Engines, powertrains and vehicles

Abstract

The application relates to an engine, a power system and a vehicle. The engine comprises a combustion chamber, a pre-combustion chamber, an air inlet channel and an exhaust channel. The combustion chamber comprises a first center line and a second center line, a first air inlet unit and a second air inlet unit are symmetrically arranged along the first center line, a first exhaust unit and a second exhaust unit are also symmetrically arranged along the first center line, the second center line is arranged perpendicularly to the first center line, and the two ends of the combustion chamber are symmetrically arranged along the second center line. The pre-combustion chamber is arranged at the intersection of the first center line and the second center line. The arrangement of the pre-combustion chamber can make the storage of the mixed gas in the storage space more sufficient, thereby reducing the risk of knocking. When the combustion chamber is ignited, it is located at the center position of the storage space, and the flame ejected therefrom can uniformly contact in all directions, so that the mixed gas on each surface can receive similar flames, thereby making the mixed gas burn more uniformly, and thereby reducing the risk of knocking.

Description

Technical Field

[0001] This application relates to the field of engines, and more particularly to an engine, a power system, and a vehicle. Background Technology

[0002] With technological advancements, there's a growing need for larger engines to provide more power. As engine cylinder diameters increase, the combustion radius of the combustion chamber also increases, exacerbating the tendency for engine knocking. Specifically, after normal spark plug ignition, the flame front is propagating. At this point, in the final mixture region before the flame front reaches it, due to high temperature and pressure, this portion of the mixture spontaneously combusts violently without being ignited by the spark plug. This spontaneously combusting mixture burns extremely rapidly, generating a powerful shock wave. This shock wave impacts the cylinder walls, piston top, and cylinder head, causing severe engine vibration. Utility Model Content

[0003] The purpose of this application is to provide an engine, power system, and vehicle to address some or all of the shortcomings in the related art.

[0004] According to a first aspect of the embodiments of this application, an engine is provided, the engine comprising:

[0005] A combustion chamber, the combustion chamber including a storage space and a fixed surface, the storage space being used to store a gas mixture;

[0006] A pre-combustion chamber is disposed on the fixed surface and extends at least partially into the storage space, the pre-combustion chamber being used to ignite the mixed gas in the storage space;

[0007] An air intake duct, comprising a first air intake unit and a second air intake unit, wherein the first air intake unit and the second air intake unit are disposed at one end of the fixed surface, and the first air intake unit and the second air intake unit are respectively connected to the storage space for introducing air;

[0008] An exhaust duct, comprising a first exhaust unit and a second exhaust unit, wherein the first exhaust unit and the second exhaust unit are disposed at the other end of the fixed surface, and the first exhaust unit and the second exhaust unit are respectively connected to the storage space for discharging exhaust gas;

[0009] The combustion chamber includes a first centerline and a second centerline. The first intake unit and the second intake unit are symmetrically arranged along the first centerline, and the first exhaust unit and the second exhaust unit are also symmetrically arranged along the first centerline. The second centerline is perpendicular to the first centerline. The two ends of the combustion chamber are symmetrically arranged along the second centerline. The pre-combustion chamber is located at the intersection of the first centerline and the second centerline.

[0010] In one alternative embodiment, the pre-combustion chamber includes a plurality of circumferentially arranged opening units;

[0011] The absolute value of the distance between the opening unit and the first center line is less than or equal to 20 mm; and / or, the pre-combustion chamber includes a plurality of opening units arranged in a surrounding manner, and the absolute value of the distance between the opening unit and the second center line is less than or equal to 20 mm.

[0012] In an alternative embodiment, the engine includes a fuel injector disposed on the fixed surface, at least a portion of the fuel injector extending into the storage space, and the fuel injector being disposed on the first centerline.

[0013] In an optional embodiment, the fuel injector is disposed at one end of the pre-combustion chamber away from the intake manifold, and the shortest distance between the fuel injector and the center of the exhaust manifold is greater than or equal to 20 mm and less than or equal to 50 mm.

[0014] In an optional embodiment, the fuel injector includes an injection end, and the fuel injector sprays fuel from the injection end into the storage space; the pre-combustion chamber includes a combustion end, and the pre-combustion chamber sprays flame from the combustion end; the shortest distance between the injection end and the combustion end is greater than or equal to 5 mm and less than or equal to 40 mm.

