CN113404586B

CN113404586B - Combustion chamber and gas engine

Info

Publication number: CN113404586B
Application number: CN202110951838.9A
Authority: CN
Inventors: 吕顺; 李卫; 高克营; 唐国鹏; 钟绍海
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2021-08-19
Filing date: 2021-08-19
Publication date: 2021-12-21
Anticipated expiration: 2041-08-19
Also published as: CN113404586A

Abstract

The invention discloses a combustion chamber and a gas engine, wherein the combustion chamber is applied to the gas engine with at least two air inlet throats and at least two air outlet throats, the combustion chamber comprises a combustion chamber pit which is positioned at the top of a piston and is sunken downwards relative to the upper top surface of the piston, the intersection line of the combustion chamber pit and the longitudinal section of the piston is an arc line, a separation convex rib is arranged in the combustion chamber pit, the separation convex rib extends upwards from the bottom of the combustion chamber pit and separates the combustion chamber pit into two diversion pits, each diversion pit comprises an incident diversion part positioned below the air inlet throat and an emergent diversion part positioned below the air outlet throat, and the joint of the wall surface of each diversion pit and the separation convex rib is a smooth transition surface. Because the combustion chamber pit is divided into two diversion pits by the separation convex rib, the air inlet of the air inlet throats on the two sides forms two large-scale tumble motions with opposite rotation directions in the combustion chamber, so that the improvement of the turbulent kinetic energy at the last stage of compression is facilitated, and the rapid combustion of an engine is facilitated.

Description

Combustion chamber and gas engine

Technical Field

The invention relates to the technical field of engines, in particular to a combustion chamber and a gas engine.

Background

With the development of gas engine technology, more and more engine manufacturers are beginning to design and develop gas engines on the basis of diesel engines. Due to the particularity of the combustion mode of the diesel engine, the engine combustion chamber is required to organize the airflow to generate a sufficient swirl ratio in the process of air intake. However, gas engines do not require excessive swirl, but rather, require more tumble flows that organize the gas flow to create a center axis of rotation perpendicular to the center axis of the liner. That is, for a gas engine, the purpose of optimizing combustion can only be achieved if sufficient tumble flow is effectively generated.

The piston and cylinder cover structure of the existing gas engine is generally formed by reforming on the basis of a diesel engine, and the combustion chamber 01 of the piston mostly adopts a shallow basin-shaped structure as shown in figure 1. Simultaneously, current intake duct is mostly the whirl air flue, forms stronger vortex motion around cylinder central axis in the air intake process. Due to the existence of large-scale vortex, the vortex can be similar to rigid circular motion, so that the turbulent kinetic energy in the cylinder is maintained at a high level, but the large-scale flow can influence the flame development form and has high cyclic variation. Squish flow refers to the longitudinal and transverse air flow motion that occurs when a portion of the piston surface and the cylinder head are brought into close proximity. Due to the squish flow movement at the compression end stage, the flame transverse propagation speed is high, but the flame longitudinal propagation speed in the combustion chamber 01 is low, so that the premixed combustion of the gas fuel is not facilitated, as shown in fig. 1, the rectangular dashed-line frame area near the spark plug 03 is a flame propagation low-speed area 02, wherein the transverse direction refers to the radial direction of the cylinder, and the longitudinal direction refers to the axial direction of the cylinder.

In addition, for a four-valve engine, in the prior art, the area below the cylinder head between the two intake valves is the area where the high-speed jets flowing out through the two intake passage branches collide with each other, that is, the two intake flows interfere with each other in the area, and the synthesized high-speed jet area swings back and forth, resulting in great loss of flow energy of the intake flows, which not only affects the formation of tumble in the combustion chamber, but also makes the turbulent kinetic energy at a lower level in the end of the compression stroke, and hardly achieves the effect of accelerating combustion.

Therefore, how to help the tumble flow generated in the combustion chamber of the gas engine and improve the combustion characteristics of the gas engine is a technical problem that needs to be solved by those skilled in the art.

