Combustion system, engine, powertrain, and vehicle

Abstract

The present application relates to a combustion system, an engine, a powertrain, and a vehicle. The combustion system comprises a combustion chamber, an intake passage, a piston, and a high-energy igniter. The intake passage is communicated with the combustion chamber, and the tumble ratio of the intake passage is A, wherein 1.5≤A≤2. The piston is movably arranged in the combustion chamber, and the compression ratio of the piston is B, wherein 15≤B≤18. The high-energy igniter is arranged in the combustion chamber.

Description

Combustion system, engine, powertrain and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410564713.4, filed with the Chinese Patent Office on May 8, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of piston technology, specifically to a combustion system, engine, powertrain, and vehicle. Background Technology

[0003] An engine consists of a combustion system and a crankshaft. One end of the crankshaft is connected to the combustion system, and the other end is connected to the wheels. The crankshaft rotates to drive the wheels, thus moving the vehicle. The combustion system is filled with fuel and converts the heat energy from the combustion of the fuel into the mechanical energy of the crankshaft's rotation. Technical issues

[0004] In related technologies, the fuel combustion efficiency in the combustion system is poor, resulting in high fuel consumption in the engine.

[0005] Therefore, there is an urgent need to design a combustion system, engine, powertrain, and vehicle to address the technical risks. Technical solutions

[0006] In a first aspect, this application provides a combustion system, which includes a combustion chamber, an intake manifold, a piston, and a high-energy igniter. The intake manifold is connected to the combustion chamber, and the tumble ratio of the intake manifold is A, where 1.5 ≤ A ≤ 2. The piston is movably disposed within the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18. The high-energy igniter is used to ignite the combustion chamber.

[0007] Secondly, this application provides an engine, which includes a combustion system, a combustion chamber, an intake manifold, a piston, and a high-energy igniter. The intake manifold is connected to the combustion chamber, and the tumble ratio of the intake manifold is A, where 1.5 ≤ A ≤ 2. The piston is movably disposed in the combustion chamber, and the compression ratio of the piston is B, where 15 ≤ B ≤ 18. The high-energy igniter is used to ignite the combustion chamber.

[0008] Thirdly, this application also provides a powertrain, which includes an engine, the engine includes a combustion system, the combustion system includes a combustion chamber, an intake manifold, a piston and a high-energy igniter, the intake manifold is connected to the combustion chamber, the tumble ratio of the intake manifold is A, 1.5≤A≤2; the piston is movably disposed in the combustion chamber, the compression ratio of the piston is B, 15≤B≤18; the high-energy igniter is used to ignite the combustion chamber.

[0009] Fourthly, this application also provides a vehicle, the vehicle including a powertrain, the powertrain including an engine, the engine including a combustion system, the combustion system including a combustion chamber, an intake manifold, a piston and a high-energy igniter, the intake manifold being connected to the combustion chamber, the tumble ratio of the intake manifold being A, 1.5≤A≤2; the piston being movably disposed within the combustion chamber, the piston having a compression ratio B, 15≤B≤18; the high-energy igniter being used to ignite the combustion chamber. Beneficial effects

[0010] The battery cooling structure provided in this application has a jumper plate in a local part of the direct cooling plate. The corresponding flow channels on the jumper plate are connected to the main cooling plate through the jumper holes on the substrate. This realizes the flow channel jumper function in a small space and at low cost, so that the flow channels can be distributed on the direct cooling plate as needed, reducing the complexity of the flow channel arrangement and improving the temperature uniformity of the direct cooling plate.

[0011] The battery pack provided in this application uses the aforementioned battery cooling structure, which improves the temperature uniformity of the battery pack.

[0012] The cooling system provided in this application, using the aforementioned battery pack, expands the applicability of the cooling system.

[0013] The electric vehicle provided in this application, using the aforementioned cooling system, can ensure stable operation of the electric vehicle. Attached Figure Description

[0014] The following drawings, illustrating embodiments of this application, are incorporated herein by reference and are used to understand this application. The drawings illustrate embodiments of this application and their descriptions, serving to explain the principles of this application. In the drawings,

[0015] Figure 1 is a cross-sectional view of an embodiment of the combustion system provided in this application;

[0016] Figure 2 is a three-dimensional structural diagram of the air intake in Figure 1;

[0017] Figure 3 is a three-dimensional structural diagram of the piston in Figure 1;

[0018] Figure 4 is a schematic diagram of the fit between the piston and spark plug in Figure 1;

[0019] Figure 5 is a schematic diagram of the structure provided in this application.