[0015] In one optional embodiment, the angle between the fuel injector and the horizontal line is greater than or equal to 60° and less than or equal to 90°; and the angle between the pre-combustion chamber and the horizontal line is greater than or equal to 60° and less than or equal to 90°.

[0016] And / or,

[0017] The angle between the air intake and the horizontal line is greater than or equal to 65° and less than or equal to 85°; and the angle between the exhaust and the horizontal line is greater than or equal to 60° and less than or equal to 80°.

[0018] In an optional embodiment, the pre-combustion chamber includes a first opening, which includes a first inlet unit, a second inlet unit, and a third inlet unit. The first inlet unit is disposed facing the first air intake unit, the third inlet unit is disposed facing the second air intake unit, and the second inlet unit is disposed between the first inlet unit and the third inlet unit.

[0019] The pre-combustion chamber includes a pre-combustion center. The plane containing the line connecting the first inlet unit and the pre-combustion center is the first plane. The plane containing the line connecting the second inlet unit and the pre-combustion center is the second plane. The plane containing the line connecting the third inlet unit and the pre-combustion center is the third plane. The included angle between the first plane, the second plane, and the third plane is greater than or equal to 30° and less than or equal to 70°.

[0020] In an optional embodiment, the pre-combustion chamber includes a second opening, the second opening including a fourth port unit, a fifth port unit and a sixth port unit, the fourth port unit being disposed toward the first exhaust unit, the sixth port unit being disposed toward the second exhaust unit, and the fifth port unit being disposed between the fourth port unit and the sixth port unit;

[0021] The pre-combustion chamber includes a pre-combustion center. The plane containing the line connecting the fourth port unit and the pre-combustion center is the fourth plane. The plane containing the line connecting the fifth port unit and the pre-combustion center is the fifth plane. The plane containing the line connecting the sixth port unit and the pre-combustion center is the sixth plane. The included angle between the fourth plane, the fifth plane, and the sixth plane is greater than or equal to 40° and less than or equal to 80°.

[0022] According to a second aspect of the embodiments of this application, a power system is provided, the power system comprising an engine as described in any of the above embodiments.

[0023] According to a third aspect of the embodiments of this application, a vehicle is provided, the vehicle including the power system as described in the above embodiments.

[0024] The beneficial technical effects of the technical solutions provided in this application are:

[0025] The system comprises a combustion chamber, a pre-combustion chamber, an intake duct, and an exhaust duct. The combustion chamber includes a storage space and a fixed surface. The storage space stores the gas mixture. The pre-combustion chamber is located on the fixed surface and extends at least partially into the storage space. The pre-combustion chamber ignites the gas mixture in the storage space. The intake duct includes a first intake unit and a second intake unit, located at one end of the fixed surface and connected to the storage space to introduce air. The exhaust duct includes a first exhaust unit and a second exhaust unit, located at the other end of the fixed surface and connected to the storage space to discharge exhaust gas.

[0026] The combustion chamber includes a first centerline and a second centerline. The first intake unit and the second intake unit are symmetrically arranged along the first centerline, and the first exhaust unit and the second exhaust unit are also symmetrically arranged along the first centerline. The second centerline is perpendicular to the first centerline. The two ends of the combustion chamber are symmetrically arranged along the second centerline. The pre-combustion chamber is located at the intersection of the first centerline and the second centerline.

[0027] Based on the above configuration, firstly, the pre-combustion chamber allows for more complete combustion of the stored gas mixture within the storage space, thereby reducing the risk of detonation. Secondly, the combustion chamber is located at the intersection of the first and second center lines, that is, at the center of the fixed surface. Thus, when the combustion chamber is ignited, it is positioned at the center of the storage space, allowing the flame emitted from it to evenly contact all directions, ensuring that the gas mixture on each surface receives a similar flame, resulting in more uniform combustion and further reducing the risk of detonation.

[0028] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of an engine according to an embodiment of this application.

[0031] Figure 2 This is another structural schematic diagram of an engine according to an embodiment of this application.

