CN209781028U - Engine combustion chamber, engine and vehicle - Google Patents

Abstract

The utility model provides an engine combustion chamber and engine and vehicle, the engine combustion chamber enclose by the cylinder block combustion chamber that is located the cylinder head combustion chamber of engine cylinder head bottom and is located engine cylinder body top and close and constitute, just in the last intake duct and the exhaust passage of having constructed of engine cylinder head, in the cylinder head combustion chamber is close to it admits air the spigot surface to construct on the wall of exhaust passage one side, just admit air the bottom border of spigot surface with the top border parallel and level of cylinder block combustion chamber, perhaps lie in the inboard at cylinder block combustion chamber top border. The utility model discloses an engine combustion chamber, through the leading face of admitting air of structure on the wall of cylinder cap combustion chamber, can reduce the detonation tendency of engine to can improve the thermal efficiency of engine.

Description

Engine combustion chamber, engine and vehicle

Technical Field

The utility model relates to a vehicle parts technical field, in particular to engine combustion chamber, the utility model discloses still relate to an use the engine that has this engine combustion chamber to and install the vehicle of this engine.

Background

with the continuous reformation and opening of China and the comprehensive improvement of national economy, the popularization rate of passenger cars using internal combustion engines as power sources is increased year by year, and the air quality is reduced year by year. The automobile exhaust emission is one of air pollution sources, slowly enters the public visual field, receives wide attention of all social circles, the development direction of automobile exhaust cleaning becomes common knowledge of all social circles, the emission of automobile exhaust pollutants is reduced, and the main way is to improve the heat efficiency of an engine. The main factor which troubles the further improvement of the thermal efficiency of the gasoline engine at present is the detonation problem. At present, the main accepted reason for the detonation problem is that the combustion speed is too slow, and when the flame front does not reach the end of the combustion chamber, the end gas is self-ignited.

In order to reduce the knocking tendency, the mode of lifting the tail end tumble of each manufacturer at present is to arrange a branch pipe of an air inlet passage entering a cylinder cover combustion chamber into a straight cylinder type perpendicular to the wall surface of the cylinder cover combustion chamber, so that air can be guided into the edge of a cylinder, the edge of the cylinder, namely the tumble strength of the tail end of the combustion chamber, by adopting the mode, a cylinder cover bolt needs to be moved outwards, or the diameter of the air inlet branch pipe is reduced, the bolt is moved outwards, the sealing of the combustion chamber is not facilitated, the reduction of the diameter of the air inlet branch pipe can influence the air charging of an engine, and the performance of the.

SUMMERY OF THE UTILITY MODEL

In view of the above, the present invention is directed to an engine combustion chamber capable of reducing the knocking tendency of the engine without affecting the air charge and improving the thermal efficiency of the engine.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

The utility model provides an engine combustion chamber, is including the cylinder cap combustion chamber that is located engine cylinder head bottom and the cylinder body combustion chamber that is located engine cylinder body top, and in the intake duct and exhaust duct have been constructed on the engine cylinder head, in the cylinder cap combustion chamber is close to be constructed the spigot surface of admitting air on the wall of exhaust duct one side, just admit air the spigot surface the bottom border with the top border parallel and level of cylinder body combustion chamber, perhaps the bottom border of spigot surface of admitting air is located the inboard at cylinder body combustion chamber top border.

Further, when the bottom edge of the air intake guide surface is located inside the top edge of the cylinder combustion chamber, the minimum distance L1 between any point on the bottom edge of the air intake guide surface and the top edge of the cylinder combustion chamber is less than 2 mm.

further, an exhaust valve is arranged on the engine cylinder cover, and an included angle α between an end surface of the bottom end of the valve disc portion of the exhaust valve and the bottom surface of the engine cylinder cover and an included angle β between the air inlet guide surface and the bottom surface of the engine cylinder cover satisfy: the difference between alpha and beta is below 20 deg..

Further, the difference between the included angle α and the included angle β is 0.

Further, the end surface of the bottom end of the door panel part is coplanar with the air intake guide surface, or the end surface of the bottom end of the door panel part protrudes toward the engine combustion chamber side with respect to the air intake guide surface.

