Engine, powertrain, and vehicle

Abstract

An engine (100), comprising: a housing (1), a piston (3), and an intake valve (2). The housing (1) is provided with a combustion chamber (11) and an intake passage (12) in communication with the combustion chamber (11). The piston (3) is movably arranged in the combustion chamber (11). The intake valve (2) is movably arranged between the combustion chamber (11) and the intake passage (12). When the piston (3) moves to a preset position, the intake valve (2) is closed, the compression ratio of the engine (100) is A and the expansion ratio thereof is B, wherein 8.6≤A≤14.2, and 15≤B≤18. Also disclosed are a powertrain and a vehicle.

Description

Engine, powertrain and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410564691.1, filed on May 8, 2024, entitled "Engine, Powertrain and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of engine technology, and more particularly to an engine, powertrain, and vehicle. Background Technology

[0003] The Atkinson cycle engine is a special type of internal combustion engine. Unlike the Otto cycle engine, which has a constant compression ratio and expansion ratio, the Atkinson cycle engine, during the gas compression phase, can delay the closing time of the intake valves through a connecting rod mechanism or a variable valve timing (VVT) system. This allows some of the gas in the combustion chamber to be pushed back into the intake manifold. The reduced gas volume in the combustion chamber lowers the engine's compression ratio, lengthens the piston's expansion stroke, and results in more complete and efficient fuel combustion. Technical issues

[0004] However, the timing of intake valve closing is closely related to the engine's compression ratio. How to close the intake valve at the right time to improve the combustion efficiency of fuel in the combustion chamber has become an urgent problem to be solved in the industry. Technical solutions

[0005] This application provides an engine, powertrain, and vehicle, aiming to solve the problem of low engine combustion efficiency in related technologies.

[0006] To achieve the purpose of this application, according to the first aspect of this application, this application provides an engine, the engine including a housing, a piston and an intake valve, the housing having a combustion chamber and an intake passage communicating with the combustion chamber; the intake valve is movably disposed between the combustion chamber and the intake passage;

[0007] The piston is positioned inside the combustion chamber. When the piston moves to the preset position, the intake valve closes, and at this time the engine's compression ratio is A, the engine's expansion ratio is B, 8.6≤A≤14.2, 15≤B≤18.

[0008] In some embodiments of this application, when the piston moves to a preset position, the volume of the space formed by the piston and the cavity wall of the combustion chamber is C, and the maximum expansion volume of the engine is D, 0.5≤C / D≤0.9.

[0009] In some embodiments of this application, the volume of the space formed by the piston and the combustion chamber wall is C, where 200ml≤C≤700ml.

[0010] In some embodiments of this application, the engine further includes a crankshaft connected to the piston;

[0011] When the piston moves to the preset position, the crankshaft rotates at an angle of E, where a≤E≤b, 580°≤a≤600°, and 630°≤b≤650°.

[0012] In some embodiments of this application, the expansion ratio of the engine is B, where B = 15.5, B = 16, or B = 16.5.

[0013] In some embodiments of this application, the piston is movably disposed in the combustion chamber along a first direction, the piston's stroke in the first direction is F, the length of the combustion chamber along the second direction is G, F > G, and the second direction is perpendicular to the first direction.

[0014] In some embodiments of this application, the piston's stroke along the first direction is F, the length of the combustion chamber along the second direction is G, and 1.27≤F / G≤1.29.

[0015] In some embodiments of this application, the housing also has an exhaust duct that communicates with the combustion chamber;

[0016] The engine also includes a catalytic converter and an exhaust gas recirculation assembly, with the catalytic converter connected to the exhaust manifold;

[0017] The air inlet of the exhaust gas recirculation (EGR) assembly is connected to the catalytic converter and the exhaust duct, while the air outlet of the EGR assembly is connected to the combustion chamber.

[0018] In some embodiments of this application, the engine further includes an ignition coil for converting the low-voltage current of the battery into a high-voltage current available to the spark plugs; the energy value of the ignition coil is G, 100mj≤H≤140mj.