[0032] Figure 3 for Figure 2 A cross-sectional view of section B1-B2.

[0033] Figure 4 This is another structural schematic diagram of an engine according to an embodiment of the present application.

[0034] Figure 5 This is a schematic diagram showing the connection between the fuel injector and the pre-combustion chamber.

[0035] Figure 6 This is a schematic diagram showing the connection between the intake and exhaust manifolds.

[0036] Figure 7 This is another structural schematic diagram of an engine according to an embodiment of this application.

[0037] Explanation of reference numerals in the attached figures

[0038] Engine 10

[0039] Combustion chamber 100

[0040] Storage space 110

[0041] Upper inner wall 120

[0042] Fixed surface 130

[0043] 200 pre-combustion chamber

[0044] Open unit 200A

[0045] First opening 210

[0046] Unit 1, 211

[0047] Second unit 212

[0048] Third unit 213

[0049] Second opening 220

[0050] Unit 221, fourth port

[0051] Unit 5, 222

[0052] Unit 6, 223

[0053] Pre-combustion center 230

[0054] Combustion end 240

[0055] 300 air intake

[0056] First intake unit 310

[0057] Second intake unit 320

[0058] Valve stem 330

[0059] Exhaust port 400

[0060] First exhaust unit 410

[0061] Second exhaust unit 420

[0062] 500 fuel injectors

[0063] 510 fuel injection end

[0064] First plane A

[0065] Second plane B

[0066] Third plane C

[0067] Fourth plane D

[0068] Fifth plane E

[0069] Sixth plane F

[0070] First centerline S1

[0071] Second centerline S2

[0072] Horizontal line N Detailed Implementation

[0073] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0074] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0075] Engine 10 includes components such as combustion chamber 100, intake port 300, exhaust port 400, valve stem 330, fuel injector 500, spark plug, and piston.

[0076] The combustion chamber 100, located between the piston top and cylinder head, is the space where fuel and air mix and burn. The high-temperature, high-pressure gases produced by combustion push the piston downwards, forming the core area for power generation in the engine 10. The intake manifold 300 is the passage for air or an air-fuel mixture to enter the cylinder. During the intake stroke, air enters the combustion chamber 100 through the intake manifold 300. The exhaust manifold 400 is the passage for exhaust gases to exit the cylinder. During the exhaust stroke, exhaust gases are discharged into the exhaust pipe through the exhaust manifold 400. The valve stem 330 is part of the valve, connecting the valve head and the spring end. It slides within the valve guide, ensuring the valve can only move up and down, thus acting as a guide. The valve spring returns to its original position via the valve stem 330. The fuel injector 500 precisely injects fuel in a mist form into the intake manifold 300 or directly into the cylinder. In a diesel engine, the fuel injector 500 injects diesel fuel into the combustion chamber 100 under high pressure. At the end of the compression stroke, the spark plug generates an electric spark, igniting the compressed air-fuel mixture and initiating combustion. The piston reciprocates within the cylinder. During the compression stroke, it compresses the air-fuel mixture; during the power stroke, the combusted gases push the piston downwards, transmitting force to the crankshaft via the connecting rod, thus outputting power.

[0077] The working process of an engine generally includes four strokes: intake stroke, compression stroke, power stroke, and exhaust stroke.

[0078] During the intake stroke, the piston descends, creating negative pressure within the cylinder. Under this pressure difference, air or an air-fuel mixture is drawn into the cylinder through the intake manifold 300. The purpose is to fill the cylinder with fresh air, preparing for combustion.

[0079] During the compression stroke, both the intake and exhaust valves are closed, making the cylinder a sealed space. The piston moves upward, compressing the intake air or air-fuel mixture, causing its pressure and temperature to rise sharply. The purpose is to increase the temperature and pressure of the air-fuel mixture, making it easier, faster, and more complete to burn, thereby improving thermal efficiency.

[0080] During the power stroke, as the piston approaches top dead center, the spark plug generates an electric spark, igniting the compressed, high-temperature, high-pressure air-fuel mixture. The mixture burns violently (explodes), producing high-temperature, high-pressure gas. The piston transmits force to the crankshaft via the connecting rod, causing the crankshaft to rotate and output power. The purpose is to convert the chemical energy of the fuel into mechanical energy; this is the power-generating stroke of the engine.