Disclosure of Invention

In view of the above, the present invention provides a combustion chamber of a diesel engine, which is based on the structure of the existing combustion chamber of the diesel engine, through structural improvement, the intake airflow can roll in the combustion chamber to form tumble flow, so as to accelerate flame propagation speed, and increase turbulent kinetic energy at the last stage of compression, thereby improving the combustion characteristics of the gas engine and increasing the thermal efficiency of the gas engine. Another object of the present invention is to provide a gas engine comprising the above combustion chamber.

In order to achieve the purpose, the invention provides the following technical scheme:

a combustion chamber is applied to a gas engine with at least two air inlet throats and at least two exhaust throats and comprises a combustion chamber pit which is located at the top of a piston and is downward sunken relative to the top surface of the piston, the intersection line of the combustion chamber pit and the longitudinal section of the piston is an arc line, a separation convex rib is arranged in the combustion chamber pit, the separation convex rib upwards extends from the bottom of the combustion chamber pit and separates the combustion chamber pit into two diversion pits, each diversion pit comprises an incident diversion part located below the air inlet throat and an emergent diversion part located below the exhaust throat, and the joint of the wall surface of each diversion pit and the separation convex rib is a smooth transition surface.

Preferably, the extension direction of the projection of the separating convex rib on the upper top surface of the piston is parallel to the extension direction of the central connecting line of the air inlet and outlet throats.

Preferably, the two diversion pits are symmetrically distributed relative to the separation convex rib.

Preferably, the two flow guiding pits are symmetrically distributed relative to the longitudinal section of the piston passing through the center line of the piston.

Preferably, the wall surface of the incident flow guide part located at the opposite side of the separation convex rib is provided with an incident flow guide groove protruding outwards along the radial direction of the piston, the intersection line of the incident flow guide groove and the longitudinal section of the piston is an arc line, and the joint of the incident flow guide groove and the rest of the wall surface of the incident flow guide part is a smooth transition surface.

Preferably, the upper end edge of the incident guide groove and the rest of the upper end edges of the combustion chamber pits are circular arc lines.

Preferably, the radius of the upper end edge of the incident guide groove is 1.05-1.2 times of the radius of the rest upper end edges of the combustion chamber pit.

Preferably, a connection line between one end of the edge of the upper end of the incident flow guide groove, which is close to the emergent flow guide part, and the center of the combustion chamber pit is an incident flow guide groove initial line, and an included angle between the incident flow guide groove initial line and a crankshaft vertical direction line is 20-30 degrees.

Preferably, a connection line between one end of the edge of the upper end of the incident flow guide groove, which is far away from the emergent flow guide part, and the center of the combustion chamber pit is an incident flow guide groove width line, and an included angle between the incident flow guide groove start line and the incident flow guide groove width line is 20-40 degrees.

Preferably, a first flow guide bulge protruding downwards is arranged on the bottom surface of the cylinder cover between every two adjacent air inlet throats, and a second flow guide bulge protruding downwards is arranged on the bottom surface of the cylinder cover between every two adjacent exhaust throats.

Preferably, the separation convex rib is located below the first diversion protrusion and the second diversion protrusion, and a first avoidance pit corresponding to the first diversion protrusion and a second avoidance pit corresponding to the second diversion protrusion are arranged at the upper end of the separation convex rib.

Preferably, the extending direction of the projection of the first flow guide protrusion on the bottom surface of the cylinder cover is perpendicular to or crossed with the central connecting line direction of two adjacent air inlet throats.

Preferably, the length of the projection of the first flow guide protrusion on the bottom surface of the cylinder cover in the extending direction is 0.8-1.2 times of the diameter of the air inlet throat.

Preferably, the height of the first flow guide protrusion protruding relative to the bottom surface of the cylinder cover is 0.7-1.3 times of the full lift of the inlet valve.

