of the combustion chamber centerline. When the airflow enters the combustion chamber, it can directly cross the centerline, covering the original blind spot. For example, if the centerline of the combustion chamber is close to the exhaust valve 70, the airflow can flow more directly to the area near the exhaust valve 70, avoiding combustion lag caused by insufficient air in that area.

[0075] Simultaneously, the airflow can cross the centerline of the combustion chamber, achieving a technical effect of enhanced turbulence. This effectively disturbs the airflow within the combustion chamber. When the intake valve seat 31 crosses the centerline, the initial direction of the intake airflow into the combustion chamber covers a larger area, and may even tilt towards the other side of the centerline. After the airflow impacts the combustion chamber wall, it naturally forms a "rotational motion across the centerline" (such as vortices extending from the inside to the outside, or tumbles forming closed loops on both sides of the centerline). This vortex across the centerline can "envelop" the air-fuel mixture throughout the entire combustion chamber, preventing fuel from accumulating on one side of the centerline and significantly improving the uniformity of the air-fuel mixture.

[0076] like Figure 3As shown, according to some embodiments of this application, the distance from the exhaust side edge of the combustion chamber of the cylinder head 30 to the center of the combustion chamber of the cylinder head 30 is L1, the distance from the intake side edge of the combustion chamber of the cylinder head 30 to the center of the combustion chamber of the cylinder head 30 is L2, the cylinder diameter of the combustion chamber of the cylinder head 30 is D, and satisfies 1.1(L2 / D)≤L1 / D≤1.15(L2 / D).

[0077] This allows the distance between the intake side edge and the center of the cylinder head combustion chamber to be greater than the distance between the exhaust side edge and the center of the cylinder head combustion chamber. This extends the center of the in-cylinder flow field from the lower-temperature region (intake side) of the basic engine model to a higher-temperature region (exhaust side), bringing the flow field center closer to the exhaust side. This accelerates the flame propagation speed in the exhaust side region, which is prone to knocking, and reduces the flame propagation time t1 in the high-temperature region. Furthermore, theoretically, a flame propagation time t1 < the auto-ignition time t2 of the mixture can reduce the knocking tendency. Therefore, by accelerating the flame propagation speed on the exhaust side and reducing the flame propagation time t1, knocking can be suppressed and its intensity reduced.

[0078] like Figure 4 As shown, according to some embodiments of this application, in the second direction, the maximum distance between the outer edges of the intake valve seat 31 and the exhaust valve seat 32 is L4, and L4 is greater than L3.

[0079] Specifically, the cylinder diameter of the combustion chamber of the cylinder head 30 is D, and satisfies: 1.12 (L3 / D) ≤ L4 / D ≤ 1.16 (L3 / D).

[0080] This can increase the exhaust flow rate, which in turn helps to expel the high-temperature residual exhaust gas in the cylinder, reduce the cylinder temperature, and thus reduce the tendency for knocking.

[0081] like Figure 1 and Figure 2 As shown, this application provides an engine 100, including: a cylinder block 10, a piston 20 and a cylinder head 30, the cylinder head 30 covering the cylinder block 10, the piston 20 being movably disposed on the cylinder block 10, and the inner wall of the cylinder block 10, the side surface of the cylinder head 30 facing the piston 20 and the side surface of the piston 20 facing the cylinder head 30 defining a combustion chamber.

[0082] The cylinder head 30 has a cylinder head combustion chamber on the side facing the cylinder block 10, and the piston 20 has a piston 20 combustion chamber on the side facing the cylinder head 30. When the piston 20 is at top dead center, the total volume of the cylinder head combustion chamber, the piston combustion chamber, and the space between the piston 20 and the cylinder head 30 in the cylinder block 10 is the first combustion chamber volume. When the piston 20 is at bottom dead center, the total volume of the cylinder head combustion chamber, the piston combustion chamber, and the space between the piston 20 and the cylinder head 30 in the cylinder block 10 is the second combustion chamber volume. The ratio of the first combustion chamber volume to the second combustion chamber volume is the compression ratio.