[0081] During the exhaust stroke, the exhaust valve opens, and the high-temperature, high-pressure exhaust gas from the power stroke is pushed upwards by the piston and discharged from the cylinder through the exhaust manifold 400, entering the exhaust system. The purpose is to remove the combustion exhaust gas from the cylinder, making room for the next intake stroke.

[0082] With technological advancements, larger engines 10 are needed to provide more power. As the cylinder bore of engine 10 increases, the combustion radius of its combustion chamber 100 also increases, leading to a greater tendency for engine knocking. Specifically, after normal spark plug ignition, the flame front is propagating. At this point, in the final mixture region before the flame front reaches it, due to high temperature and pressure, this portion of the mixture spontaneously combusts violently without being ignited by the spark plug. This spontaneously combusting mixture burns extremely quickly, generating a powerful shock wave. This shock wave impacts the cylinder walls, piston top, and cylinder head, causing severe vibrations in engine 10.

[0083] This application proposes an engine 10, with reference to... Figures 1-7 As shown, the engine 10 includes a combustion chamber 100, a pre-combustion chamber 200, an intake manifold 300, and an exhaust manifold 400.

[0084] Combustion chamber 100 includes a storage space 110 and a fixed surface 130. The storage space 110 is used to store a mixed gas. Pre-combustion chamber 200 is disposed on the fixed surface 130 and extends at least partially into the storage space 110. Pre-combustion chamber 200 is used to ignite the mixed gas in storage space 110. Intake duct 300 includes a first intake unit 310 and a second intake unit 320. The first intake unit 310 and the second intake unit 320 are disposed at one end of the fixed surface 130 and are respectively connected to the storage space 110 for introducing air. Exhaust duct 400 includes a first exhaust unit 410 and a second exhaust unit 420. The first exhaust unit 410 and the second exhaust unit 420 are disposed at the other end of the fixed surface 130 and are respectively connected to the storage space 110 for discharging exhaust gas.

[0085] Among them, reference Figure 1 As shown, the combustion chamber 100 includes a first centerline S1 and a second centerline S2. The first intake unit 310 and the second intake unit 320 are symmetrically arranged along the first centerline S1, and the first exhaust unit 410 and the second exhaust unit 420 are also symmetrically arranged along the first centerline S1. The second centerline S2 is arranged perpendicular to the first centerline S1. The two ends of the combustion chamber 100 are symmetrically arranged along the second centerline S2. The pre-combustion chamber 200 is located at the intersection of the first centerline S1 and the second centerline S2.

[0086] It should be noted that the pre-combustion chamber 100 is a small auxiliary combustion chamber connected to the combustion chamber 200 via a channel. The gas mixture is first ignited in the pre-combustion chamber 100, generating flame and pressure, and then injected into the combustion chamber 200 to promote more complete combustion. The gas mixture is mainly a mixture of air and fuel oil, which will burn well once the combustion conditions are met.

[0087] Furthermore, the aforementioned components are not all the components of the engine 10; the engine 10 itself also includes a cooling system, a lubrication system, and other devices. These devices work in conjunction with the aforementioned components to enable the engine 10 to operate smoothly. This application will not elaborate further on these details.

[0088] Based on the above settings, the pre-combustion chamber 200 allows the stored mixed gas in the storage space 110 to be combusted more completely, thereby reducing the risk of detonation.

[0089] Secondly, the combustion chamber 100 is located at the intersection of the first centerline S1 and the second centerline S2, that is, at the center of the fixed surface 130. Thus, when the combustion chamber 100 is ignited, it is positioned at the center of the storage space 110, allowing the flame emitted from it to evenly contact all directions. This ensures that the gas mixture on each surface receives a similar flame, resulting in more uniform combustion and reducing the risk of detonation.

[0090] Furthermore, it ensures that the combustion chamber 100 receives the same amount of air from the first intake unit 310 and the second intake unit 320, and that the exhaust gas discharged from the combustion chamber 100 follows the same path to the first exhaust unit 410 and the second exhaust unit 420. This allows for a good balance between the intake and exhaust volumes of the combustion chamber 100.