Further, when the end surface of the bottom end of the door panel part protrudes toward the engine combustion chamber side with respect to the air intake guide surface, the maximum vertical distance between the end surface of the bottom end of the door panel part and the air intake guide surface is 3mm or less.

Further, the cylinder cover combustion chamber is conical.

Compared with the prior art, the utility model discloses following advantage has:

(1) Engine combustion chamber, through construct the guiding surface that admits air on the wall that is close to exhaust passage one side at the cylinder head combustion chamber to set up the bottom border of the guiding surface that admits air into the top border parallel and level with the cylinder body combustion chamber, or be located the inboard at cylinder body combustion chamber top border, can reduce gaseous power loss, can improve the tumble strength in the combustion chamber, and can be better cool off cylinder body combustion chamber wall, reduce the phenomenon of knocking because of the combustion chamber wall lights gas and causes.

(2) When the minimum distance between the bottom edge of the air inlet guide surface and the top edge of the cylinder combustion chamber is less than 2mm, the air flow can be prevented from forming air flow vortex at the position to influence the air inlet effect.

(3) When the bottom edge of the air inlet guide surface is flush with the top edge of the combustion chamber of the cylinder body, the air flow has smaller power loss.

(4) The power loss of the airflow can be reduced between the end surface of the bottom end of the door disc part and the air inlet guide surface according to the arrangement.

(5) And when the difference value of the included angle alpha and the included angle beta is 0, the power loss of the airflow is minimum.

Another object of the present invention is to provide an engine, wherein the engine combustion chamber is applied to the engine.

furthermore, the utility model also provides a vehicle, in install as above on the vehicle the engine.

The utility model discloses an engine and vehicle have the same beneficial effect with foretell engine combustion chamber, no longer describe herein.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

Fig. 1 is a bottom view of an engine cylinder head according to a first embodiment of the present invention;

FIG. 2 is a schematic diagram of an engine according to a first embodiment of the present invention;

FIG. 3 is a schematic and diagrammatic cross-sectional view of an engine according to a first embodiment of the present invention;

Fig. 4 is an enlarged view of an air inlet guide surface according to a first embodiment of the present invention;

Fig. 5 is an enlarged view of a portion a in fig. 4.

Description of reference numerals:

1-engine cylinder head, 101-cylinder head combustion chamber, 11-air inlet guide surface, 2-engine cylinder body, 21-exhaust side fire surface, 201-cylinder body combustion chamber, 3-air inlet channel, 31-air inlet channel, 4-exhaust channel, 41-exhaust valve, 411-valve disk portion, 4111-bottom end surface, 5-piston, 6-oil injector and 7-spark plug.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

example one

The present embodiment relates to an engine combustion chamber, which is defined by a head combustion chamber 101 at the bottom of an engine cylinder head 1 and a block combustion chamber 201 at the top of an engine block 2, and in which an intake port 3 and an exhaust port 4 are formed in the engine cylinder head 1, as shown in fig. 1 to 3.

One schematic illustration of the engine is as follows: as shown in fig. 2, the combustion chamber of the engine is specifically defined by the wall surface of the cylinder head combustion chamber 101, the wall surface of the cylinder block combustion chamber 201 and the top surface of the piston 5, and the combustion of the air-fuel mixture in the combustion chamber of the engine can push the piston 5 to do work. The fuel in the combustion chamber of the engine is released by an injector 6 arranged on the cylinder head 1 of the engine, the air in the combustion chamber of the engine is entered by the air inlet 3, and the exhaust gas after the combustion of the air-fuel mixture is discharged by the exhaust passage 4. In order to control the intake and exhaust processes of the engine combustion chamber, an intake valve 31 and an exhaust valve 41 are also arranged on the engine cylinder head 1, the intake valve 31 may constitute the communication or closing of the intake passage 3 with the engine combustion chamber, and the exhaust valve 41 may constitute the communication or closing of the exhaust passage 4 with the engine combustion chamber. It should be noted that the structure of the engine, except for the intake guide surface 11 described below, may refer to the existing engine structure, and the engine is described here only to help understanding of the intake guide surface 11 described below.