[0083] The cylinder head 30 has a piston body 33. A piston combustion chamber is formed on the side surface of the piston body 33 facing the piston 20. An intake valve seat 31 and an exhaust valve seat 32 are provided in the piston combustion chamber area. A protrusion 21 is provided on the side surface of the piston 20 facing the cylinder head 30. Each protrusion 21 includes a first profile segment 211, a second profile segment 212, and a third profile segment 213 connected in sequence. The projection profile of the first profile segment 211 facing the cylinder head 30 is arc-shaped to match the outer edge of the exhaust valve seat 32. The projection profile of the second profile segment 212 facing the cylinder head 30 is straight and located between the exhaust valve seat 32 and the intake valve seat 31. The projection profile of the third profile segment 213 facing the cylinder head 30 is arc-shaped to match the outer edge of the intake valve seat 31.

[0084] Specifically, a protrusion 21 is provided on the side surface of the piston 20 facing the cylinder head 30 to define a recessed piston combustion chamber, guiding airflow to form a "squeeze flow" during the compression stroke. When the piston 20 moves upward, the airflow in the annular region (squeeze area) between the top of the piston 20 and the cylinder head 30 is compressed to generate high-speed turbulence. The boundary contour of the protrusion 21 is irregularly shaped. See [reference needed]. Figure 5 As shown, the boundary profile of the first contour segment 211 of the protrusion 21 is arc-shaped and can be adapted to the outer edge profile of the exhaust valve seat 32 of the cylinder head combustion chamber. The boundary profile of the third contour segment 213 is arc-shaped and can be adapted to the outer edge profile of the intake valve seat 31 of the cylinder head combustion chamber. The boundary profile of the second contour segment 212 is straight, and its two ends are connected to the first contour segment 211 and the second contour segment 212 respectively, so as to adapt to the boundary profile between the exhaust valve seat 32 and the intake valve seat 31 of the cylinder head combustion chamber. It can fill at least part of the space in the boundary area of ​​the piston combustion chamber, so that the air-fuel mixture located at the edge of the combustion chamber (such as the adjacent combustion chamber) can flow more toward the center of the combustion chamber under the squeezing action of the protrusion 21, achieving the squeezing effect, thereby effectively improving the in-cylinder flow field intensity.

[0085] In other words, by setting a protrusion 21 and making the protrusion 21 have a first contour segment 211, a second contour segment 212 and a third contour segment 213 that are respectively adapted to the exhaust valve seat 32, the area between the exhaust valve seat 32 and the intake valve seat 31 and the intake valve seat 31, instead of setting it as a regular rotating body, the in-cylinder average turbulent kinetic energy can be increased by no less than 5% through conformal design.

[0086] Understandably, higher turbulent kinetic energy can, on the one hand, accelerate flame propagation speed, shorten combustion duration, and have a better disturbance effect on the air-fuel mixture in the combustion chamber. The flame front can be torn into more tiny flame nuclei, resulting in a larger contact area with the unburned mixture, higher flame propagation speed, and a flame propagation time longer than the auto-ignition time of the mixture, thus suppressing knocking. At the same time, the shorter flame combustion duration means that the unburned mixture is exposed to high temperature and pressure for a shorter time, and the probability of being heated to the ignition point is lower, thus suppressing knocking. On the other hand, it can improve the mixing uniformity of the air-fuel mixture, making the mixture concentration distribution in the combustion chamber more uniform, avoiding the formation of "overly rich zones," thus preventing localized high temperatures caused by concentrated combustion, and preventing the unburned mixture near the combustion chamber wall from being overheated, thereby suppressing knocking.

[0087] In addition, the higher turbulent kinetic energy in the combustion chamber allows the heat release from the combustion of the air-fuel mixture to be more concentrated near the top dead center of the piston 20, thereby improving thermal efficiency and preventing the combustion process from being delayed (such as when the piston 20 is moving downwards and still burning violently). Furthermore, the pressure and temperature rise in the cylinder are lower in the later stages of combustion, and the pressure and temperature load on the unburned mixture is reduced, making it more difficult to reach the conditions for auto-ignition, thus suppressing knocking.