[0019] In some embodiments of this application, the housing also has a lubrication channel for the passage of lubricating fluid.

[0020] In some embodiments of this application, the engine further includes a fully variable oil pump and a pressure sensor. The fully variable oil pump is used to regulate the pressure of the lubricating fluid in the lubrication channel, and the pressure sensor is located in the lubrication channel to detect the pressure in the lubrication channel.

[0021] According to a second aspect of this application, this application also proposes a powertrain, the powertrain including an engine, the engine including a housing, a piston and an intake valve, the housing having a combustion chamber and an intake passage communicating with the combustion chamber; the intake valve is movably disposed between the combustion chamber and the intake passage;

[0022] The piston is positioned within the combustion chamber. When the piston reaches a preset position, the intake valve closes, and at this time, the engine's compression ratio is A, the engine's expansion ratio is B, 8.6≤A≤14.2, and 15≤B≤18.

[0023] According to a third aspect of this application, this application also proposes a vehicle, the vehicle including a powertrain, the powertrain including an engine, the engine including a housing, a piston and an intake valve, the housing having a combustion chamber and an intake passage communicating with the combustion chamber; the intake valve is movably disposed between the combustion chamber and the intake passage.

[0024] The piston is positioned within the combustion chamber. When the piston reaches a preset position, the intake valve closes, and at this time, the engine's compression ratio is A, the engine's expansion ratio is B, 8.6≤A≤14.2, and 15≤B≤18. Beneficial effects

[0025] The engine provided in this application includes a housing, a piston, and an intake valve. The housing has a combustion chamber and an intake passage connected to the combustion chamber. The intake valve is movably disposed between the combustion chamber and the intake passage. The piston is movably disposed within the combustion chamber. When the piston moves to a preset position, the intake valve closes, and at this time, the engine's compression ratio is A, and the engine's expansion ratio is B, where 8.6 ≤ A ≤ 14.2, and 15 ≤ B ≤ 18. By closing the intake valve when the piston moves to the preset position, the engine's expansion ratio is twice the engine's compression ratio under extreme conditions, and is also much greater than the engine's compression ratio under normal operating conditions. This extends the power stroke of the fuel, improves fuel combustion efficiency, reduces engine fuel consumption, and improves the engine's economic performance.

[0026] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0027] 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 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.

[0028] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0029] Figure 1 is a cross-sectional view of an embodiment of the engine provided in this application;

[0030] Figure 2 is a three-dimensional structural schematic diagram of an embodiment of the engine provided in this application.

[0031] Explanation of reference numerals in the attached drawings: 100-Engine; 1-House casing, 11-Combustion chamber, 12-Intake manifold, 13-Exhaust manifold; 2-Intake valve, 21-Intake camshaft, 22-Variable valve timing system; 3-Piston, 4-Catalyst, 5-Exhaust gas recirculation assembly, 6-Fully variable oil pump, 7-Pressure sensor.

[0032] Implementation methods of this application

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0034] For ease of understanding, the relevant technical terms involved in the embodiments of this application will be explained and described below.

[0035] Top dead center: The highest point the piston can reach in the combustion chamber. At this point, the volume of the space enclosed by the piston and the combustion chamber is at its minimum.

[0036] Bottom dead center: The lowest point the piston can reach in the combustion chamber. At this point, the space enclosed by the piston and the combustion chamber has the largest volume.

[0037] Compression ratio: The degree to which fuel and gas in the combustion chamber are compressed when the piston moves from bottom dead center to top dead center.

[0038] Expansion ratio: The ratio of the volume of the space formed by the piston and the combustion chamber when the piston is at bottom dead center to the volume of the space formed by the piston and the combustion chamber when the piston is at top dead center.

