CN109281750B - High compression ratio engine combustion chamber - Google Patents
High compression ratio engine combustion chamber Download PDFInfo
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- CN109281750B CN109281750B CN201811117201.4A CN201811117201A CN109281750B CN 109281750 B CN109281750 B CN 109281750B CN 201811117201 A CN201811117201 A CN 201811117201A CN 109281750 B CN109281750 B CN 109281750B
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- combustion chamber
- valve
- intake valve
- exhaust valve
- compression ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The invention provides a high-compression-ratio engine combustion chamber which comprises an intake valve and an exhaust valve, and further comprises a gas squeezing structure, wherein the gas squeezing structure is respectively arranged between the intake valve and the exhaust valve, between the intake valve and between the exhaust valves. The four-air-squeezing design of the combustion chamber of the invention adds a two-air-squeezing structure, thereby further enhancing the turbulence intensity in the cylinder; meanwhile, the structure of the combustion chamber is more compact, the bulge at the top of the piston with high compression ratio is reduced, the tumble ratio and turbulence intensity in the cylinder are favorably improved, the heat loss in the combustion chamber is reduced, and the combustion efficiency is improved.
Description
Technical Field
The invention relates to the technical field of automobile engines, in particular to a high-compression-ratio engine combustion chamber.
Background
The development of new energy automobiles has become irreversible, and a plurality of automobile enterprises are also turned to a deep layout state from a watching state. In the Chinese market, the autonomous brand is a leader of the new energy vehicle market.
The new energy automobile mainly comprises a plug-in hybrid type, a range-extending type and a pure electric type. The plug-in hybrid type and the range-extending type both require special engines, and the compression ratio of the special engines is higher and higher to achieve higher thermal efficiency. As the compression ratio increases, the design requirements for the combustion chamber become higher and higher.
As is well known, the cylinder head combustion chamber is an important component of an engine combustion system, and directly influences the air intake efficiency, the tumble ratio in a cylinder, the turbulence intensity and the uniformity of oil-gas mixing in the cylinder, so that the combustion efficiency and the emission of the engine are influenced. With the fuel consumption of the special engine being lower and lower, the compression ratio of the engine is larger and larger.
The conventional methods for increasing the compression ratio are mainly two methods:
1) the volume of the combustion chamber is kept unchanged, and the piston bulge is increased. In this method, the piston is raised to a high level, which hinders the air flow movement in the cylinder and reduces the tumble ratio and turbulence intensity in the cylinder, thereby reducing the combustion efficiency. Meanwhile, the piston bulge causes the increase of the area of a combustion system (the sum of the areas of a combustion chamber and a piston), the combustion heat loss is increased, and the heat efficiency is reduced.
2) The shape of the top of the piston is kept unchanged, and the outline of the combustion chamber is integrally sunk. As the combustion chamber sinks, the wall thickness between the interior of the combustion chamber and the water jacket is increased, the heat dissipation performance of the combustion chamber is reduced, the temperature of gas in the combustion chamber is high, and the knocking tendency is improved.
Disclosure of Invention
In view of the above, the present invention provides a high compression ratio engine combustion chamber with a four-squish structure, which makes the combustion chamber more compact.
The high-compression-ratio engine combustion chamber comprises an intake valve and an exhaust valve, and further comprises a gas squeezing structure, wherein the gas squeezing structure is respectively arranged between the intake valve and the exhaust valve, between the intake valve and between the exhaust valves.
Furthermore, the air squeezing mechanism is an air squeezing plane arranged on the edge of the upper cover of the combustion chamber.
Further, crowded gas structure includes crowded gas structure of first crowded gas structure, second, third and fourth crowded gas structure, crowded gas structure of first crowded gas set up in the front end of combustion chamber, crowded gas structure of second set up in the rear end of combustion chamber, crowded gas structure of third set up in the right-hand member of combustion chamber, crowded gas structure of fourth set up in the left end of combustion chamber.
Further, the intake valve comprises a first intake valve and a second intake valve, the first intake valve is arranged on one side of the front end of the combustion chamber, and the second intake valve is arranged on the same side of the rear end of the combustion chamber; the exhaust valve comprises a first exhaust valve and a second exhaust valve, the first exhaust valve is arranged on the other side of the front end of the combustion chamber, and the second exhaust valve is arranged on the same side of the rear end of the combustion chamber.