[0088] According to the embodiment of this application, the engine 100 provides a protrusion 21 in the piston combustion chamber and constructs the protrusion 21 with an irregular contour. Under the premise of further increasing the compression ratio, the turbulent kinetic energy in the combustion chamber can be increased. This can further improve the knock suppression effect of the engine 100, reduce the probability of knock occurrence, and improve the stability and reliability of the engine 100, while improving the combustion efficiency and effective thermal efficiency of the engine 100.

[0089] like Figure 5 As shown, according to some embodiments of this application, the distance between the protrusion 21 and the chamfered area of ​​the side of the piston 20 is 1mm-3mm.

[0090] Specifically, a chamfer is provided on the transition area between the piston skirt and the top surface of the piston 20. This chamfered area is defined as the side chamfered area. The distance between the protrusion 21 and the side chamfered area is 1mm-3mm, such as 1mm, 1.5mm, 2mm, 2.5mm, or 3mm, preferably 1.5mm. This can prevent the distance between the protrusion 21 and the side chamfered area from being too large or too small. This can help reduce the "vortex dead zone" of the airflow at the edge of the piston 20 in conjunction with the airflow movement in the cylinder (such as vortex or tumble), further improving the turbulence effect and the uniformity of the air-fuel mixture.

[0091] According to some embodiments of this application, the diameter of the first contour segment 211 is D1, the cylinder diameter of the combustion chamber is D, the diameter of the third contour segment 213 is D2, and satisfies 1.01(D2 / D)≤D1 / D≤1.03(D2 / D); the distance between the two second contour segments 212 is D3, and satisfies 1.2(D3 / D)≤D1 / D≤1.25(D3 / D).

[0092] In other words, the ratio of the diameter to the cylinder bore of the first profile segment 211 is 1%-3% larger than that of the third profile segment 213, and the ratio of the minimum distance between the second profile segments 212 to the cylinder bore is 20%-25% smaller than that of the first profile segment 211. This allows for better fit between the first profile segment 211 and the exhaust valve seat 32, the second profile segment 212 and the intake valve seat 31, and the third profile segment 213 and the combustion chamber located in the area between the intake valve seat 31 and the exhaust valve seat 32. This results in better guidance and turbulence of the air-fuel mixture, further improving the uniformity of the air-fuel mixture and enhancing the knock suppression effect.

[0093] Combination Figure 1 and Figure 5 As shown, according to some embodiments of this application, the intake valve seat 31 and the exhaust valve seat 32 are arranged opposite to each other in the first direction, and multiple intake valve seats 31 and multiple exhaust valve seats 32 are arranged sequentially in the second direction. There are two protrusions 21, and the two protrusions 21 are arranged opposite to each other in the second direction.

[0094] Specifically, each combustion chamber is provided with two intake valves 60 and two exhaust valves 70. The two intake valves 60 and the two exhaust valves 70 are arranged sequentially in the second direction, and the intake valves 60 and exhaust valves 70 are arranged opposite each other in the first direction. The protrusions 21 extend along the first direction, and the two protrusions 21 are arranged opposite each other in the second direction. By setting the protrusions 21, the air-fuel mixture in the exhaust side area where the exhaust valve 70 is located can flow towards the intake side area where the intake valve 60 is located under the guidance of the protrusions 21. This improves the mixing of the air-fuel mixture between the relatively high temperature exhaust side area and the relatively low temperature intake side area, thereby effectively reducing the air-fuel mixture temperature and avoiding excessively high air-fuel mixture temperature in some areas. By adjusting the uniformity of air-fuel mixture temperature, the probability of spontaneous combustion due to excessively high local air-fuel mixture temperature is reduced, thereby effectively suppressing knocking.

[0095] Combination Figure 8 As shown, Figure 8The left side shows the flow field distribution in the combustion chamber of a prior art engine 100, and the right side shows the flow field distribution in the combustion chamber of the engine 100 of this application. As can be seen from the figure, at the same crankshaft angle of 690°CA ignition time, that is, at the end of the exhaust stroke, the center of the flow field in the combustion chamber of this application is closer to the exhaust side than the center of the flow field in the combustion chamber of the prior art. This results in a better turbulence effect on the air-fuel mixture in the exhaust side region, a higher uniformity of air-fuel mixture temperature distribution, a lower probability of air-fuel mixture auto-ignition, and a better knock suppression effect.