After the intake valve 31 is opened, that is, after the intake passage 3 is communicated with the combustion chamber of the engine, the stroke of the gas after entering the combustion chamber of the engine is as follows: because the intake passage 3 and the exhaust passage 4 are arranged in a V-shape at the top of the cylinder head combustion chamber 101, the air entering the engine combustion chamber from the intake passage 3 will be referred to as intake air for convenience of description, and the initial direction of the air entering the engine combustion chamber from the intake passage 3 is along the direction of the intake passage 3, i.e. the obliquely downward direction as shown in fig. 2, and then the intake air is guided by the wall surface of the cylinder head combustion chamber 101 near the exhaust passage 4, which is called the exhaust side, and will maintain the obliquely downward movement; until the intake air obliquely collides with the upper part of the exhaust side wall surface of the cylinder combustion chamber 201; the gas will then be directed by the exhaust side wall surface of the cylinder combustion chamber 201 to move downward.

When the intake air moves down to the top surface of the piston 5 along the wall surface on the exhaust side of the cylinder combustion chamber 201, the intake air is blocked by the contour of the top surface of the piston 5 and then turns to move to the wall surface on the intake side of the cylinder combustion chamber 201 in a direction parallel to the top surface of the piston 5; and then moves upward along the intake side wall surfaces of the cylinder combustion chamber 201 and the head combustion chamber 101 in sequence until mixing with the gas entering through the intake valve 31, and enters the next cycle, which may be specifically indicated by arrows in fig. 2.

However, in the process of the intake air moving from the wall surface on the exhaust side of the cylinder head combustion chamber 101 to colliding with the wall surface on the exhaust side of the cylinder block combustion chamber 201, the wall surface on the exhaust side 0 of the cylinder block combustion chamber 201 colliding with the intake air is in the region of the exhaust side power surface 21, and the exhaust side power surface 21 is always located above the piston 5 during the operation of the piston 5, and therefore, this portion is always in contact with the combustion gas and is subjected to an extremely high thermal load.

After the mixed gas in the combustion chamber of the engine is ignited by the spark plug 7, the gas-oil mixed gas around the spark plug 7 is firstly combusted, and then the flame front spreads all around. If the temperature of the exhaust side flame surface 21 is too high, it will continue to heat the nearby mixture, and the region is far from the combustion center, that is, the distance of the ignition plug 7, and if the flame front has not yet arrived, the exhaust side flame surface 21 will heat the surrounding mixture to the autoignition temperature, another or more flame nuclei will appear inside the engine combustion chamber besides the flame nuclei generated by the ignition of the ignition plug 7, which will cause the engine knocking phenomenon, which will result in higher combustion chamber temperature, higher mechanical load and uncomfortable noise, and will affect the comfort of the vehicle.

As described above, the tendency of knocking in the engine can be reduced by reducing the temperature of the exhaust-side combustion surface 21, and therefore, in the present embodiment, the intake guide surface 11 is formed on the exhaust-side wall surface of the cylinder head combustion chamber 101, so that the intake air can be guided to the exhaust-side combustion surface 21, and the exhaust-side combustion surface 21 can be cooled well by the intake air having a relatively low temperature. Further, the intake guide surface 11 can smoothly connect the door disc portion 411 and the cylinder block combustion chamber 201, reduce the power loss of intake air, increase the tumble strength in the combustion chamber, and improve the thermal efficiency of the engine.

Through a great deal of research, the inventor finds that the problems can be better solved by adjusting the wall surface of the exhaust side of the cylinder head combustion chamber 101 without influencing the overall structure of the engine and increasing the development difficulty and cost.