Further, the first squish structure is arranged between the first intake valve and the first exhaust valve and is positioned at the front end edge of the top surface of the upper cover of the combustion chamber, and the second squish structure is arranged between the second intake valve and the second exhaust valve and is positioned at the rear end edge of the top surface of the upper cover of the combustion chamber.
Furthermore, the third squish structure set up in between first intake valve with the second intake valve, and be located the right-hand member edge of combustion chamber upper cover top surface, the fourth squish structure set up in first exhaust valve with between the second exhaust valve, and be located the left end edge of combustion chamber upper cover top surface.
Further, valve shields are arranged at the first intake valve and the second intake valve, and a connecting line between a central point of the first intake valve and a valve shield termination point is perpendicular to a connecting line between a central point of the first intake valve and a central point of the first exhaust valve.
Further, the inner side edge line of the first air squeezing structure is parallel to a connecting line of the central point of the first air inlet valve and the central point of the first exhaust valve.
Further, the inner side edge line of the second air squeezing structure is parallel to a connecting line of the central point of the second air inlet valve and the central point of the second exhaust valve.
Furthermore, a flow guide curved surface is arranged between the inlet valve and the exhaust valve, and the inlet valve end of the flow guide curved surface is higher than the exhaust valve end of the flow guide curved surface.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
The invention has the following beneficial technical effects:
the combustion chamber is designed to be four-air-squeezing, and the two-air-squeezing structure is added, so that the turbulence intensity in the cylinder is further enhanced; meanwhile, the structure of the combustion chamber is more compact, the bulge at the top of the piston with high compression ratio is reduced, the tumble ratio and turbulence intensity in the cylinder are favorably improved, the heat loss in the combustion chamber is reduced, and the combustion efficiency is improved.
Drawings
FIG. 1 is a bottom view of a high compression ratio engine combustion chamber provided by the present invention;
FIG. 2 is a schematic side view of a high compression ratio engine combustion chamber provided by the present invention;
FIG. 3 is a schematic side view from another angle of a high compression ratio engine combustion chamber provided by the present invention;
FIG. 4 is a schematic diagram comparing in-cylinder tumble ratios of a high compression ratio combustion chamber provided by the present invention and a conventional combustion chamber;
FIG. 5 is a schematic diagram comparing the turbulence intensity in the cylinder of a high compression ratio combustor provided by the present invention and a conventional combustor.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
As shown in FIG. 1, the combustion chamber of the engine with high compression ratio comprises an intake valve 1, an exhaust valve 2 and a squish structure, wherein the squish structure is arranged on the edge of an upper cover of the combustion chamber and is respectively arranged between the intake valve 1 and the exhaust valve 2, between the two intake valves 1 and between the upper cover and the two exhaust valves 2. Specifically, the air squeezing mechanism is an air squeezing plane positioned at the position, the edge of the upper cover of the combustion chamber which is originally arc-shaped is processed into the plane, and the edge of the upper cover of the combustion chamber is moved downwards, so that the space of the original arc-shaped edge is cut off, and the air squeezing mechanism plays a role in squeezing air. As shown in fig. 1, the intake valve 1 includes a first intake valve 11 and a second intake valve 12, the first intake valve 11 being disposed on the right side of the combustion front end 7, and the second intake valve 12 being disposed on the right side of the combustion rear end 8. The exhaust valves 2 comprise a first exhaust valve 21 and a second exhaust valve 22, the first exhaust valve 21 being arranged to the left of the combustion chamber front end 7 and the second exhaust valve 22 being arranged to the left of the combustion chamber rear end 8. Referring to fig. 2 and 3, the squish structure includes a first squish structure 3, a second squish structure 4, a third squish structure 5 and a fourth squish structure 6, wherein the first squish structure 3 is located between the first intake valve 11 and the first exhaust valve 21 and is located at the front end edge of the top surface of the combustion chamber upper cover; the second air squeezing structure 4 is positioned between the second air inlet valve 12 and the second exhaust valve 22 and is positioned at the rear end edge of the top surface of the upper cover of the combustion chamber; the third squish structure 5 is located between the first intake valve 11 and the second intake valve 12 of the combustion chamber and located at the right end edge of the top surface of the upper cover of the combustion chamber, and the fourth squish structure 6 is located between the first exhaust valve 21 and the second exhaust valve 22 of the combustion chamber and located at the left end edge of the top surface of the upper cover of the combustion chamber. The invention adds the design of the air squeezing structure at the front end 7 and the rear end 8 of the combustion chamber, and the added air