[0020] Explanation of reference numerals in the attached drawings: 1000-Combustion system; 1-Shell, 11-Combustion chamber, 12-Intake duct, 121-First opening, 122-Second opening, 123-Groove, 13-Exhaust duct; 2-Piston, 21-Piston section, 211-Mixing groove, 212-Air guide groove, 2121-First air guide groove, 2122-Second air guide groove, 213-Air guide ramp, 2131-First air guide ramp, 2132-Second air guide ramp, 22-Connecting rod section; 3-Intake valve, 4-Exhaust valve, 5-Spark plug, 6-High-energy igniter, 2000-Engine, 3000-Powertrain, 4000-Vehicle.

[0021] Implementation methods of this application

[0022] This application discloses a vehicle 4000, which can be a gasoline-powered vehicle or a hybrid vehicle. The vehicle 4000 can be a sedan, an SUV, or a truck; this application does not impose any restrictions on this.

[0023] The vehicle 4000 includes a body, wheels, and a powertrain 3000. The body serves as the supporting frame of the vehicle 4000, providing support and connection for its 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 3000 is housed within the body and is driven by the wheels. The powertrain 3000 drives the wheels to rotate, thereby propelling the vehicle 4000.

[0024] The powertrain 3000 includes an engine 2000 and a transmission. The engine 2000 serves as the power source for the powertrain 3000, and its power is transmitted to the wheels via the transmission, thereby driving the vehicle 4000 forward. The engine 2000 can be a gasoline engine or a diesel engine; this application makes no limitation on this. The transmission connects the engine 2000 and the wheels, and it can adjust the torque exerted by the engine 2000 on the wheels, thereby adjusting the wheel speed and ultimately the speed of the vehicle 4000.

[0025] The engine 2000 includes a combustion system and a crankshaft. One end of the crankshaft is connected to the combustion system, and the other end is connected to the wheel. The crankshaft can drive the wheel to rotate by its own rotation, thereby driving the vehicle 4000. The combustion system is filled with fuel and is used to convert the heat energy of fuel combustion into the mechanical energy of crankshaft rotation, which in turn drives the crankshaft to rotate.

[0026] In related technologies, the fuel combustion efficiency in the combustion system is poor, resulting in high fuel consumption in the engine (2000). To address these issues, this application proposes a combustion system comprising a combustion chamber, an intake manifold, a piston, and a high-energy igniter 6. The intake manifold is connected to the combustion chamber, and its tumble ratio is A, where 1.5 ≤ A ≤ 2. The piston is located within the combustion chamber, and its compression ratio is B, where 15 ≤ B ≤ 18. The high-energy igniter 6 is used to ignite the combustion chamber.

[0027] The technical solution of this application improves the combustion efficiency of the combustion system to between 43% and 45% by setting a high tumble ratio intake port in the combustion system and a high compression ratio piston and a high-energy igniter 6 in the combustion chamber of the combustion system, thereby improving the thermal efficiency of the engine 2000, reducing the fuel consumption of the engine 2000, and improving the economy of the engine 2000.

[0028] The combustion system provided in this application will now be described in detail with reference to the accompanying drawings.

[0029] Please refer to Figures 1 to 5. The combustion system 1000 includes a combustion chamber 11 and an intake duct 12, which are enclosed by the housing 1 of the engine 2000. The combustion chamber 11 and the intake duct 12 are interconnected. Gasoline and air from outside the engine 2000 can enter the combustion chamber 11 through the intake duct 12 and burn and release heat within the combustion chamber 11, thereby driving the crankshaft to rotate.

[0030] Referring to Figure 2, the intake duct 12 is a high tumble ratio intake duct 12, where fuel and air can form tumble and accelerate mixing, thereby improving the combustion efficiency after the fuel and air enter the combustion chamber 11. It should be noted that the tumble ratio refers to the ratio of the rotational speed of the gas in the intake duct 12 to the intake airflow velocity. The higher the tumble ratio, the greater the kinetic energy of the airflow in the intake duct 12, and the more complete the fuel-air mixing within the intake duct 12. In this application, the high tumble ratio of the intake duct 12 is A, where 1.5 ≤ A ≤ 2.