Preferably, the bottom hole edge of the air inlet throat is provided with an eccentric chamfer, and the rotation center of the eccentric chamfer is arranged in a manner of deviating from the center of the air inlet throat towards the direction close to the exhaust throat.

Preferably, a connecting line of a rotation center of the eccentric chamfer and the center of the air inlet throat at which the rotation center is located is an eccentric chamfer direction line, and an included angle between the eccentric chamfer direction line and a vertical direction line of the crankshaft is 20-90 degrees.

Preferably, the number of the air inlet throats is two, and the rotation center of the eccentric chamfer is arranged in a manner of deviating from the center of the air inlet throats towards the direction far away from the first flow guide bulge.

The combustion chamber provided by the invention is applied to a gas engine with at least two air inlet throats and at least two air outlet throats, and comprises a combustion chamber pit which is positioned at the top of a piston and is downwards recessed relative to the upper top surface of the piston, the intersection line of the combustion chamber pit and the longitudinal section of the piston is an arc line, a separation convex rib is arranged in the combustion chamber pit, the separation convex rib upwards extends from the bottom of the combustion chamber pit and divides the combustion chamber pit into two diversion pits, each diversion pit comprises an incident diversion part positioned below the air inlet throats and an emergent diversion part positioned below the air outlet throats, and the joints of the wall surfaces of the diversion pits and the separation convex ribs are smooth transition surfaces.

The working principle of the invention is as follows:

when the engine is used for air intake, the intake air flow entering the combustion chamber from the intake throat can enter the diversion pit along the incident diversion part, is upwards cast and flows out of the diversion pit under the guiding action of the arc surface of the diversion pit, so that the tumble motion is formed.

The invention also provides a gas engine comprising the combustion chamber. The derivation process of the beneficial effect of the gas engine is substantially similar to the derivation process of the beneficial effect brought by the combustion chamber, and therefore, the description is omitted.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic view of a prior art shallow basin combustion chamber;

FIG. 2 is a schematic structural view of a cylinder head in an embodiment of the present invention;

FIG. 3 is a schematic illustration of the intake effect of the combustion chamber in an embodiment of the present invention;

FIG. 4 is an enlarged schematic view of an exhaust throat and cooling jacket in an embodiment of the present invention;

FIG. 5 is a schematic view showing the arrangement direction of the eccentric chamfers in the embodiment of the present invention;

FIG. 6 is a top view of a piston in an embodiment of the present invention.

The reference numerals in fig. 1 have the following meanings:

01-combustion chamber, 02-flame propagation low-speed zone, 03-spark plug;

the meaning of the various reference numerals in fig. 2 to 6 is as follows:

1-an air inlet throat, 2-an exhaust throat, 3-a first diversion bulge, 4-a second diversion bulge, 5-a cylinder cover bottom surface, 6-a cooling water jacket, 7-an exhaust valve, 8-an intake valve, 21-a sealing surface, 61-a water jacket extension part, 9-an eccentric chamfer, 10-an eccentric chamfer direction line, 11-a crankshaft vertical direction line, 12-a piston, 13-a diversion pit, 14-a separation convex rib, 15-an incident diversion trench, 131-an incident diversion part, 132-an emergent diversion part, 141-a first avoidance pit, 142-a second avoidance pit, 151-an incident diversion trench start line and 152-an incident diversion trench width line.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 2 to 6, fig. 2 is a schematic structural view of a cylinder head according to an embodiment of the present invention; FIG. 3 is a schematic illustration of the intake effect of the combustion chamber in an embodiment of the present invention; FIG. 4 is an enlarged schematic view of an exhaust throat and cooling jacket in an embodiment of the present invention; FIG. 5 is a schematic view showing the arrangement direction of the eccentric chamfers in the embodiment of the present invention; FIG. 6 is a top view of a piston in an embodiment of the present invention.

