An internal combustion engine and vehicle

Abstract

This invention provides an internal combustion engine and vehicle, relating to the field of engine structure. A pre-combustion chamber is positioned at the top of the main combustion chamber, with its bottom end angled and inserted into the inner cavity of the main combustion chamber. Furthermore, a spark plug is positioned at the top of the pre-combustion chamber. This arrangement reduces the difficulty of ignition. Further, multiple injection holes in the pre-combustion chamber are located within the inner cavity of the main combustion chamber. In this invention, the diameter of the injection holes near the intake end of the main combustion chamber is larger than the diameter of the injection holes near the exhaust end, which is more conducive to the combustion of the air-fuel mixture. Even further, this invention sets the space at the intake end of the main combustion chamber to be larger than the space at the exhaust end, which facilitates the formation of turbulent air-fuel mixture, thereby accelerating combustion. Thus, the difficulty of ignition in an internal combustion engine is effectively reduced, and combustion efficiency is effectively improved.

Description

Technical Field

[0001] This application relates to the field of engine structure, and in particular to an internal combustion engine and vehicle. Background Technology

[0002] Existing high-efficiency engines often employ a pre-combustion chamber located at or above the spark plug. The pre-combustion chamber generates a high-temperature, high-pressure jet through the initial combustion of the air-fuel mixture within it, enhancing the ignition capability of the lean mixture in the main combustion chamber. This ignites most of the fuel-air mixture in the main combustion chamber (note: the air-fuel ratio of this type of mixture is typically λ = 1.6~2.5). However, the structural arrangement of the pre-combustion chamber and main combustion chamber in existing engines does not consider the characteristics of injection combustion, resulting in ignition difficulties and low combustion efficiency. Utility Model Content

[0003] In view of this, the purpose of this application is to provide an internal combustion engine and vehicle to solve the problems that the existing internal combustion engine's pre-combustion chamber and main combustion chamber structure arrangement does not take into account the characteristics of injection combustion, resulting in difficult ignition and low combustion efficiency.

[0004] According to the above objectives, a first aspect of the present invention provides an internal combustion engine comprising a main combustion chamber and a pre-combustion chamber, wherein the top end of the main combustion chamber has a connection hole corresponding to the pre-combustion chamber, and the bottom end of the pre-combustion chamber is obliquely inserted into the inner cavity of the main combustion chamber through the connection hole; a spark plug is provided at the top end of the pre-combustion chamber. The pre-combustion chamber has multiple injection holes at its bottom end, and all of the injection holes are located in the inner cavity of the main combustion chamber. The main combustion chamber has an intake end and an exhaust end, and the space of the intake end is larger than the space of the exhaust end. The diameter of the injection hole near the intake end is larger than the diameter of the injection hole near the exhaust end.

[0005] Preferably, the bottom end of the pre-combustion chamber is formed into a column-shaped structure; a plurality of injection holes are arranged around the outer side of the bottom end of the pre-combustion chamber.

[0006] Preferably, the distance between the bottom end face of the pre-combustion chamber and the top end face of the main combustion chamber is L, where L is 2mm to 5mm.

[0007] Preferably, the left end of the main combustion chamber is formed as the air intake end, and the right end of the main combustion chamber is formed as the exhaust end; the distance between the bottom end of the pre-combustion chamber and the end face of the exhaust end is less than the distance between the bottom end of the pre-combustion chamber and the end face of the air intake end.

[0008] Preferably, the volume ratio of the main combustion chamber to the pre-combustion chamber is (7~11):1.

[0009] Preferably, the internal combustion engine further includes a piston, and the bottom end of the main combustion chamber is formed with a mounting hole corresponding to the piston, and the top end of the piston can extend into the inner cavity of the main combustion chamber through the mounting hole; The axis at the bottom of the pre-combustion chamber has an inclination angle with the vertical plane, the inclination angle being 2°±5°; the vertical plane is parallel to the direction of movement of the piston.