[0031] To achieve the aforementioned high tumble ratio, the intake duct 12 has a first opening 121 and a second opening 122 arranged opposite to each other. The second opening 122 is closer to the combustion chamber 11 than the first opening 121. Fuel and air can enter the intake duct 12 through the first opening 121 and exit through the second opening 122 into the combustion chamber 11. The intake duct 12 has a converging structure, with the diameter of the first opening 121 larger than the diameter of the second opening 122. The larger diameter of the first opening 121 guides more air into the intake duct 12, thereby increasing the air content entering the combustor. The smaller diameter of the second opening 122 ensures that the fuel and air are fully mixed upon entering the combustion chamber 11, generating tumble flow, thus improving the combustion efficiency of the fuel and air entering the combustion chamber 11 and increasing the combustion efficiency of the engine 2000.

[0032] The shape of the first opening 121 can be circular, trapezoidal, or rectangular; this application does not limit this. In one embodiment of this application, the first opening 121 is rectangular. This design allows for several advantages. First, compared to other shapes, a rectangle makes it easier to adjust the intake area of ​​the intake duct 12 by changing its length and height, thus meeting the intake requirements of different engines 2000 under different operating conditions. Second, the symmetry and consistency of the rectangle stabilize the flow inside the intake duct 12, reducing airflow turbulence and eddies, thereby improving intake efficiency and performance. The length of the rectangle is C, and the height is D, where 40mm ≤ C ≤ 60mm and 25mm ≤ D ≤ 35mm. These dimensions ensure that the first opening 121 has a sufficient opening area, increasing the intake volume of external oil and gas in the intake duct 12.

[0033] In another embodiment of this application, the corners of the rectangle are rounded to reduce friction between the oil and gas and the first opening 121, reduce the possibility of oil and gas vortex formation, improve the mixing efficiency of oil and gas in the intake duct 12, and improve the combustion efficiency of the engine 2000.

[0034] To ensure sufficient mixing of oil and air at the second opening 122, in one embodiment of this application, the diameter of the second opening 122 is circular, with a diameter of E, where 24mm ≤ E ≤ 30mm. The circular shape of the second opening 122 results in a smooth and rounded surface. This reduces friction between the oil and air and the second opening 122, minimizing the possibility of vortex formation and improving the mixing efficiency of oil and air within the intake manifold 12, thereby increasing the combustion efficiency of the engine 2000. The limited diameter of the second opening 122 ensures sufficient mixing of oil and air at this opening, thus improving the combustion efficiency of the oil and air after entering the combustion chamber 11.

[0035] The inner wall of the intake duct 12 is also provided with grooves 123. When airflow enters the intake duct, the airflow entering along the axis of the intake duct will continue to move along the axis of the intake duct. The airflow entering along the upper wall of the intake duct can move upward under the guidance of the grooves 123. The airflow entering along the lower wall of the intake duct can move downward under the guidance of the grooves 123. At this time, the airflow in the entire intake duct will gradually expand in the middle of the intake duct. As we know from fluid mechanics, the wider the intake duct, the lower the airflow velocity. Therefore, when the airflow enters the middle of the intake duct, the airflow at the front decelerates, while the airflow at the rear remains at a constant velocity. Therefore, at this point, the airflow at the front and the airflow at the rear of the intake duct will collide and mix, thereby forming a tumble flow. This improves the mixing degree of oil and air in the intake duct, improves the combustion efficiency of oil and air after entering the combustion chamber 11, and improves the combustion efficiency of the engine 2000.

[0036] In one embodiment of this application, the length of the groove 123 is equal to the length of the air intake 12, and the two ends of the groove 123 extend to the first opening 121 and the second opening 122 of the air intake 12, respectively. In this way, the distribution length of the groove 123 in the air intake 12 is maximized, the contact area between the groove 123 and the oil and gas in the air intake 12 is increased, and the mixing effect of the groove 123 on the oil and gas in the air intake 12 is improved.