[0039] Atkinson cycle engine: The traditional engine (Otto cycle engine) operates primarily through the intake, compression, power, and exhaust phases. Intake phase: The exhaust valve in the combustion chamber opens, and the piston, driven by the crankshaft, moves from top dead center (TDC) to bottom dead center (BDC). The pressure in the combustion chamber decreases, and external fuel and air enter the combustion chamber through the intake manifold. Compression phase: The intake valve closes, and the piston, driven by the crankshaft, moves from BDC to TDC, compressing the fuel in the combustion chamber. Power phase: When the piston reaches TDC, the spark plug ignites, igniting the fuel in the combustion chamber. The high pressure generated by fuel combustion pushes the piston towards BDC. Exhaust phase: When the piston reaches BDC, the exhaust valve opens, and the piston, driven by the crankshaft, moves upward, pushing the exhaust gases from the combustion chamber outward through the exhaust valve and exhaust manifold.

[0040] The Atkinson cycle engine operates on the same principle as the Otto cycle engine in its intake, power, and exhaust phases. However, unlike the Otto cycle engine, in the compression phase, when the piston begins its upward movement from bottom dead center (BDC), the intake valve does not close immediately but with a delay. Therefore, as the piston moves from BDC to top dead center, it pushes some fuel back into the intake manifold. The total volume of compressible fuel decreases, while the piston's distance between BDC and top dead center remains constant. Consequently, the engine's expansion ratio remains unchanged, and the final compressed volume of fuel remains the same. The reduced compression ratio of the piston to the fuel increases the work done per unit volume of fuel (in an Otto cycle engine, one part fuel might do one part work; in an Atkinson cycle engine, because some fuel is expelled from the combustion chamber, it may require two-thirds of the fuel to do one part work). This longer fuel-work time results in more complete combustion.

[0041] Therefore, it can be seen that the timing of intake valve closing is closely related to the engine's compression ratio. How to close the intake valve at the appropriate time to improve the combustion efficiency of fuel in the combustion chamber has become an urgent problem to be solved in the industry.

[0042] To address the aforementioned problems, this application proposes a vehicle that can be a gasoline-powered vehicle or a hybrid vehicle. The vehicle can be a sedan, an SUV, or a truck; this application makes no limitation in this regard.

[0043] The vehicle includes a body, wheels, and a powertrain. The body serves as the vehicle's supporting frame, providing support and connection for the various assembly components. The wheels are rotatably connected to the body; there can be two, three, or four wheels, and this application does not impose any limitation on this. The powertrain is housed within the body and is driven by the wheels. The powertrain drives the wheels to rotate, thereby propelling the vehicle.

[0044] The powertrain includes an engine 100 and a transmission. The engine 100 serves as the power source for the powertrain, and its power is transmitted to the wheels via the transmission, thereby driving the vehicle forward. The engine can be a gasoline engine or a diesel engine; this application makes no limitation on this. The transmission connects the engine and the wheels, and it can regulate the wheel speed and thus the vehicle speed by adjusting the torque exerted by the engine 100 on the wheels.

[0045] Engine 100 includes a housing 1, a piston 3, and an intake valve 2. The housing 1 has a combustion chamber 11 and an intake passage 12 connected to the combustion chamber 11. The intake valve 2 is movably disposed between the combustion chamber 11 and the intake passage 12. The piston 3 is movably disposed within the combustion chamber 11 and can reciprocate linearly under the push of fuel within the combustion chamber 11. This reciprocating linear motion drives the crankshaft to move, thereby driving the vehicle. When the piston 3 moves to a preset position, the intake valve 2 closes, and at this time, the compression ratio of engine 100 is A, the expansion ratio of engine 100 is B, 8.6≤A≤14.2, and 15≤B≤18.

[0046] The technical solution of this application closes the intake valve 2 when the piston 3 moves to a preset position, so that the expansion ratio of the engine 100 is twice the compression ratio of the engine 100 under extreme conditions, and is also much greater than the compression ratio of the engine 100 under normal operating conditions. In this way, the power stroke of the fuel is extended, the fuel combustion efficiency is improved, the fuel consumption of the engine 100 is reduced, and the economic performance of the engine 100 is improved.

[0047] The engine provided in this application will now be described in detail with reference to the accompanying drawings.