The invention provides a combustion chamber, which is applied to a gas engine with at least two air inlet throats 1 and at least two exhaust throats 2, and comprises a combustion chamber pit which is positioned at the top of a piston 12 and is downwards sunken relative to the upper top surface of the piston, the intersection line of the combustion chamber pit and the longitudinal section of the piston is an arc line, namely, the wall surface of the combustion chamber pit is an arc curved surface, a separation convex rib 14 is arranged in the combustion chamber pit, the separation convex rib 14 extends upwards from the bottom of the combustion chamber pit and divides the combustion chamber pit into two diversion pits 13, each diversion pit 13 comprises an incident diversion part 131 positioned below the air inlet throats 1 and an emergent diversion part 132 positioned below the exhaust throats 2, and the joint of the wall surface of each diversion pit 13 and the separation convex rib 14 is a smooth transition surface.

The working principle of the invention is as follows:

when the engine is air-intake, the intake air flow entering the combustion chamber from the intake throat 1 can enter the diversion pit 13 along the incident diversion part 131, and is upwards cast and flows out of the diversion pit 13 under the guiding action of the arc surface of the diversion pit 13, so that the tumble motion is formed, and the combustion chamber pit is divided into two diversion pits 13 by the separation convex rib 14, so that the intake throats 1 on two sides form two large-scale tumble motions with opposite rotation directions in the combustion chamber, thereby being beneficial to the improvement of the turbulent kinetic energy at the last stage of compression and being beneficial to the rapid combustion of the engine. The schematic of the tumble motion that is created after the intake air flow enters the combustion chamber through the intake valve 8 is shown by the curved line with arrows in fig. 3.

It should be noted that the separating rib 14 is used to divide the combustion chamber pit into two parts so as to guide most of the intake air flow to form two large-scale tumble flows, therefore, the arranging direction of the separating rib 14 should make the two flow guiding pits 13 satisfy the space of the whole combustion chamber as much as possible for two large-scale flows, and preferably, the extending direction of the projection of the separating rib 14 on the top surface of the piston is parallel to the extending direction of the connecting line of the centers of the intake and exhaust throats (i.e. the connecting line of the center of the intake throat 1 and the center of the exhaust throat 2). With this arrangement, the intake air flow moves in the direction from the incident guide part 131 to the exit guide part 132 after entering the guide pit 13, and can be spread to the lower region of the exhaust throat 2, thereby filling the entire combustion chamber space.

Further preferably, the two flow guiding pits 13 are symmetrically distributed with respect to the separating rib 14. So set up, can make the tumble intensity in two guiding pits 13 keep unanimous, thereby help flame propagation.

Further preferably, the two flow guiding pits 13 are symmetrically distributed with respect to a longitudinal section of the piston through a centre line of the piston. So set up for the center of combustion chamber pit and the coincidence of piston central line arrange, thereby further guarantee that tumble flow distributes more evenly in the combustion chamber.

Preferably, the wall surface of the incident flow guiding portion 131 located at the opposite side of the partition rib 14 is provided with an incident flow guiding groove 15 protruding outward in the radial direction of the piston 12, as shown in fig. 6, the intersecting line of the incident flow guiding groove 15 and the longitudinal section of the piston is an arc line, that is, the incident flow guiding groove 15 is an arc curved surface extending from the upper top surface of the piston to the bottom of the combustion chamber pit, and the connecting part of the incident flow guiding groove 15 and the other wall surfaces of the incident flow guiding portion 131 is a smooth transition surface, so as to ensure that the resistance of the air flow is reduced when the air flow passes through the connecting part.

Preferably, the upper end edge of the incident guide groove 15 and the remaining upper end edge of the combustion chamber pit are both circular arc lines. As shown in fig. 6, the upper end edge of the main body of the combustion chamber pit is a circular arc line edge, and the radius of the upper end edge of the incident guide groove 15 is larger than that of the circular arc line edge of the upper end edge of the combustion chamber pit, thereby forming an outwardly convex groove structure. Of course, in the present invention, the upper end edge of the incident flow guide groove 15 and the rest of the upper end edges of the combustion chamber pits may also be designed to be elliptical arc shapes, or other curved shapes, etc., and will not be described herein again.