[0037] To ensure sufficient mixing of oil and gas within the groove 123, in one embodiment of this application, the angle between the projection of the groove wall surface near the first opening 121 along the first direction and the horizontal line is α1, and the angle between the projection of the groove wall surface near the second opening 122 along the first direction and the horizontal line is α2. It should be noted that the first direction is the frontal view direction of the illustrated air intake duct. Under this projection direction, the angle between the groove wall surface near the first opening 121 and the horizontal line is 21°≤α1≤24°, and the angle between the groove wall surface near the second opening 122 and the horizontal line is 44°≤α2≤48°. Under these angle constraints, the groove wall surface of the groove 123 will not be too steep, leading to an increased depth of the groove 123 and thus increasing the time for oil and gas to pass through the air intake duct 12, reducing the intake efficiency of the air intake duct 12. Nor will the angle be too small, affecting the mixing effect of the groove 123 on oil and gas.

[0038] In one embodiment of this application, the length of the groove 123 is F, which refers to the extension length of the groove 123; the maximum distance between the line connecting the two end faces of the groove 123 and the bottom surface of the groove 123 is G; the volume of the groove 123 is I; and the volume of the air intake is J. F, G, I, and J satisfy at least one of the following relationships: 90mm≤F≤120mm, 4mm≤G≤6mm, and 8%≤I / J≤10%. Under these dimensional constraints, it can be ensured that the air intake 12 has sufficient length to mix the oil and gas, thereby improving the combustion efficiency of the oil and gas after entering the combustion chamber 11, without affecting the transport efficiency of the oil and gas by the air intake 12.

[0039] Referring to Figures 1 and 3, the combustion system 1000 also includes a piston 2. A portion of the piston 2 is disposed within the combustion chamber 11, while a portion extends outside the combustion chamber 11 and is connected to the crankshaft. The piston 2 converts the thermal energy of the combustion of fuel and gas within the combustion chamber 11 into the kinetic energy of its own reciprocating motion, thereby driving the crankshaft to rotate. The piston 2 includes a piston portion 21 and a connecting portion 22. One side of the piston portion 21 faces the top of the combustion chamber 11, and the other side is connected to the connecting portion 22. The connecting portion 22 is connected to the crankshaft. When the fuel and gas within the combustion chamber 11 are ignited, the pressure of the combustion gas within the combustion chamber 11 can be transmitted to the connecting rod through the piston portion 21, thereby driving the crankshaft connected to the connecting rod to rotate.

[0040] The piston 2 provided in this application is a high compression ratio piston, with a compression ratio of B for the air-fuel mixture, where 15 ≤ B ≤ 18. It should be noted that the compression ratio refers to the ratio of the volume of air-fuel mixture in the combustion chamber 11 when the piston 2 is at bottom dead center to the volume of air-fuel mixture in the combustion chamber 11 when the piston 2 is at top dead center. The higher the compression ratio of the piston 2, the higher the degree of air-fuel mixture mixing in the combustion chamber 11, and the higher the combustion efficiency. In this application, the compression ratio of the piston 2 is B, where 15 ≤ B ≤ 18.

[0041] To enable piston 2 to achieve the aforementioned compression ratio, in this application, piston portion 21 is provided with a mixing groove 211 on the side opposite to connecting rod portion 22. The mixing groove 211 alters the flow path of oil and gas on the surface of piston portion 21, increasing the flow velocity of oil and gas on the surface of piston 2, and forming vortices on the surface of piston portion 21 that accelerate molecular fusion, thereby improving the mixing efficiency of air and fuel on the surface of piston 2. Simultaneously, the mixing groove 211 also creates a more complex flow field within combustion chamber 11. This flow field helps to form a larger flame front after ignition, increasing flame propagation speed, thereby improving the combustion process of oil and gas and increasing the combustion efficiency of engine 2000.

[0042] The shape of the projection of the mixing groove 211 along the piston 2 axis can be rectangular, trapezoidal, or triangular, and this application does not limit this. In one embodiment of this application, the projection of the mixing groove 211 along the piston 2 axis includes one of a circle, an ellipse, and a waist-shaped hole. Compared with other shapes, the circular, elliptical, and waist-shaped holes have smooth surfaces and no sharp corners, which can effectively reduce the friction between the oil and gas and the wall of the mixing groove 211, maintain the airflow near the mixing groove 211 in a better laminar flow state, reduce the possibility of vortices forming in the oil and gas in the mixing groove 211, improve the mixing efficiency of oil and gas in the mixing groove 211, and improve the combustion efficiency of the engine 2000.