[0091] In one embodiment, reference Figure 1 , Figure 4 As shown, the pre-combustion chamber 200 includes multiple surrounding opening units 200A. When the absolute value of the distance between the opening unit 200A and the first center line S1 is too large, it will cause the combustion chamber 100 to be too eccentric, which will result in the mixed gas in the storage space 110 not being able to burn evenly, thus leading to the risk of knocking.

[0092] In this embodiment, the absolute value of the distance between the opening unit 200A and the first center line S1 is set to be less than or equal to 20mm. Within this range, the combustion chamber 100 is prevented from being excessively eccentric, thereby reducing the risk of knocking. For example, the absolute value of the distance between the opening unit 200A and the first center line S1 can be 0mm, 1mm, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, 19mm, or 20mm.

[0093] Similarly, if the absolute value of the distance between the opening unit 200A and the second center line S2 is too large, it will cause the combustion chamber 100 to be too eccentric, which will prevent the mixed gas in the storage space 110 from burning evenly, thus leading to the risk of knocking.

[0094] This application sets the absolute value of the distance between the opening unit 200A and the second centerline S2 to be less than or equal to 20 mm. Within this range, the combustion chamber 100 can be prevented from being excessively eccentric, thereby reducing the risk of knocking. For example, the absolute value of the distance between the opening unit 200A and the second centerline S2 can be 0 mm, 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, 10 mm, 11 mm, 12 mm, 13 mm, 14 mm, 15 mm, 16 mm, 17 mm, 18 mm, 19 mm, or 20 mm.

[0095] In other embodiments, the absolute value of the distance between the opening unit 200A and the first center line S1 is set to be less than or equal to 20 mm. Simultaneously, the absolute value of the distance between the opening unit 200A and the second center line S2 is also set to be less than or equal to 20 mm. That is, both ranges simultaneously define the position of the combustion chamber 100, thereby better reducing the risk of knocking.

[0096] In one embodiment, reference Figures 1-7 As shown, the engine 10 includes a fuel injector 500, which is disposed on a fixed surface 130. At least a portion of the fuel injector 500 extends into a storage space 110 and is disposed on a first centerline S1.

[0097] Based on the above configuration, the fuel injector 500 is positioned on the first centerline S1, which allows the fuel injected from it to be evenly discharged to both sides of the storage space 110, making the fuel more uniform and thus enabling the combustion chamber 100 to burn more completely, further reducing the possibility of knocking.

[0098] Furthermore, the fuel injector 500 is located at the end of the pre-combustion chamber 200 opposite to the intake manifold 300. If the shortest distance X2 between the fuel injector 500 and the center of the exhaust manifold 400 is too small, the wall thickness of the fixed surface 130 between the fuel injector 500 and the intake manifold 300 will be too small, which will make the engine 10 easily damaged. If the shortest distance X2 between the fuel injector 500 and the center of the exhaust manifold 400 is too large, the fuel injector 500 will encroach on the position of the pre-combustion chamber 200.

[0099] In this embodiment, reference Figure 4 As shown, the shortest distance X2 between the center of the fuel injector 500 and the center of the exhaust port 400 is set to be greater than or equal to 20mm and less than or equal to 50mm.

[0100] Within this range, on the one hand, the wall thickness of the fixed surface 130 located between the fuel injector 500 and the intake manifold 300 can be sufficient, thereby enhancing the stability of the engine 10. On the other hand, it can ensure that the fuel injector 500 does not encroach on the position of the pre-combustion chamber 200. For example, the shortest distance X2 between the fuel injector 500 and the center of the exhaust manifold 400 can be set to 20mm, 22mm, 24mm, 26mm, 28mm, 30mm, 32mm, 34mm, 36mm, 38mm, 40mm, 42mm, 44mm, 46mm, 48mm, or 50mm.