[0010] Preferably, a recess corresponding to the bottom end of the pre-combustion chamber is formed at the center of the top of the piston; the top of the piston also has an intake clearance surface and an exhaust clearance surface corresponding to the intake end and the exhaust end, respectively.

[0011] Preferably, the internal combustion engine further includes a fuel injector, which is connected to the air intake end.

[0012] Preferably, the air intake clearance surface has a raised structure corresponding to the fuel injector.

[0013] According to a second aspect of the present invention, a vehicle is provided, wherein the vehicle includes an internal combustion engine as described above.

[0014] According to the internal combustion engine and vehicle of this invention, the pre-combustion chamber is arranged at the top of the main combustion chamber, and the bottom end of the pre-combustion chamber is inclinedly inserted into the inner cavity of the main combustion chamber. Furthermore, the spark plug is placed at the top of the pre-combustion chamber. This arrangement reduces the difficulty of ignition. Further, multiple injection holes of the pre-combustion chamber are located in the inner cavity of the main combustion chamber. In this invention, the diameter of the injection holes near the intake end of the main combustion chamber is larger than the diameter of the injection holes near the exhaust end of the main combustion chamber, which is more conducive to the combustion of the air-fuel mixture. Even further, this invention sets the space at the intake end of the main combustion chamber to be larger than the space at the exhaust end, which facilitates the formation of turbulent air-fuel mixture, thereby accelerating combustion.

[0015] This effectively reduces the difficulty of igniting an internal combustion engine and improves combustion efficiency.

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1This is a partial schematic diagram of an internal combustion engine according to an embodiment of the present invention; Figure 2 This is an enlarged schematic diagram of point A of an internal combustion engine according to an embodiment of the present invention.

[0019] Icons: 1-Cylinder head; 11-Main combustion chamber; 111-Intake end; 112-Exhaust end; 12-Pre-combustion chamber; 121-Injection hole; 2-Spark plug; 3-Piston; 31-Dent; 32-Intake clearance surface; 321-Protruding structure; 3211-Fuel jet impact surface; 33-Exhaust clearance surface; 4-Injector. Detailed Implementation

[0020] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0021] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0022] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0023] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0024] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0025] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0026] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0027] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0028] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0029] According to a first aspect of this utility model, an internal combustion engine is provided, comprising components such as a cylinder head, a piston 3, and a fuel injector 4, wherein the piston 3 and the fuel injector 4 are respectively assembled with respect to the cylinder head 1; furthermore, the cylinder head 1 forms a main combustion chamber 11 and a pre-combustion chamber 12. The specific positional relationships of the aforementioned components of the internal combustion engine according to this utility model will be described in detail below. To make the following description clearer and more accurate, as... Figures 1 to 2 As shown, the direction of movement of piston 3 is set to vertical, and the extension line of the axis of piston 3 is in the same direction as its movement (i.e., the direction indicated by the arrow in the figure).

[0030] In this embodiment, as Figures 1 to 2 As shown, a main combustion chamber 11 is provided at the bottom of the cylinder head 1. The main combustion chamber 11 has an intake end 111 and an exhaust end 112 (the inherent structure of the main combustion chamber 11). Specifically, the left end of the main combustion chamber is formed as the intake end 111, and the right end of the main combustion chamber is formed as the exhaust end 112. The space of the intake end 111 is larger than the space of the exhaust end 112, which facilitates the formation of turbulent flow of the air-fuel mixture and thus accelerates the combustion of the mixture.