[0048] Please refer to Figure 1. The engine 100 includes a housing 1, which serves as the main connecting body of the engine 100, supporting and connecting the various component assemblies of the engine 100. The housing 1 forms a combustion chamber 11 and an intake duct 12 and an exhaust duct 13 that communicate with the combustion chamber 11. The intake duct 12 is used to draw in fuel and air during the intake phase of the engine 100, and the exhaust duct 13 is used to discharge the exhaust gas from the combustion chamber 11 during the exhaust phase of the engine 100.

[0049] The engine 100 also includes a piston 3 and a crankshaft. Part of the piston 3 is disposed inside the combustion chamber 11, and part of it extends out of the combustion chamber 11 and is connected to the crankshaft. The piston 3 is used to convert the heat energy of the combustion of oil and gas in the combustion chamber 11 into the kinetic energy of its own reciprocating motion, and to drive the crankshaft to rotate. The crankshaft is connected to the wheels through a transmission, and is used to convert the reciprocating linear motion of the piston 3 into rotational motion, thereby driving the wheels to rotate.

[0050] In some embodiments of this application, the piston 3 is movably disposed within the combustion chamber 11 along a first direction, the stroke of the piston 3 in the first direction is F, and the length of the combustion chamber 11 along a second direction is G, where F > G, and the second direction is perpendicular to the first direction. The axial length of the combustion chamber 11 is greater than the radial length of the combustion chamber 11. This arrangement, firstly, allows for an increase in the axial length of the combustion chamber, thereby further increasing the expansion ratio of the engine 100 and improving the fuel combustion efficiency of the engine 100. Secondly, the larger shaft-to-diameter ratio of the combustion chamber 11 also allows for a more slender shape of the combustion chamber 11, ensuring that the surface area of ​​the combustion chamber 11 is smaller for the same displacement, thus reducing the contact area between the fuel and the combustion chamber 11, increasing the thermal resistance between the fuel and the combustion chamber 11, reducing fuel heat loss, and improving fuel thermal efficiency. Thirdly, a larger shaft diameter ratio in the combustion chamber 11 makes it more compact, shortening the distance the flame travels to the end of the air-fuel mixture, thereby reducing combustion time, increasing the volumetric ratio, improving the combustion efficiency of the engine 100, and reducing the possibility of explosion in the combustion chamber 11. Fourthly, a larger shaft diameter ratio also increases the movement speed of the piston 3, increases the turbulence of the air-fuel mixture, accelerates the combustion speed of the fuel, and improves the thermal efficiency of the engine 100. In particular, the combustion efficiency of the engine 100 reaches its maximum when 1.27 ≤ F / G ≤ 1.29 and F / G = 1.28.

[0051] The engine 100 also includes an intake valve 2, which is movably disposed between the intake duct 12 and the combustion chamber 11. When the intake valve 2 is open, the intake duct 12 and the combustion chamber 11 are connected to each other; when the intake valve 2 is closed, the connection between the intake duct 12 and the combustion chamber 11 is disconnected.

[0052] Referring to Figure 2, to control the opening and closing of the intake valve 2, the engine 100 also includes an intake camshaft 21 and a connecting rod mechanism. The intake camshaft 21 is connected to the crankshaft of the engine 100 and can rotate under the drive of the crankshaft. Multiple cams are mounted on the intake camshaft 21. The connecting rod mechanism connects the cams and the intake valve 2, and is used to convert the rotational motion of the cams into the linear motion of the intake valve 2 opening and closing. The connecting rod mechanism can be a rocker combination or a rocker and slider combination; this application does not limit this. When the intake camshaft 21 rotates, the rotation of the intake camshaft 21 can be transmitted to the connecting rod mechanism through the cams, and then to the intake valve 2 through the connecting rod mechanism, thereby controlling the opening and closing of the intake valve 2. By designing the wrap angle of the cams, the timing of the opening and closing of the intake valve 2 can be controlled.