[0096] Combination Figure 1 and Figure 6 As shown, according to some embodiments of this application, the engine 100 further includes: an exhaust manifold 50, the exhaust manifold 50 is configured as an integrated exhaust manifold, and an exhaust valve 70 is used to control the selective communication between the exhaust manifold 50 and the combustion chamber. The exhaust manifold 50 includes: an exhaust main pipe 51 and a first exhaust section 52 and a second exhaust section 53. The first exhaust section 52 and the second exhaust section 53 are respectively connected to the two exhaust valves 70, and the cross-sectional shape of the exhaust main pipe 51 is configured as an elongated oval.

[0097] Specifically, the first exhaust section 52 and the second exhaust section 53 are respectively connected to two exhaust valves 70 for discharging combustion exhaust gases from the combustion chamber, while the exhaust manifold 51 can merge the combustion exhaust gases discharged from the first exhaust section 52 and the second exhaust section 53 and finally discharge them.

[0098] It is understood that the cross-sectional shape of the exhaust manifold 51 in this application is an elongated oval, while the cross-sectional shapes of the first exhaust section 52 and the second exhaust section 53 are both conventionally circular. This allows the ratio of the total outlet cross-sectional area of ​​the exhaust manifold 50 to the minimum area of ​​the sealing structure on the mating area of ​​the exhaust valve 70 and the exhaust valve seat 32 to reach 1.6-2.0, which is much greater than the 1-1.4 of the prior art.

[0099] Furthermore, see Figure 7 , Figure 7 The comparison between the lift flow coefficient of the prior art exhaust manifold 50 and the lift flow coefficient of the exhaust manifold 50 of this application is shown. Compared with the prior art exhaust manifold 50, the exhaust manifold 50 of this application has a significant increase in flow coefficient starting from the medium lift, with a maximum increase of 28%.

[0100] This allows for faster removal of residual exhaust gas from the combustion chamber. On one hand, it reduces the amount of residual exhaust gas in the combustion chamber, thereby reducing the risk of spontaneous combustion of the end mixture and suppressing knocking. On the other hand, it reduces the temperature inside the combustion chamber and on the combustion chamber walls, reducing the thermal radiation heating of the end mixture by the combustion chamber walls, and also reduces the initial pressure of the combustion chamber in the next cycle, thereby reducing the temperature and pressure loads inside the combustion chamber and further suppressing knocking.

[0101] Combination Figure 9 As shown, Figure 9 The graph shows the relationship between the intake flow coefficient, the exhaust flow coefficient, and the thermal efficiency. Figure 9 The light-colored stars represent the thermal efficiency anchor points of the prior art, while the dark-colored stars represent the thermal efficiency anchor points of this application. As shown in the figure, the intake flow coefficient of this application is the same as that of the prior art, but the exhaust flow coefficient of this application is significantly improved compared to the prior art, resulting in a significant improvement in the thermal efficiency of this application compared to the prior art. The thermal efficiency improvement shown in the figure is no less than 0.3%.

[0102] In other words, increasing the flow coefficient can also improve the thermal efficiency of the engine 100. Compared with the prior art, the thermal efficiency of this application is improved by no less than 0.3%.

[0103] According to some embodiments of this application, the cylinder head 30 is constructed as a casting.

[0104] Specifically, the cylinder head 30 in this embodiment is constructed as a casting, which can reduce the machined area on the cylinder head 30. On the one hand, this can make the outline of the cylinder head combustion chamber smoother, reduce the sharp areas in the cylinder head combustion chamber, and avoid the generation of sharp corner areas in the cylinder head 30 as much as possible. This can reduce the number and area of ​​hot spots in the cylinder head combustion chamber, thereby reducing the probability of local hot spots causing local air-fuel mixture auto-ignition, and further suppressing knocking. On the other hand, reducing machining steps can improve production efficiency and reduce material costs.

[0105] This application provides a vehicle, including: the engine 100 in the above embodiments.

[0106] According to the embodiments of this application, the vehicle using the above-described engine 100 can improve the vehicle's fuel economy and further enhance the vehicle's driving comfort.