[0031] More specifically, such as Figures 1 to 2 As shown, the top of the main combustion chamber 11 has a connection hole corresponding to the pre-combustion chamber 12, so that the bottom end of the pre-combustion chamber 12 can be obliquely inserted into the inner cavity of the main combustion chamber 11 through the connection hole. In addition, a spark plug 2 is provided at the top of the pre-combustion chamber 12. This arrangement facilitates the spraying of the flame from the pre-combustion chamber 12 to various positions of the main combustion chamber 11, thereby reducing the difficulty of ignition. Furthermore, the bottom end of the pre-combustion chamber 12 is formed into a columnar structure, and the axis of the bottom end of the pre-combustion chamber 12 forms an inclination angle C with the vertical plane. The magnitude of the inclination angle is 2°±5° (the vertical plane is parallel to the movement direction of the piston 3). That is, the pre-combustion chamber 12 can be arranged to the left as shown in this embodiment, or it can be arranged to the right. Furthermore, the distance between the bottom end of the pre-combustion chamber 12 and the end face of the exhaust end 112 is less than the distance between the bottom end of the pre-combustion chamber 12 and the end face of the intake end 111 (i.e., L1 is less than L2). In other words, in this embodiment, the pre-combustion chamber 12 is arranged close to the exhaust end 112 of the main combustion chamber 11, which makes the intake end 111 have a larger space, thereby reducing the flow resistance when the mixture enters the main combustion chamber 11, enhancing the uniformity of fuel and air mixing, and at the same time, the small space of the exhaust end 112 can accelerate the exhaust gas discharge and shorten the residence time of high temperature gas in the main combustion chamber 11.

[0032] Preferably, the distance between the bottom end face of the pre-combustion chamber 12 and the top end face of the main combustion chamber 11 is L, where L is 2mm to 5mm; the volume ratio of the main combustion chamber 11 to the pre-combustion chamber 12 is (7 to 11):1. The above data were obtained through multiple experiments and are more conducive to improving ignition efficiency.

[0033] Furthermore, in this embodiment, a plurality of injection holes 121 (located within the inner cavity of the main combustion chamber 11) are arranged around the outer wall of the bottom end of the pre-combustion chamber 12. The diameter of the injection holes 121 near the intake end 111 is larger than that of the injection holes 121 near the exhaust end 112. That is, the outer wall of the bottom end of the pre-combustion chamber 12 can be divided into two arc surfaces, left and right. The diameter of the injection holes 121 on the left arc surface is larger than that on the right arc surface. Thus, arranging the plurality of injection holes 121 in the asymmetrical structure described above is more conducive to the combustion of the gas mixture. Specifically, the larger holes near the intake end 111 can shorten the combustion duration of the main combustion chamber 11, reduce the local high temperature zone, and reduce NOx generation. Meanwhile, the temperature at the exhaust end 112 is usually higher, and the smaller holes can slow down the flame propagation speed and avoid detonation caused by spontaneous combustion of the gas mixture at the end.

[0034] In this embodiment, as Figures 1 to 2 As shown, the bottom end of the main combustion chamber 11 has a mounting hole corresponding to the piston 3. The top end of the piston 3 can extend into the inner cavity of the main combustion chamber 11 through the mounting hole, so that the top end of the piston 3 is higher than the bottom end face of the cylinder head. Furthermore, a recess 31 corresponding to the bottom end of the pre-combustion chamber 12 is formed at the center of the top end of the piston 3, and the recess 31 is formed as an arc-shaped groove, which can facilitate the propagation and ignition of the flame. In addition, in order to further reduce the volume of the main combustion chamber 11 and increase the compression ratio, the top end of the piston 3 also has an intake clearance surface 32 and an exhaust clearance surface 33 corresponding to the intake end 111 and the exhaust end 112, respectively. The intake clearance surface 32 and the exhaust clearance surface 33 can avoid collision interference and other situations under the limit lift of the valve.

[0035] like Figures 1 to 2 As shown, the fuel injector 4 is located on the left side of the main combustion chamber 11 and communicates with the intake end 111 of the main combustion chamber 11. Correspondingly, the intake clearance surface 32 has a protrusion structure 321 corresponding to the outlet of the fuel injector 4. The top surface of the protrusion structure 321 can serve as the fuel jet impact plane 3211 of the fuel injector 4. That is, the fuel jet impact plane 3211 is actually higher than the intake clearance surface 32 and the bottom end face of the cylinder head, which can improve the compression ratio of the engine. Preferably, the included angle B of the protrusion structure 321 is less than 110°, so as to facilitate the formation of vortices in the fuel jet mixture, thereby increasing the uniformity of the mixture.