[0043] In one embodiment of this application, the bottom surface of the mixing groove 211 is an arc surface with a diameter of K, where K > 150 mm. The arc surface reduces friction between the oil / air mixture and the wall of the mixing groove 211, maintains a good laminar flow near the mixing groove 211, reduces the possibility of vortices forming in the oil / air mixture within the mixing groove 211, improves the mixing efficiency of the oil / air mixture within the mixing groove 211, and increases the combustion efficiency of the engine 2000. Understandably, the larger the diameter of the arc, the closer the arc surface is to a plane. Within the limitation of the arc surface's diameter, the bottom area of ​​the mixing groove 211 can be effectively increased, increasing the contact area between the bottom surface of the mixing groove 211 and the oil / air mixture, thereby improving the mixing efficiency of the mixing groove 211 for the oil / air mixture.

[0044] To further reduce the impact of the mixing groove 211 on the air-fuel mixture within the combustion chamber 11, in one embodiment of this application, the opening edge of the mixing groove 211 is a smooth curved surface. This smooth curved surface effectively reduces friction between the air-fuel mixture and the opening of the mixing groove 211, maintaining a better laminar flow near the opening of the mixing groove 211, reducing the possibility of vortices forming in the air-fuel mixture near the opening of the mixing groove 211, improving the mixing efficiency of the air-fuel mixture within the mixing groove 211, and thus improving the combustion efficiency of the engine 2000. Simultaneously, the smooth curved surface of the opening edge of the mixing groove 211 also avoids pre-ignition caused by hot spots, improving the reliability and durability of the piston 2.

[0045] The piston section 21 is also provided with an air guide groove 212 that opens along its outer edge, and the air guide groove 212 is positioned facing the air passage. When fuel and air pass through the combustion chamber 11 in the air passage, some of the fuel-air mixture will enter the air guide groove 212. Of this fuel-air mixture, the fuel-air mixture that enters the air guide groove 212 first will be blocked by the groove wall, thereby colliding with and mixing with the fuel-air mixture that enters the air guide groove 212 later. In this way, the fuel-air mixture ratio in the combustion chamber 11 is improved, the formation of the fuel-air mixture is enhanced, the combustion efficiency of the fuel-air mixture in the combustion chamber 11 is improved, and the combustion efficiency of the engine 2000 is improved.

[0046] In one embodiment of this application, the diameter of the gas guide groove 212 gradually narrows along the direction from the outer edge of the piston portion 21 to the inside of the piston portion 21. In this way, the movable space of oil and gas after entering the gas guide groove 212 is gradually reduced, the molecular motion of oil and gas is intensified, and the fusion rate of oil and gas is improved.

[0047] The air guide groove 212 is also provided with an air guide ramp 213, which is used to guide the gas on the surface of the piston portion 21 into the air guide groove 212, thereby intensifying the mixing of oil and gas in the air guide groove 212. Specifically, when oil and gas enter the combustion chamber 11 from the air passage, some oil and gas will enter the air guide groove 212, while some oil and gas will remain on the surface of the piston portion 21. The air guide ramp 213 can guide the oil and gas remaining on the surface of the piston portion 21 into the air guide groove 212, so that the oil and gas on the piston 21 surface can collide and mix with the oil and gas in the air guide groove 212, thereby promoting the generation of oil and gas mixture, improving the combustion efficiency of oil and gas in the combustion chamber 11, and improving the combustion efficiency of the engine 2000.

[0048] The engine 2000 also includes an intake valve 3, which is movably disposed between the intake duct 12 and the combustion chamber 11. During operation, the intake valve 3 can be opened, allowing external fuel gas to be drawn into the combustion chamber 11 through the intake duct 12. In one embodiment of this application, the intake valve 3 is disposed between the intake duct 12 and the combustion chamber 11, and the angle between the intake valve 3 and the horizontal line is L, 15°≤L≤20°. Under this dimensional constraint, the resistance of gas entering the combustion chamber 11 from the intake valve 3 can be effectively reduced, the obstruction and turbulence of fuel gas entering the combustion chamber 11 can be reduced, and the intake efficiency can be improved.