squeezing structure not only reduces the volume of the combustion chamber and the bulge at the top of the piston with high compression ratio, and is beneficial to improving the tumble ratio and the turbulence intensity in the cylinder, but also leads the structure of the combustion chamber to be more compact, reduces the heat loss in the combustion chamber and is beneficial to improving the combustion efficiency. Furthermore, a flow guiding curved surface 10 is arranged between the inlet valve 1 and the exhaust valve 2, and the inlet valve end of the flow guiding curved surface 10 is higher than the exhaust valve end of the flow guiding curved surface 10, so that in the process of flowing air from the inlet valve side to the exhaust valve side, due to the inclined design of the flow guiding curved surface 10, the air flow is more favorably guided to flow from the inlet side to the exhaust side, the in-cylinder tumble flow is enhanced, so that the in-cylinder tumble ratio and the turbulence intensity are improved, and the combustion efficiency is improved.
In addition, a valve shield 17 (gassing, the valve shield 17 can block gas flowing out from the intake valve and guide the gas to the flow guiding curved surface 10) is arranged at the first intake valve 11 and the second intake valve 12 of the combustion chamber, a connecting line between two points of a central point 15 of the first intake valve 11 and a terminating point 9 of the valve shield 17 (the terminating point 9 of the valve shield 17 is a boundary point of the flow guiding curved surface 10 of the valve shield 17, one side of the terminating point 9 is the flow guiding curved surface 10, the other side is the valve shield 17, in fig. 2, the right side of the terminating point 9 is the flow guiding curved surface 10, and the left side of the terminating point 9 is the valve shield 17) is 90 degrees with respect to a connecting line between the central point 15 of the first intake valve 11 and the central point 16 of the first exhaust valve 21, and an inner side edge line 31 of the first squish structure 3 is parallel to the connecting lines between the first intake valve 11 and the first exhaust valve. The inside edge line 41 of the second squish structure 4 is parallel to the center-connecting line of the second intake valve 12 and the second exhaust valve 22. The matching design of the front and rear end squeezing structures and the valve shielding 17 enhances the valve shielding effect and improves the tumble ratio in the low-lift cylinder.
The high compression ratio combustion chamber of the present invention is more compact than conventional combustion chambers and the piston crown is less convex. As can be seen from fig. 4 and 5, the tumble ratio and the turbulence intensity in the cylinder of the combustion system of the high compression ratio combustor of the present invention are significantly improved.
In conclusion, the beneficial technical effects provided by the invention are as follows:
1. the combustion chamber is designed to be four-air-squeezing, and two air-squeezing structures are added, so that the turbulence intensity in the cylinder is further enhanced; meanwhile, the structure of the combustion chamber is more compact, a higher compression ratio can be obtained under the condition that the protrusion on the top of the piston is lower, the tumble ratio and the turbulence intensity in the cylinder are favorably improved, the heat loss in the combustion chamber is favorably reduced, and the combustion efficiency is improved.
2. The air squeezing structures at the front end and the rear end of the combustion chamber are in shielding matching design with the combustion chamber valve, so that the valve shielding effect is enhanced, and the low-lift in-cylinder tumble ratio is further improved.
3. The flow guiding curved surface between the air inlet side and the air outlet side of the combustion chamber can further enhance the tumble ratio in the cylinder, increase the turbulence intensity and improve the heat efficiency.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (6)
1. A high compression ratio engine combustion chamber comprising an intake valve and an exhaust valve, characterized in that: the high compression ratio engine combustion chamber further comprises a squish structure, the squish structure is respectively arranged between the intake valve and the exhaust valve, between the intake valves and between the exhaust valves, the intake valve comprises a first intake valve and a second intake valve, the first intake valve is arranged on one side of the front end of the combustion chamber, the second intake valve is arranged on the same side of the rear end of the combustion chamber, the exhaust valve comprises a first exhaust valve and a second exhaust valve, the first exhaust valve is arranged on the other side of the front end of the combustion chamber, the second exhaust valve is arranged on the same side of the rear end of the combustion chamber, the first intake valve and the second intake valve are provided with valve shields, and a connecting line between the central point of the first intake valve and the valve shielding termination point is perpendicular to a connecting line between the central point of the first intake valve and the central point of the first exhaust valve, the inner side edge line of the air squeezing structure positioned at the front end of the combustion chamber is parallel to the central connecting line of the first air inlet valve and the first exhaust valve, and the inner side edge line of the air squeezing structure positioned at the rear end of the combustion chamber is parallel to the central connecting line of the second air inlet valve and the second exhaust valve.