[0036] It should be noted that the assembly method and specific structure of components such as cylinder head 1, piston 3, and fuel injector 4 are standard settings for existing internal combustion engines and will not be elaborated further; in addition, existing methods can also be used for other structures of internal combustion engines.

[0037] According to the present invention, the pre-combustion chamber 12 is arranged at the top of the main combustion chamber 11, and the bottom end of the pre-combustion chamber 12 is inclinedly inserted into the inner cavity of the main combustion chamber 11. In addition, the spark plug 2 is set at the top of the pre-combustion chamber 12. This arrangement can reduce the difficulty of ignition. Furthermore, the multiple injection holes 121 of the pre-combustion chamber 12 are located in the inner cavity of the main combustion chamber 11. In the present invention, the diameter of the injection hole 121 near the air intake end 111 of the main combustion chamber 11 is larger than the diameter of the injection hole 121 near the exhaust end 112 of the main combustion chamber 11, which is more conducive to the combustion of the air-fuel mixture. Furthermore, the present invention sets the space at the air intake end 111 of the main combustion chamber 11 to be larger than the space at the exhaust end 112, so as to facilitate the formation of turbulent flow of the air-fuel mixture, thereby accelerating combustion.

[0038] This effectively reduces the difficulty of igniting an internal combustion engine and improves combustion efficiency.

[0039] According to a second aspect of the present invention, a vehicle is provided, the vehicle comprising an internal combustion engine as described above.

[0040] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. An internal combustion engine provided with a main combustion chamber and a precombustion chamber, characterized by, The top of the main combustion chamber has a connection hole corresponding to the pre-combustion chamber, and the bottom end of the pre-combustion chamber is obliquely inserted into the inner cavity of the main combustion chamber through the connection hole; a spark plug is provided at the top of the pre-combustion chamber. The pre-combustion chamber has multiple injection holes at its bottom end, and all of the injection holes are located in the inner cavity of the main combustion chamber. The main combustion chamber has an intake end and an exhaust end, and the space of the intake end is larger than the space of the exhaust end. The diameter of the injection hole near the intake end is larger than the diameter of the injection hole near the exhaust end.

2. The internal combustion engine according to claim 1 characterized by, The bottom end of the pre-combustion chamber is formed into a column-shaped structure; a plurality of injection holes are arranged around the outer side of the bottom end of the pre-combustion chamber.

3. The internal combustion engine according to claim 2, characterized by, The distance between the bottom end face of the pre-combustion chamber and the top end face of the main combustion chamber is L, where L is 2mm to 5mm.

4. The internal combustion engine according to claim 2, characterized by, The left end of the main combustion chamber is formed as the air intake end, and the right end of the main combustion chamber is formed as the exhaust end; the distance between the bottom end of the pre-combustion chamber and the end face of the exhaust end is less than the distance between the bottom end of the pre-combustion chamber and the end face of the air intake end.

5. The internal combustion engine according to claim 1, characterized by, The volume ratio of the main combustion chamber to the pre-combustion chamber is (7~11):

1.

6. The internal combustion engine according to claim 1, characterized by, The internal combustion engine also includes a piston, and the bottom end of the main combustion chamber is formed with a mounting hole corresponding to the piston, and the top end of the piston can extend into the inner cavity of the main combustion chamber through the mounting hole; The axis at the bottom of the pre-combustion chamber has an inclination angle with the vertical plane, the inclination angle being 2°±5°; the vertical plane is parallel to the direction of movement of the piston.

7. The internal combustion engine according to claim 6, characterized by, A recess corresponding to the bottom end of the pre-combustion chamber is formed at the center of the top of the piston; the top of the piston also has an intake clearance surface and an exhaust clearance surface corresponding to the intake end and the exhaust end, respectively.

8. The internal combustion engine according to claim 7, characterized by, The internal combustion engine also includes a fuel injector, which is connected to the air intake end.

9. The internal combustion engine according to claim 8, characterized by, The air intake clearance surface has a raised structure corresponding to the fuel injector.

10. A vehicle, characterized in that, The vehicle includes an internal combustion engine as described in any one of claims 1 to 9.

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