[0049] In one embodiment of this application, the air guide groove 212 is disposed facing the intake valve 3, and the intake valve 3 is disposed parallel to the air guide ramp 213. This arrangement has several advantages: First, it ensures smoother entry of fuel and air into the combustion chamber 11, reducing obstruction and turbulence during entry and improving intake efficiency. Second, guided by the intake valve 3 and the intake-side ramp on the piston 2 surface, the fuel and air form a more uniform flow, aiding in fuel-air mixing and thus improving combustion efficiency. Third, the parallel arrangement of the air guide ramp 213 with the intake valve 3 reduces the impact and adhesion of fuel and air on the air guide ramp 213, thereby reducing deposit formation and extending the service life of the piston 2.

[0050] The combustion system 1000 also includes an exhaust passage 13, which is connected to the combustion chamber 11. Correspondingly, the engine 2000 also includes an exhaust valve 4, which is movably disposed between the exhaust passage 13 and the combustion chamber 11. During operation, the intake valve 3 is opened first, allowing external fuel gas to be drawn into the combustion chamber 11 through the intake passage 12. Subsequently, the spark plug 5 ignites the fuel gas and pushes the piston 2 downward. Then, the exhaust valve 4 opens, and the piston 2 moves upward under the drive of the crankshaft, pushing the exhaust gas from the combustion chamber 11 through the exhaust passage 13 to exit the combustion chamber 11.

[0051] In one embodiment of this application, the air guide groove 212 includes a first air guide groove 2121 and a second air guide groove 2122. The first air guide groove 2121 faces the intake passage 12, and the second air guide groove 2122 faces the exhaust passage 13. The first air guide groove 2121 is provided with a first air guide ramp 2131, and the second air guide groove 2122 is provided with a second air guide ramp 2132. In one embodiment of this application, the second air guide ramp 2132 can also be arranged parallel to the exhaust valve 4. In this way, the resistance of the piston 2 pushing the exhaust gas to the exhaust passage 13 can be effectively reduced, and the exhaust efficiency can be improved. At the same time, the parallel arrangement of the second air guide ramp 2132 and the exhaust valve 4 can also reduce the exhaust dead angle between the piston 2 and the exhaust passage 13, reduce the gas residue in the combustion chamber 11, and extend the service life of the engine 2000.

[0052] The combustion system 1000 also includes a high-energy igniter 6, which is used to ignite the combustion chamber. The high-energy igniter 6 includes a spark plug 5 and a high-energy ignition coil. The high-energy ignition coil converts the low-voltage electricity from the vehicle's 4000 power battery into high-voltage electricity and supplies it to the spark plug 5. The ignition energy of the high-energy ignition coil is above 100mJ, and it enables the engine 2000 to achieve high-energy ignition technology. High-energy ignition technology 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 2000. 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 2000. Spark plug 5 is used to introduce the high voltage electricity transmitted by high-energy igniter 6 into combustion chamber 11, thereby igniting the oil and gas in combustion chamber 11 and pushing piston 2 downward.

[0053] Referring to Figure 4, in one embodiment of this application, the ignition part of the spark plug 5 in the high-energy igniter 6 is positioned at the bottom of the mixing groove 211. This increases the space near the spark plug 5, providing sufficient space for mixing and combustion of the fuel and air near the spark plug 5, thereby increasing the flame propagation speed. Simultaneously, the positioning of the ignition part of the spark plug 5 at the bottom of the mixing groove 211 also results in the combustion chamber 11 exhibiting a spatial structure that is high in the center and gradually decreases in size at both sides. The distance the flame travels to the edges is relatively short, thus accelerating the flame propagation speed. After the spark plug 5 ignites, the flame within the combustion chamber 11 can propagate in three dimensions and multiple directions, which is beneficial for improving the flame propagation efficiency and thermal efficiency of the engine 2000.

Claims

1. A combustion system (1000), the combustion system (1000) comprising a combustion chamber (11), an air intake (12), a piston (2) and a high-energy igniter (6), wherein the air intake (12) is connected to the combustion chamber (11) and the tumble ratio of the air intake (12) is A, 1.5≤A≤2; The piston (2) is movably disposed in the combustion chamber (11), and the compression ratio of the piston (2) is B, 15≤B≤18; The high-energy igniter (6) is used to ignite the combustion chamber (11).