Specifically, as shown in fig. 1 to 5, an intake guide surface 11 is formed on the wall surface on the exhaust side of the cylinder head combustion chamber 101, and the intake guide surface 11 may be formed by the entire wall surface on the exhaust side of the cylinder head combustion chamber 101 or a part of the wall surface facing the intake port 3. It should be noted that the wall surface on the exhaust side of the cylinder head combustion chamber 101 and the wall surface on the intake side of the cylinder head can be divided by dividing the cylinder head combustion chamber 101 into two parts by a symmetrical plane between the intake passage 3 and the exhaust passage 4, wherein one side connected to the exhaust passage 4 is the exhaust side of the cylinder head combustion chamber 101, and the other side is the intake side of the cylinder head combustion chamber 101.

In this embodiment, the bottom edge of the intake guide surface 11 is flush with the top edge of the cylinder combustion chamber 201, or is located inside the top edge of the cylinder combustion chamber 201, so that the intake air can be smoothly guided from the wall surface on the exhaust side of the cylinder head combustion chamber 101 to the wall surface of the cylinder combustion chamber 201. If the bottom edge of the air intake guide surface 11 is located outside the top edge of the cylinder combustion chamber 201, the intake air collides with the bottom surface of the cylinder, resulting in power loss of the intake air, and a gas vortex is formed at the bottom edge, further reducing the airflow strength, and obviously reducing the flow speed of the intake air reduces the cooling effect on the exhaust side flame surface 21, and also affects the tumble strength of the engine combustion chamber.

Specifically, the bottom edge of the above-mentioned intake guide surface 11 is preferably flush with the top edge of the cylinder combustion chamber 201, so that a better effect can be obtained, i.e., the value of L1 in fig. 5 is 0. If the bottom edge of the intake guide surface 11 is preferably not flush with the top edge of the cylinder combustion chamber 201 due to structural restrictions, the bottom edge of the intake guide surface 11 should be disposed inside the top edge of the cylinder combustion chamber 201. In order to avoid that the bottom edge of the air inlet guide surface 11 is excessively positioned at the inner side of the top edge of the cylinder body combustion chamber 201, airflow vortex is formed at the position where an engine cylinder cover is connected with a cylinder body, and the air inlet airflow strength is reduced. The distance between the bottom edge of the intake guide surface 11 and the top edge of the cylinder combustion chamber 201 must not be excessively large, and more specifically, the minimum distance L1 between any point on the bottom edge of the intake guide surface 11 and the top edge of the cylinder combustion chamber 201 should be 2mm or less.

In addition, in order to reduce the influence of the valve disc portion 411 of the exhaust valve 41 on the intake air, in this embodiment, the intake air guide surface 11 is parallel to the bottom end surface 4111 of the valve disc portion 411 as much as possible, specifically, if the angle between the intake air guide surface 11 and the bottom surface of the engine cylinder head 1 is α, and the angle between the bottom end surface 4111 of the valve disc portion 411 and the bottom surface of the engine cylinder head 1 is β, the difference between α and β should be 0. Of course, if the difference between α and β cannot satisfy the above requirement due to the influence of the size of the cylinder combustion chamber 201 or the mounting angle of the exhaust valve 41. It is also possible that the difference between angle alpha and angle beta is below 20 deg.. When the difference between the angle α and the angle β is greater than 20 °, the influence of the door disc portion 411 on the intake air is significantly increased.

In addition, in order to further reduce the blockage of the intake air by the door part 411, when the exhaust valve 41 is in a closed state, that is, when the exhaust passage 4 is disconnected from the combustion chamber, the bottom end surface 4111 of the door part 411 of the exhaust valve 41 should be coplanar with the intake air guide surface 11, and if the two surfaces cannot be coplanar due to the structural restriction of the engine, the door part 411 of the exhaust valve 41 should have a protrusion towards the combustion chamber side of the engine relative to the intake air guide surface 11, that is, the door part 411 should protrude into the combustion chamber.

Of course, in order to obtain a good effect, when the end surface of the bottom end of the door panel 411 has a protrusion toward the engine combustion chamber side with respect to the intake guide surface 11, the maximum vertical distance between the end surface of the door panel 411 close to the engine combustion chamber side and the intake guide surface 11 is 3mm or less, that is, the maximum value of the minimum distances between any point on the end surface of the bottom end of the door panel 411 and the intake guide surface 11 should be 3mm or less, so as to reduce the influence of the door panel 411 on the intake air, and if the distance is too large, the influence on the intake air is significantly increased.

in addition, in order to further reduce the power loss when the intake air flows through the intake guide surface 11, in the present embodiment, an intersection line between the intake guide surface 11 and any plane passing through the center line of the cylinder head combustion chamber 101 is a straight line, that is, the cylinder head combustion chamber 101 is conical at least at a portion where the intake guide surface 11 is provided.