[0053] To achieve precise control over the opening and closing timing of the intake valve 2, the engine 100 also includes a variable valve timing system 22 (VVT). The variable valve timing system 22 can change the opening and closing timing of the valves by changing the relative angle between the intake camshaft 21 and the crankshaft of the engine 100.

[0054] In this application, the cam wrap angle design of the intake camshaft 21 gives the intake valve 2 a first delay angle, and the variable valve timing system 22, through a rear lock design, gives the intake valve 2 a second delay angle. Under the combined action of the first and second delay angles, the intake valve 2 can be delayed in closing only after the piston 3 has moved upward from the bottom dead center to a preset position. At this time, the compression ratio of the engine 100 is A, the expansion ratio of the engine 100 is B, 8.6≤A≤14.2, 15≤B≤18. The expansion ratio of the engine 100 is twice the compression ratio of the engine 100 under extreme conditions, and is also much greater than the compression ratio of the engine 100 under normal operating conditions. This extends the power stroke of the fuel, improves the combustion efficiency of the fuel, reduces the fuel consumption of the engine 100, and improves the economic performance of the engine 100. In some embodiments of this application, when B=15.5, B=16 or B=16.5, the combustion chamber 11 has a sufficient working stroke to ensure complete combustion of fuel, while also taking into account the working time of the piston 3, avoiding excessively long working cycles of the piston 3 that would affect the output efficiency of the engine 100.

[0055] In some embodiments of this application, the volume of the space enclosed by the piston 3 and the combustion chamber 11 is C, and the maximum expansion volume of the engine 100 is D. It should be noted that the volume of the space enclosed by the piston 3 and the combustion chamber 11 refers to the volume enclosed by the side of the piston 3 facing the top of the combustion chamber 11 when the piston 3 moves between top dead center and bottom dead center, and the combustion chamber 11 itself. This volume changes continuously with the position of the piston 3. The maximum expansion volume of the engine 100 refers to the volume enclosed by the side of the piston 3 facing the top of the combustion chamber 11 when the piston 3 moves to bottom dead center, and the combustion chamber 11 itself. The ratio C / D of the volume of the space enclosed by the piston 3 and the combustion chamber 11 to the maximum expansion volume of the engine 100 reflects the movement position of the piston 3 within the combustion chamber 11. Therefore, in this application, the controller of the engine 100 will detect the position of the piston 3 in real time through a sensor installed in the combustion chamber 11. When 0.5≤C / D≤0.9, it means that the piston 3 has moved to the preset position, and the controller will control the intake valve 2 to close, so that the compression ratio of the engine 100 is A and the expansion ratio of the engine 100 is B, which satisfies 8.6≤A≤14.2 and 15≤B≤18, thereby improving the combustion efficiency of the engine 100.

[0056] To reduce the computational load and detection difficulty of the controller, the controller can also directly detect the volume of the space formed by the piston 3 and the cavity wall of the combustion chamber 11. In one embodiment of this application, the volume of the space formed by the piston 3 and the cavity wall of the combustion chamber is C. When 200ml≤C≤700ml, the controller will also determine that the piston 3 has reached the preset position, and then control the intake valve 2 to close, so that the compression ratio of the engine 100 is A and the expansion ratio of the engine 100 is B, which satisfies 8.6≤A≤14.2 and 15≤B≤18, thereby improving the combustion efficiency of the engine 100.

[0057] Understandably, piston 3 is connected to crankshaft, and the movement position of piston 3 is related to the rotation angle of crankshaft. Therefore, in addition to detecting the position of piston 3 itself, the position of piston 3 can also be detected by the rotation of crankshaft. Specifically, in some embodiments of this application, the rotation angle of crankshaft is E. Considering that the crankshaft needs to rotate two revolutions, or 720°, to complete one stroke cycle (i.e., from the intake stage to the exhaust stage), 0° to 720° is used as the crankshaft rotation angle. In this embodiment, when the controller detects that the crankshaft rotation angle has rotated to a≤E≤b, 580°≤a≤600°, and 630°≤b≤650°, the controller will also determine that piston 3 has moved to a preset position. At this time, the controller will control the intake valve 2 to close, so that the compression ratio of engine 100 is A and the expansion ratio of engine 100 is B, satisfying 8.6≤A≤14.2 and 15≤B≤18, thereby improving the combustion efficiency of engine 100. Compared to directly detecting the position of piston 3, the sensor for obtaining the crankshaft rotation angle is less expensive to install and can be shared with other systems of engine 100 (such as the ignition system and fuel injection system). The crankshaft position sensor is usually installed outside engine 100, where the operating environment is relatively stable and less affected by the high temperature, high pressure and vibration inside engine 100, resulting in better reliability.