2. The high compression ratio engine combustion chamber according to claim 1, characterized in that: the air squeezing mechanism is an air squeezing plane arranged on the edge of the upper cover of the combustion chamber.
3. The high compression ratio engine combustion chamber according to claim 1, characterized in that: the crowded gas structure includes crowded gas structure of first crowded gas structure, second, the crowded gas structure of third and the crowded gas structure of fourth, first crowded gas structure set up in the front end of combustion chamber, the crowded gas structure of second set up in the rear end of combustion chamber, the crowded gas structure of third set up in the right-hand member of combustion chamber, the crowded gas structure of fourth set up in the left end of combustion chamber.
4. The high compression ratio engine combustion chamber of claim 3, characterized in that: the first air squeezing structure is arranged between the first intake valve and the first exhaust valve and is positioned at the front end edge of the top surface of the upper cover of the combustion chamber, and the second air squeezing structure is arranged between the second intake valve and the second exhaust valve and is positioned at the rear end edge of the top surface of the upper cover of the combustion chamber.
5. The high compression ratio engine combustion chamber of claim 3, characterized in that: the third crowded gas structure set up in first intake valve with between the second intake valve, and be located the right-hand member edge of combustion chamber upper cover top surface, the fourth crowded gas structure set up in first exhaust valve with between the second exhaust valve, and be located the left end edge of combustion chamber upper cover top surface.
6. The high compression ratio engine combustion chamber of claim 1, characterized in that: and a flow guide curved surface is arranged between the inlet valve and the exhaust valve, and the inlet valve end of the flow guide curved surface is higher than the exhaust valve end of the flow guide curved surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811117201.4A CN109281750B (en) | 2018-09-25 | 2018-09-25 | High compression ratio engine combustion chamber |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811117201.4A CN109281750B (en) | 2018-09-25 | 2018-09-25 | High compression ratio engine combustion chamber |
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| Publication Number | Publication Date |
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| CN109281750A CN109281750A (en) | 2019-01-29 |
| CN109281750B true CN109281750B (en) | 2020-08-18 |
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| CN201811117201.4A Active CN109281750B (en) | 2018-09-25 | 2018-09-25 | High compression ratio engine combustion chamber |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4151849A4 (en) * | 2020-07-22 | 2023-07-19 | Ningbo Geely Royal Engine Components Co., Ltd. | Engine combustion system, gasoline engine for hybrid vehicle, and vehicle |
| CN114991943A (en) | 2021-03-01 | 2022-09-02 | 比亚迪股份有限公司 | Engine and vehicle with same |
| CN113550821A (en) * | 2021-06-30 | 2021-10-26 | 东风汽车集团股份有限公司 | Engine and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP4280925B2 (en) * | 2004-12-27 | 2009-06-17 | 三菱自動車エンジニアリング株式会社 | Combustion chamber structure of internal combustion engine |
| JP4165516B2 (en) * | 2005-02-18 | 2008-10-15 | 三菱自動車工業株式会社 | Combustion chamber structure of internal combustion engine |
| CN201794675U (en) * | 2010-08-18 | 2011-04-13 | 春风控股集团有限公司 | Squeeze-flow type compact combustion system with high compression ratio |
| CN206190419U (en) * | 2016-11-04 | 2017-05-24 | 北京汽车动力总成有限公司 | Piston burning chamber structure , engine and car |
| CN207847786U (en) * | 2018-01-30 | 2018-09-11 | 宝鸡吉利发动机有限公司 | A kind of Gasoline Engines with High Compression Ratio .. piston |
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