In summary, in the engine combustion chamber of the present embodiment, the air intake guide surface 11 is disposed on the wall surface on the exhaust side of the cylinder head combustion chamber 101, so that the power loss during the process of moving the intake air to the exhaust side flame front 21 is reduced without greatly changing the overall structure of the engine and increasing the development difficulty, and thus the exhaust side flame front 21 can be cooled well, and the engine knocking problem caused by the ignition of the air-fuel mixture by the exhaust side flame front 21 can be reduced. Meanwhile, the power loss of air inlet is reduced, the tumble strength in the combustion chamber of the engine can be effectively improved, and the fuel economy of the engine is improved.

example two

The present embodiment relates to an engine to which the engine combustion chamber according to the first embodiment is applied.

The engine of the embodiment can reduce the knocking tendency of the engine under the condition of not influencing the development difficulty of the engine and can improve the fuel economy of the engine by applying the engine combustion chamber.

EXAMPLE III

The present embodiment relates to a vehicle on which an engine as described in embodiment two is mounted.

the vehicle of the embodiment has better comfort and better fuel economy due to the lower knocking tendency of the engine, and is beneficial to energy conservation and emission reduction of the vehicle.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (9)

1. An engine combustion chamber, including cylinder head combustion chamber (101) that is located engine cylinder head (1) bottom and block combustion chamber (201) that is located engine cylinder block (2) top, and in engine cylinder head (1) is last to be constructed intake duct (3) and exhaust passage (4), its characterized in that: an air inlet guide surface (11) is formed on the wall surface of one side, close to the exhaust passage (4), of the cylinder cover combustion chamber (101), and the bottom edge of the air inlet guide surface (11) is flush with the top edge of the cylinder body combustion chamber (201), or the bottom edge of the air inlet guide surface (11) is located on the inner side of the top edge of the cylinder body combustion chamber (201).

2. The engine combustion chamber of claim 1, characterized in that: when the bottom edge of the air inlet guide surface (11) is positioned at the inner side of the top edge of the cylinder combustion chamber (201), the minimum distance L1 between any point on the bottom edge of the air inlet guide surface (11) and the top edge of the cylinder combustion chamber (201) is less than 2 mm.

3. The engine combustion chamber of claim 1, characterized in that: an exhaust valve (41) is arranged on the engine cylinder cover (1), and an included angle alpha between the end surface of the bottom end of the valve disc part (411) of the exhaust valve (41) and the bottom surface of the engine cylinder cover (1) and an included angle beta between the air inlet guide surface (11) and the bottom surface of the engine cylinder cover (1) satisfy the following conditions: the difference between alpha and beta is below 20 deg..

4. The engine combustion chamber of claim 3, characterized in that: the difference between the included angle alpha and the included angle beta is 0.

5. The engine combustion chamber of claim 3, characterized in that: the end face of the bottom end of the door disc part (411) is coplanar with the air inlet guide surface (11), or the end face of the bottom end of the door disc part (411) has a protrusion towards the engine combustion chamber side relative to the air inlet guide surface (11).

6. The engine combustion chamber of claim 5, characterized in that: when the end face of the bottom end of the door disc part (411) has a protrusion toward the engine combustion chamber side relative to the air intake guide surface (11), the maximum vertical distance between the end face of the bottom end of the door disc part (411) and the air intake guide surface (11) is 3mm or less.

7. The engine combustion chamber of claim 1, characterized in that: the cylinder cover combustion chamber (101) is conical.

8. An engine, characterized in that: applying to said engine an engine combustion chamber according to any one of claims 1 to 7.

9. A vehicle, characterized in that: an engine as claimed in claim 8 mounted on the vehicle.