2. The combustion system (1000) as claimed in claim 1, wherein, The air intake (12) has a first opening (121) and a second opening (122) arranged opposite to each other. The second opening (122) is closer to the combustion chamber (11) than the first opening (121). The diameter of the first opening (121) is larger than the diameter of the second opening (122).

3. The combustion system (1000) as described in claim 2, wherein, The first opening (121) has a rectangular shape, the length of which is C, the height of which is D, 40mm≤C≤60mm, 25mm≤D≤35mm; The corners of the rectangle are rounded.

4. The combustion system (1000) as described in claim 2, wherein, The diameter of the second opening (122) is E, 24mm≤E≤30mm.

5. The combustion system (1000) as claimed in claim 1, wherein, The inner wall of the air intake (12) is provided with a groove (123).

6. The combustion system (1000) as claimed in claim 5, wherein, The length of the groove (123) is equal to the length of the air intake (12).

7. The combustion system (1000) as described in claim 5 or 6, wherein, The length of the groove (123) is F, where 90mm≤F≤120mm.

8. The combustion system (1000) as claimed in claim 5, wherein, The maximum distance between the line connecting the two end faces of the groove (123) and the bottom surface of the groove (123) is G, where 4mm≤G≤6mm.

9. The combustion system (1000) as claimed in claim 5, wherein, The air intake (12) has a first opening (121) and a second opening (122) arranged opposite to each other, and the second opening (122) is closer to the combustion chamber (11) than the first opening (121); The groove (123) is close to the groove wall surface of the first opening (121), and the angle between its projection along the first direction and the horizontal line is α1, where 21°≤α1≤24°; and / or The angle between the projection of the groove wall surface of the groove (123) near the second opening (122) along the first direction and the horizontal line is α2, 44°≤α2≤48°.

10. The combustion system (1000) as claimed in claim 5, wherein, The volume of the groove (123) is I, and the volume of the air intake (12) is J, where 8% ≤ I / J ≤ 10%.

11. The combustion system (1000) according to any one of claims 1-10, wherein, The piston (2) includes a piston (2) part and a connecting rod part (22) connected to each other. The connecting rod part (22) is used to connect with the crankshaft. The piston (2) part is provided with a mixing groove (211) on the side away from the connecting rod part (22).

12. The combustion system (1000) as claimed in claim 11, wherein, The projection shape of the mixing groove (211) along the axis of the piston (2) includes one of the following: circular, elliptical, and waist-shaped.

13. The combustion system (1000) as claimed in claim 11, wherein, The bottom surface of the gas mixing tank (211) is an arc surface, and the diameter of the arc surface is K, where K > 150 mm.

14. The combustion system (1000) as claimed in claim 11, wherein, The piston (2) is also provided with an air guide groove (212) that opens along its outer edge.

15. The combustion system (1000) as claimed in claim 14, wherein, Along the direction from the outer edge of the piston (2) to the interior of the piston (2), the diameter of the air guide groove (212) gradually narrows.

16. The combustion system (1000) as claimed in claim 14, wherein, The gas guide groove (212) is provided with a gas guide slope (213), which is used to guide the gas on the surface of the piston (2) into the gas guide groove (212).

17. The combustion system (1000) as claimed in claim 16, wherein, The combustion system (1000) also includes an intake valve (3), which is located between the intake passage (12) and the combustion chamber (11); the intake valve (3) is arranged parallel to the air guide slope (213).

18. The combustion system (1000) as claimed in claim 11, wherein, The ignition part of the high-energy igniter (6) is located at the bottom of the mixing tank (211).

19. The combustion system (1000) as described in any one of claims 1-18, wherein, The combustion system (1000) also includes an intake valve (3), which is located between the intake passage (12) and the combustion chamber (11). The angle between the intake valve (3) and the horizontal line is L, where 15°≤L≤20°.

20. An engine (2000) comprising a combustion system (1000) as described in any one of claims 1 to 19.

21. A powertrain (3000) comprising the engine (2000) as claimed in claim 20.

22. A vehicle (4000) comprising the powertrain (3000) as claimed in claim 21.

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