[0058] The engine 100 also includes a catalytic converter 4 and an exhaust gas recirculation (EGR) assembly 5. One end of the catalytic converter 4 is connected to the combustion chamber 11 via an exhaust passage to receive the exhaust gases produced in the combustion chamber 11. The other end is connected to the vehicle's exhaust pipe. The catalytic converter 4 is used to convert harmful gases produced by fuel in the combustion chamber 11, such as carbon monoxide (CO), nitrogen oxides (NOx), and hydrocarbons (HC), into harmless substances, such as carbon dioxide (CO2), water (H2O), and nitrogen (N2), which are then emitted to the outside through the exhaust pipe, thereby improving the vehicle's environmental performance.

[0059] The exhaust gas recirculation (EGR) assembly 5 has its inlet connected to the catalytic converter 4 and its outlet connected to the combustion chamber 11. The EGR assembly 5 is used to reintroduce a portion of the exhaust gas into the engine 100's intake system to reduce the temperature of the combustion chamber 11 and decrease the oxygen concentration, thereby reducing the possibility of fuel knocking within the combustion chamber 11. In some embodiments of this application, the EGR assembly 5's inlet is connected to the junction of the catalytic converter 4 and the exhaust manifold 13, meaning the EGR assembly 5 takes gas from the front end of the catalytic converter 4. Since the gas has not yet come into contact with the catalyst carrier layer within the catalytic converter 4, the gas pressure loss is minimal. Taking gas at this location effectively increases the intake pressure of the EGR assembly 5, increases the intake volume of the EGR assembly 5, and improves the intake efficiency of the EGR assembly 5. Through testing and calculation, by taking gas from the front end of the catalytic converter 4, the gas intake rate of the exhaust gas recirculation component 5 (the proportion of the gas entering the exhaust gas recirculation component 5 to the exhaust weight of the exhaust in the exhaust duct 13) can reach 25%, which improves the utilization rate of exhaust gas and enhances the economy of the engine 100.

[0060] The engine 100 also includes spark plugs and ignition coils. The ignition coils convert the low-voltage electricity from the vehicle's power battery into high-voltage electricity and supply it to the spark plugs. The spark plugs introduce the high-voltage electricity transmitted by the ignition coils into the combustion chamber, thereby igniting the fuel-air mixture in the combustion chamber and pushing the piston 3 downward.

[0061] In some embodiments of this application, the ignition coil is a high-energy ignition coil with an energy value of H, where 100mJ≤H≤140mJ. The ignition coil implements high-energy ignition technology, which is a technology that significantly increases ignition energy (such as temperature, magnetic field, and electric field) to improve combustion rate and combustion completeness, expand the air-fuel ratio and combustible range of the mixture, and improve the performance of the engine 100. This application employs high-energy ignition technology to generate a strong discharge in the combustion chamber 11 within a very short time, enhancing spark intensity, promoting flame core formation, and enabling rapid and complete combustion of the air-fuel mixture, thereby improving the combustion efficiency and power output of the engine 100.