In order to ensure that the intake air flow can enter the incident guide part 131 more smoothly and avoid the impact of the oversize of the incident guide groove 15 on the strength of the piston 12, it is preferable that, as shown in fig. 6, the radius R2 of the upper end edge of the incident guide groove 15 is 1.05 to 1.2 times the radius R1 of the rest of the upper end edges of the combustion chamber pits, that is, R2 is (1.05 to 1.2) R1.

Preferably, as shown in fig. 6, a connection line between one end of the upper end edge of the incident guide groove 15 close to the exit guide part 132 and the center of the combustion chamber pit is an incident guide groove start line 151, and an included angle α between the incident guide groove start line 151 and the crankshaft vertical direction line 11 is 20 ° to 30 °. The crankshaft vertical direction line 11 is a direction line perpendicular to the extension direction of the crankshaft axis.

Preferably, as shown in fig. 6, a connection line between one end of the upper end edge of the incident guide groove 15, which is far away from the exit guide part 132, and the center of the combustion chamber pit is an incident guide groove width line 152, and an included angle β between the incident guide groove start line 151 and the incident guide groove width line 152 is 20 ° to 40 °.

Preferably, a first flow guide bulge 3 protruding downwards is arranged on the bottom surface 5 of the cylinder cover between two adjacent air inlet throats 1, and a second flow guide bulge 4 protruding downwards is arranged on the bottom surface 5 of the cylinder cover between two adjacent exhaust throats 2. The first flow guide protrusion 3 can avoid the collision of high-speed air inlet jet flows flowing out of two adjacent air inlet throats 1, so that most of air inlet airflow flows to the combustion chamber from other parts of the circumferential direction of the air inlet throats 1, and the air inlet energy is maintained. For the cylinder cover with two air inlet throats 1, after air flow is injected into a combustion chamber from other directions, two large-scale tumble motions with opposite rotation directions can be formed in the cylinder under the guiding action of the first flow guide protrusion 3, so that the improvement of turbulent kinetic energy at the last stage of compression is facilitated, and the rapid combustion of a gas engine is facilitated. Meanwhile, the second flow guide bulge 4 between the exhaust valves 7 can also play a role in maintaining tumble flow, and the circulation capacity of the exhaust passage can be increased, so that the pumping loss is reduced, and the heat efficiency is improved.

Preferably, the separation rib 14 is located below the first diversion protrusion 3 and the second diversion protrusion 4, and a first avoidance pit 141 corresponding to the first diversion protrusion 3 and a second avoidance pit 142 corresponding to the second diversion protrusion 4 are arranged at the upper end of the separation rib 14. The purpose of designing the avoiding pit structure is to avoid the interference between the two flow guide protruding structures and the upper end of the separating convex rib 14 structure when the piston runs to reach the position near the top dead center.

It should be noted that the lengths of the first avoiding pit 141 and the second avoiding pit 142 may be designed to be equal or unequal, and preferably, the length H1 of the first avoiding pit 141 and the length H2 of the second avoiding pit 142 in this embodiment are both designed to be 1.1 to 1.2 times the length B of the first flow guide protrusion 3, that is, H1 is (1.1 to 1.2) B, and H2 is (1.1 to 1.2) B.

Preferably, the extending direction of the projection of the first flow guide protrusion 3 on the bottom surface 5 of the cylinder cover is perpendicular to the central connecting line direction of two adjacent air inlet throats 1 or forms an acute angle, and the range of the acute angle can be 70-90 degrees or 80-90 degrees. The first flow guide bulges 3 are preferably arranged in a vertical arrangement mode in the scheme. In addition, the arrangement of the second flow guide protrusions 4 is similar to that of the first flow guide protrusions 3, and is not described herein again.