[0101] In one embodiment, the fuel injector 500 includes an injection end 510, and the fuel injector 500 injects fuel from the injection end 510 into the storage space 110. The pre-combustion chamber 200 includes a combustion end 240, and the pre-combustion chamber 200 ejects flame from the combustion end 240. If the shortest distance between the injection end 510 and the combustion end 240 is too small, the wall thickness of the combustion chamber 100 between the fuel injector 500 and the pre-combustion chamber 200 will be too small, which can easily lead to damage to the engine 10. Furthermore, the fuel injector 500 and the pre-combustion chamber 200 are also prone to colliding with each other due to vibration during each stroke, which can damage the fuel injector 500 and / or the pre-combustion chamber 200. If the shortest distance between the injection end 510 and the combustion end 240 is too large, the distance between the injection end 510 and the center of the fuel injector 500 will be too large, resulting in uneven distribution of fuel ejected from the injection end 510 within the storage space 110, leading to incomplete fuel combustion.

[0102] refer to Figure 3 and Figure 5 As shown, in this embodiment, the shortest distance between the injection end 510 and the combustion end 240 is set to be greater than or equal to 5 mm and less than or equal to 40 mm. Within this range, on the one hand, the distance will not be too close, resulting in an insufficient wall thickness of the combustion chamber 100 between the injector 500 and the pre-combustion chamber 200, nor will it cause the injector 500 and the pre-combustion chamber 200 to collide with each other due to vibration during each stroke. On the other hand, the distance will not be too far, resulting in uneven distribution of fuel injected from the injection end 510 in the storage space 110.

[0103] Based on the above settings, refer to Figure 5 As shown, the angle α2 between the fuel injector 500 and the horizontal line N can be set to be greater than or equal to 60° and less than or equal to 90°. Furthermore, the angle α1 between the pre-combustion chamber 200 and the horizontal line N can be set to be greater than or equal to 60° and less than or equal to 90°.

[0104] Within the aforementioned range, the shortest distance between the injection end 510 and the combustion end 240 can be well ensured to fall within the range of greater than or equal to 5 mm and less than or equal to 40 mm. For example, the angle α2 between the fuel injector 500 and the horizontal line N can be 60°, 65°, 70°, 75°, 80°, 85°, or 90°. The angle α1 between the pre-combustion chamber 200 and the horizontal line N can be 60°, 65°, 70°, 75°, 80°, 85°, or 90°.

[0105] In one embodiment, reference Figure 6 As shown, the angle α3 between the intake duct 300 and the horizontal line N is set to be greater than or equal to 65° and less than or equal to 85°. The angle α4 between the exhaust duct 400 and the horizontal line N is set to be greater than or equal to 60° and less than or equal to 80°.

[0106] Within the aforementioned range, the engine 10 can effectively intake and exhaust air, thus enabling efficient operation. For example, the angle α3 between the intake manifold 300 and the horizontal line N can be set to 65°, 70°, 75°, 80°, or 85°. The angle α4 between the intake manifold 400 and the horizontal line N is 60°, 65°, 70°, 75°, or 80°.

[0107] In one embodiment, reference Figure 4 and Figure 7 As shown, the pre-combustion chamber 200 includes a first opening 210, and the air intake duct 300 includes a first air intake unit 310 and a second air intake unit 320. The first opening 210 includes a first inlet unit 211, a second inlet unit 212 and a third inlet unit 213. The first inlet unit 211 is disposed facing the first air intake unit 310, the third inlet unit 213 is disposed facing the second air intake unit 320, and the second inlet unit 212 is disposed between the first inlet unit 211 and the third inlet unit 213.

[0108] Based on the above configuration, during the intake stroke, the first intake unit 211 and the third intake unit 213 can smoothly obtain the maximum amount of air intake from the first intake unit 310 and the second intake unit 320. Furthermore, the second intake unit 212, located between the first intake unit 211 and the third intake unit 213, can simultaneously receive air from both the first intake unit 310 and the second intake unit 320. Therefore, the first intake unit 211, the second intake unit 212, and the third intake unit 213 can effectively receive the air supplied by the first intake unit 310 and the second intake unit 320.

[0109] In addition, after the pre-combustion chamber 200 is ignited, the first port unit 211, the second port unit 212 and the third port unit 213 can emit three flames toward the storage space 110 toward the intake duct 300, thereby ensuring that the mixed gas in that direction is fully combusted and reducing the possibility of detonation.