[0062] The housing 1 also forms a lubrication channel through which lubricating fluid flows to various components of the engine 100 for lubrication and cooling. The engine 100 also includes a fully variable oil pump 6 and a pressure sensor 7. The pressure sensor 7 is located within the lubrication channel and is used to detect the pressure within the lubrication channel. The fully variable oil pump 6 is used to regulate the pressure of the lubricating fluid within the lubrication channel. In practical applications, the engine 100 controller can adjust the duty cycle of the fully variable oil pump 6 based on the pressure of the lubricating oil within the lubrication channel obtained by the pressure sensor 7. This ensures that the pressure value of the lubricating oil within the lubrication channel always follows the calibrated and locked preset target value (i.e., the most suitable pressure value for the engine 100 under the current operating conditions). This avoids both excessive lubricating fluid pressure within the lubrication channel, which would waste energy, and insufficient lubricating fluid pressure, which would affect the lubrication effect on the engine 100.

[0063] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0064] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0065] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0066] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. An engine (100), wherein, include: The housing (1) has a combustion chamber (11) and an air intake (12) communicating with the combustion chamber (11); Piston (3), the piston (3) being movably disposed within the combustion chamber (11); and An intake valve (2) is movably disposed between the combustion chamber (11) and the intake passage (12); When the piston (3) moves to the preset position, the intake valve (2) is closed, and at this time the compression ratio of the engine (100) is A, the expansion ratio of the engine (100) is B, 8.6≤A≤14.2, 15≤B≤18.

2. The engine (100) as claimed in claim 1, wherein, When the piston (3) moves to the preset position, the volume of the space formed by the piston (3) and the cavity wall of the combustion chamber (11) is C, and the maximum expansion volume of the engine (100) is D, 0.5≤C / D≤0.

9.

3. The engine (100) as claimed in claim 2, wherein, The volume of the space formed by the piston (3) and the cavity wall of the combustion chamber (11) is C, where 200ml≤C≤700ml.

4. The engine (100) as claimed in any one of claims 1 to 3, wherein, The engine (100) also includes a crankshaft connected to the piston (3); When the piston (3) moves to the preset position, the rotation angle of the crankshaft is E, a≤E≤b, 580°≤a≤600°, 630°≤b≤650°.

5. The engine (100) as claimed in any one of claims 1 to 4, wherein, The expansion ratio of the engine (100) is B, where B = 15.5, B = 16, or B = 16.

5.

6. The engine (100) as claimed in any one of claims 1 to 5, wherein, The piston (3) is movably disposed in the combustion chamber (11) along the first direction. The stroke of the piston (3) in the first direction is F. The length of the combustion chamber (11) along the second direction is G. F > G. The second direction is perpendicular to the first direction.

7. The engine (100) as claimed in claim 6, wherein, The piston (3) moves along the first direction for a distance of F, and the combustion chamber (11) has a length of G along the second direction, where 1.27 ≤ F / G ≤ 1.

29.

8. The engine (100) as claimed in any one of claims 1 to 7, wherein, The housing (1) also has an exhaust duct (13) which is connected to the combustion chamber (11); The engine (100) also includes a catalyst (4) and an exhaust gas recirculation assembly (5), the catalyst (4) being connected to the exhaust manifold (13); The air inlet of the exhaust gas recirculation assembly (5) is connected to the catalyst (4) and the exhaust duct (13), and the air outlet of the exhaust gas recirculation assembly (5) is connected to the combustion chamber (11).

9. The engine (100) as claimed in any one of claims 1 to 8, wherein, The engine (100) also includes an ignition coil for converting the low-voltage current of the battery into a high-voltage current available to the spark plugs; the energy value of the ignition coil is H, 100mj≤H≤140mj.

10. The engine (100) as claimed in any one of claims 1 to 9, wherein, The housing (1) also has a lubrication channel for the passage of lubricating fluid.

11. The engine (100) according to claim 10, wherein, The engine (100) further includes: a fully variable oil pump (6), the fully variable oil pump (6) being used to regulate the pressure of the lubricating fluid in the lubrication passage; and Pressure sensor (7) is located in the lubrication channel and is used to detect the pressure in the lubrication channel.

12. A powertrain, wherein, Includes the engine (100) as described in any one of claims 1 to 11.

13. A vehicle, wherein, Including the powertrain as described in claim 12.

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