Preferably, the length of the first guide projection 3 in the extension direction of the projection on the cylinder head bottom surface 5 (length B shown in fig. 2) is 0.8 to 1.2 times the diameter of the intake throat 1 (diameter D shown in fig. 2 and 3), that is, B ═ 0.8 to 1.2D.

Preferably, the height (height C shown in fig. 3) of the first guide protrusion 3 protruding from the cylinder head bottom surface 5 is 0.7 to 1.3 times of the full lift (denoted as LF) of the intake valve, that is, C is (0.7 to 1.3) LF.

Preferably, the bottom hole edge of the inlet throat 1 is provided with an eccentric chamfer 9, and the rotation center of the eccentric chamfer 9 is arranged in a deviation way relative to the center of the inlet throat 1 towards the direction close to the exhaust throat 2, so that the width of an annular gap formed between the inlet valve and the bottom hole of the inlet throat 1 when the inlet valve is opened is larger at one side close to the exhaust throat 2, and most of airflow is guided to flow towards the exhaust side. When the air inflow enters the cylinder, the eccentric chamfer 9 can guide the air flow to move towards the exhaust throat 2, so that large-scale tumble motion can be formed in the cylinder, small-scale turbulence can be generated by crushing at the last stage of compression, and combustion is accelerated.

Preferably, a connecting line of the rotation center of the eccentric chamfer 9 and the center of the air inlet throat 1 where the eccentric chamfer is located is an eccentric chamfer direction line 10, and as shown in fig. 5, an included angle theta between the eccentric chamfer direction line 10 and a crankshaft vertical direction line 11 is 20-90 degrees. The crankshaft vertical direction line 11 is a direction line perpendicular to the extension direction of the crankshaft axis.

Preferably, the number of the inlet throats 1 is two, the rotation center of the eccentric chamfer 9 is arranged in a deviating way towards the direction far away from the first flow guide protrusion 3 relative to the center of the inlet throats 1, so that the inlet airflows of the two inlet throats 1 are injected into the cylinder towards the direction far away from each other, and two large-scale tumble motions can be formed under the further guiding action of the inner wall of the cylinder and the concave pits of the piston, which is also beneficial to maintaining the inlet energy.

Preferably, each exhaust throat 2 is connected with a corresponding branch exhaust passage, the temperature of the cylinder cover between the two exhaust valves 7 is the highest, and the risk of heat cracking of the cylinder cover is brought after the characteristics of the second flow guide protrusion 4 are superposed. Therefore, the cooling water jacket 6 between the two branched intake passages needs to be extended further downward. However, the amount of downward movement of the cooling jacket 6 cannot be too large due to the exhaust valve seat structure, limiting the further downward extension of the cooling jacket 6. Therefore, the scheme of the invention adopts the non-exhaust valve seat ring, the sealing surface 21 matched with the exhaust valve 7 is processed on the inner ring of the exhaust throat 2 of the cylinder cover, and the heat treatment process is carried out to enhance the wear resistance, so that the exhaust valve 7 can be directly contacted and seated with the exhaust throat 2 of the cylinder cover. With this arrangement, the cooling water jacket 6 between the two adjacent branch intake passages can be provided with the water jacket extension portion 61 extending further downward, as shown in fig. 4, thereby reducing the risk of head cracking.

More preferably, the seal surface 21 is a heat-treated seal surface subjected to quenching treatment.

The invention also provides a gas engine comprising the cylinder cover. The derivation process of the beneficial effects generated by the gas engine is substantially similar to the derivation process of the beneficial effects brought by the cylinder cover, and therefore, the description is omitted.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A combustion chamber is applied to a gas engine with at least two air inlet throats and at least two exhaust throats, it is characterized by comprising a combustion chamber pit which is positioned at the top of the piston and is downwards sunken relative to the upper top surface of the piston, the intersection line of the combustion chamber concave pit and the longitudinal section of the piston is an arc line, a separation convex rib is arranged in the combustion chamber concave pit, the separation convex rib extends upwards from the bottom of the combustion chamber pit and divides the combustion chamber pit into two diversion pits, the diversion pit comprises an incident diversion part positioned below the air inlet throat and an emergent diversion part positioned below the exhaust throat, the connection part of the wall surface of the diversion pit and the separation convex rib is a smooth transition surface, a first diversion bulge protruding downwards is arranged on the bottom surface of the cylinder cover between every two adjacent air inlet throats, and a second diversion bulge protruding downwards is arranged on the bottom surface of the cylinder cover between every two adjacent air outlet throats.