[0110] In one embodiment, reference Figure 7 As shown, the pre-combustion chamber 200 includes a pre-combustion center 230. The plane containing the line connecting the first inlet unit 211 and the pre-combustion center 230 is the first plane A. The plane containing the line connecting the second inlet unit 212 and the pre-combustion center 230 is the second plane B. The plane containing the line connecting the third inlet unit 213 and the pre-combustion center 230 is the third plane C. The included angle between the first plane A, the second plane B, and the third plane C is greater than or equal to 30° and less than or equal to 70°.

[0111] Within the aforementioned range, the first port unit 211, the second port unit 212, and the third port unit 213 can be evenly distributed. On the one hand, this allows for smoother air intake during the intake stroke, and on the other hand, it allows for even distribution of flames in all directions after the pre-combustion chamber 200 is ignited, thereby enabling more complete combustion of the mixed gas.

[0112] For example, the included angles between the first plane A, the second plane B, and the third plane C can be 30°, 35°, 40°, 45°, 50°, 55°, 60°, 65°, and 70°.

[0113] In one embodiment, reference Figure 1 and Figure 7 As shown, the pre-combustion chamber 200 includes a second opening 220, which includes a fourth port unit 221, a fifth port unit 222, and a sixth port unit 223. The fourth port unit 221 is disposed toward the first exhaust unit 410, the sixth port unit 223 is disposed toward the second exhaust unit 420, and the fifth port unit 222 is disposed between the fourth port unit 221 and the sixth port unit 223.

[0114] Based on the above configuration, during the exhaust stroke, the fourth port unit 221 and the sixth port unit 223 can smoothly exhaust gas into the first exhaust unit 410 and the second exhaust unit 420. Furthermore, the exhaust gas discharged from the fifth port unit 222, located between the fourth port unit 221 and the sixth port unit 223, can be simultaneously discharged from the first exhaust unit 410 and the second exhaust unit 420.

[0115] In addition, after the pre-combustion chamber 200 is ignited, the fourth port unit 221, the fifth port unit 222 and the sixth port unit 223 can emit three flames toward the storage space 110 toward the exhaust duct 400, thereby ensuring that the mixed gas in that direction is fully combusted and reducing the possibility of detonation.

[0116] Combining the first port unit 211, the second port unit 212, and the third port unit 213, the pre-combustion chamber 200 can emit six flame beams circumferentially, thereby making the mixed gas in the storage space 110 burn more completely.

[0117] In one embodiment, reference Figure 7 As shown, the pre-combustion chamber 200 includes a pre-combustion center 230. The plane containing the line connecting the fourth port unit 221 and the pre-combustion center 230 is the fourth plane D. The plane containing the line connecting the fifth port unit 222 and the pre-combustion center 230 is the fifth plane E. The plane containing the line connecting the sixth port unit 223 and the pre-combustion center 230 is the sixth plane F. The included angle between the fourth plane D, the fifth plane E, and the sixth plane F is greater than or equal to 40° and less than or equal to 80°.

[0118] Within the aforementioned range, the fourth port unit 221, the fifth port unit 222, and the sixth port unit 223 can be evenly distributed. On the one hand, this allows for smoother exhaust during the exhaust stroke, and on the other hand, it allows for the even distribution of flames in all directions after ignition in the pre-combustion chamber 200, thereby enabling more complete combustion of the gas mixture.

[0119] For example, the included angles between the fourth plane D, the fifth plane E, and the sixth plane F can be 40°, 45°, 50°, 55°, 60°, 65°, 70°, 75°, and 80°.

[0120] This application also proposes a power system comprising an engine 10 as described in any of the above embodiments.

[0121] In addition, this application also includes a vehicle that includes the aforementioned power system.

[0122] The vehicle can be a passenger car, truck, van, SUV, or any other type of vehicle with an internal combustion engine. In one embodiment, the vehicle is an autonomous vehicle, wherein the vehicle's maneuverability is controlled without direct input from a human driver.