[0107] The engine 100 of this embodiment can still achieve a relatively good combustion state under high compression ratio conditions, further improving thermal efficiency. By arranging the intake and exhaust valves 70 as an integral part of the exhaust side, and utilizing the structural characteristics of the intake manifold 40 and combustion chamber, the in-cylinder gas is more conducive to converting into a higher flow field in the high-temperature region (exhaust side), thereby accelerating the flame propagation speed on the high-temperature exhaust side, which is prone to knocking. This improves the knocking tendency by reducing the flame propagation time t1 < t2. At the same time, it accelerates the discharge of exhaust gas after combustion into the cylinder, reducing the cylinder temperature and thus reducing the knocking tendency. Meanwhile, the exhaust manifold 50 has a high flow coefficient, minimizing the residual exhaust gas content in the cylinder, which also reduces the knocking tendency by lowering the cylinder temperature. Furthermore, the main body of the cylinder head combustion chamber is manufactured by casting instead of machining, minimizing hot spots and reducing the knocking tendency.

[0108] The engine 100 and other components and operations of the vehicle according to the embodiments of this utility model are known to those skilled in the art and will not be described in detail here.

[0109] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present 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.

[0110] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An engine, characterized in that, include: Cylinder head (30), on which intake valve seat (31) and exhaust valve seat (32) are provided, the intake valve seat (31) and the exhaust valve seat (32) are arranged opposite to each other in a first direction, and a plurality of intake valve seat (31) and a plurality of exhaust valve seat (32) are arranged sequentially in a second direction, the first direction and the second direction being orthogonal; An intake valve (60) and an exhaust valve (70), wherein the intake valve (60) is mounted on the intake valve seat (31) and the exhaust valve (70) is mounted on the exhaust valve seat (32); wherein The distance between the outer edges of the two exhaust valves (70) in the second direction is less than the distance between the outer edges of the two intake valves (60) in the second direction.

2. The engine according to claim 1, characterized in that, The engine further includes an intake manifold (40), the intake valve (60) being used to selectively connect the intake manifold (40) to the combustion chamber defined by the cylinder head (30), the intake manifold (40) having a plurality of valve connectors (41), the valve connectors (41) being connected to the intake valve (60), and the distance between two valve connectors (41) corresponding to the same combustion chamber being greater than the distance between the two valve connectors (41) near the intake valve (60) than the distance between the two valve connectors away from the intake valve (60).

3. The engine according to claim 2, characterized in that, The angle α between the line connecting the front and rear ends of the cylinder head (30) and the throat position of the intake manifold (40) satisfies: 60°≤α≤80°.

4. The engine according to claim 1, characterized in that, The engine further includes a cylinder block (10) and a piston (20), the piston (20) being movably disposed within the cylinder block (10), the piston (20) having a side end face facing the cylinder head (30), the surface of the cylinder head (30) facing the piston (20), and the inner wall surface of the cylinder block (10) defining a combustion chamber.

5. The engine according to claim 4, characterized in that, In the first direction, the exhaust valve seat (32) is located on one side of the combustion chamber centerline of the cylinder head (30), and the combustion chamber centerline of the cylinder head (30) is located within the outline of the intake valve seat (31).

6. The engine according to claim 5, characterized in that, The distance from the exhaust side edge of the combustion chamber of the cylinder head (30) to the center of the combustion chamber of the cylinder head (30) is L1, the distance from the intake side edge of the combustion chamber of the cylinder head (30) to the center of the combustion chamber of the cylinder head (30) is L2, and the cylinder diameter of the combustion chamber of the cylinder head (30) is D, and satisfies 1.1(L2 / D)≤L1 / D≤1.15(L2 / D).

7. The engine according to claim 1, characterized in that, In the second direction, the maximum distance between the outer edges of the intake valve seat (31) is L3, and the maximum distance between the outer edges of the exhaust valve seat (32) is L4, and L4 is greater than L3.

8. The engine according to claim 7, characterized in that, The cylinder diameter of the combustion chamber of the cylinder head (30) is D, and satisfies: 1.12 (L3 / D) ≤ L4 / D ≤ 1.16 (L3 / D).

9. The engine according to any one of claims 1-8, characterized in that, The cylinder head (30) is constructed as a casting.

10. A vehicle, characterized in that, include: The engine as claimed in claim 9.

Images