2. The combustion chamber as set forth in claim 1 wherein the projection of said partition rib on the upper surface of said piston extends in a direction parallel to the direction of extension of the line connecting the centers of said intake and exhaust throats.

3. The combustor of claim 2, wherein two of said flow directing pits are symmetrically disposed with respect to said separating rib.

4. The combustion chamber of claim 3 wherein two of said flow directing pits are symmetrically disposed with respect to a longitudinal section of said piston through a piston centerline.

5. The combustor according to claim 1, wherein the wall surface of the incident flow guide part located at the opposite side of the partition rib is provided with an incident flow guide groove protruding outwards along the radial direction of the piston, the intersection line of the incident flow guide groove and the longitudinal section of the piston is an arc line, and the junction of the incident flow guide groove and the other wall surfaces of the incident flow guide part is a smooth transition surface.

6. The combustor of claim 5, wherein the upper end edge of said inlet channel and the remaining upper end edge of said combustor pocket are both radiused.

7. The combustor of claim 6, wherein the radius of the upper edge of the inlet channel is 1.05 to 1.2 times the radius of the remaining upper edges of the combustor pocket.

8. The combustor according to claim 5, wherein a line connecting one end of the upper end edge of the incident guide groove close to the exit guide part and the center of the combustor pit is an incident guide groove starting line, and an included angle between the incident guide groove starting line and a crankshaft vertical direction line is 20-30 °.

9. The combustor according to claim 8, wherein a line connecting one end of the upper end edge of the incident guide groove, which is far away from the exit guide part, and the center of the combustor pit is an incident guide groove width line, and an included angle between the incident guide groove start line and the incident guide groove width line is 20-40 °.

10. The combustion chamber as claimed in claim 1, wherein the separation rib is located below the first flow guide protrusion and the second flow guide protrusion, and a first avoiding pit corresponding to the first flow guide protrusion and a second avoiding pit corresponding to the second flow guide protrusion are provided at an upper end of the separation rib.

11. The combustion chamber as claimed in claim 1, wherein the projection of the first flow guide protrusion on the bottom surface of the cylinder head extends in a direction perpendicular to or intersecting with a central line direction of two adjacent intake throats.

12. The combustion chamber as claimed in claim 11, wherein the length of the projection of the first flow guide projection on the bottom surface of the cylinder head in the extending direction is 0.8 to 1.2 times the diameter of the intake throat.

13. The combustion chamber as claimed in claim 12, wherein the first guide projection protrudes from the bottom surface of the cylinder head by a height of 0.7 to 1.3 times of a full lift of the intake valve.

14. The combustion chamber as claimed in claim 1, wherein the bottom hole edge of the intake throat is provided with an eccentric chamfer, and the center of rotation of the eccentric chamfer is offset from the center of the intake throat in a direction approaching the exhaust throat.

15. The combustion chamber as claimed in claim 14, wherein a connecting line of a rotation center of the eccentric chamfer and a center of the intake throat is an eccentric chamfer direction line, and an included angle between the eccentric chamfer direction line and a crankshaft vertical direction line is 20-90 °.

16. The combustion chamber as claimed in claim 14, wherein the number of the inlet throats is two, and the centers of rotation of the eccentric chamfers are offset from the centers of the inlet throats in a direction away from the first flow guide protrusion.

17. A gas engine, characterized in that it comprises a combustion chamber according to any one of claims 1 to 16.