[0123] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. An engine, characterized in that, The engine includes: A combustion chamber, the combustion chamber including a storage space and a fixed surface, the storage space being used to store a gas mixture; A pre-combustion chamber is disposed on the fixed surface and extends at least partially into the storage space, the pre-combustion chamber being used to ignite the mixed gas in the storage space; An air intake duct, comprising a first air intake unit and a second air intake unit, wherein the first air intake unit and the second air intake unit are disposed at one end of the fixed surface, and the first air intake unit and the second air intake unit are respectively connected to the storage space for introducing air; An exhaust duct, comprising a first exhaust unit and a second exhaust unit, wherein the first exhaust unit and the second exhaust unit are disposed at the other end of the fixed surface, and the first exhaust unit and the second exhaust unit are respectively connected to the storage space for discharging exhaust gas; The combustion chamber includes a first centerline and a second centerline. The first intake unit and the second intake unit are symmetrically arranged along the first centerline, and the first exhaust unit and the second exhaust unit are also symmetrically arranged along the first centerline. The second centerline is perpendicular to the first centerline. The two ends of the combustion chamber are symmetrically arranged along the second centerline. The pre-combustion chamber is located at the intersection of the first centerline and the second centerline.

2. The engine as claimed in claim 1, characterized in that, The pre-combustion chamber includes multiple opening units arranged in a circumferential manner; The absolute value of the distance between the opening unit and the first center line is less than or equal to 20 mm; and / or, the pre-combustion chamber includes a plurality of opening units arranged in a surrounding manner, and the absolute value of the distance between the opening unit and the second center line is less than or equal to 20 mm.

3. The engine as described in claim 1, characterized in that, The engine includes a fuel injector disposed on the fixed surface, at least a portion of the fuel injector extending into the storage space, and the fuel injector being disposed on the first center line.

4. The engine as described in claim 3, characterized in that, The fuel injector is located at the end of the pre-combustion chamber opposite to the intake manifold, and the shortest distance between the fuel injector and the center of the exhaust manifold is greater than or equal to 20 mm and less than or equal to 50 mm.

5. The engine as described in claim 3, characterized in that, The fuel injector includes an injection end, and the fuel injector sprays fuel from the injection end into the storage space. The pre-combustion chamber includes a combustion end, and the pre-combustion chamber sprays flames from the combustion end. The shortest distance between the injection end and the combustion end is greater than or equal to 5 mm and less than or equal to 40 mm.

6. The engine as described in claim 5, characterized in that, The angle between the fuel injector and the horizontal line is greater than or equal to 60° and less than or equal to 90°; and the angle between the pre-combustion chamber and the horizontal line is greater than or equal to 60° and less than or equal to 90°. And / or, The angle between the air intake and the horizontal line is greater than or equal to 65° and less than or equal to 85°; and the angle between the exhaust and the horizontal line is greater than or equal to 60° and less than or equal to 80°.

7. The engine as claimed in claim 1, characterized in that, The pre-combustion chamber includes a first opening, which comprises a first inlet unit, a second inlet unit, and a third inlet unit. The first inlet unit faces the first air intake unit, the third inlet unit faces the second air intake unit, and the second inlet unit is located between the first inlet unit and the third inlet unit. The pre-combustion chamber includes a pre-combustion center. The plane containing the line connecting the first inlet unit and the pre-combustion center is the first plane. The plane containing the line connecting the second inlet unit and the pre-combustion center is the second plane. The plane containing the line connecting the third inlet unit and the pre-combustion center is the third plane. The included angle between the first plane, the second plane, and the third plane is greater than or equal to 30° and less than or equal to 70°.

8. The engine as claimed in claim 1, characterized in that, The pre-combustion chamber includes a second opening, which includes a fourth port unit, a fifth port unit, and a sixth port unit. The fourth port unit is disposed facing the first exhaust unit, the sixth port unit is disposed facing the second exhaust unit, and the fifth port unit is disposed between the fourth port unit and the sixth port unit. The pre-combustion chamber includes a pre-combustion center. The plane containing the line connecting the fourth port unit and the pre-combustion center is the fourth plane. The plane containing the line connecting the fifth port unit and the pre-combustion center is the fifth plane. The plane containing the line connecting the sixth port unit and the pre-combustion center is the sixth plane. The included angle between the fourth plane, the fifth plane, and the sixth plane is greater than or equal to 40° and less than or equal to 80°.

9. A power system, characterized in that, The power system includes the engine as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the power system as described in claim 9.

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