CN214221354U - Engine combustion chamber - Google Patents
Engine combustion chamber Download PDFInfo
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- CN214221354U CN214221354U CN202022771799.8U CN202022771799U CN214221354U CN 214221354 U CN214221354 U CN 214221354U CN 202022771799 U CN202022771799 U CN 202022771799U CN 214221354 U CN214221354 U CN 214221354U
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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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Abstract
The utility model provides an engine combustion chamber, includes the cylinder head and the piston of engine, and the close capping of cylinder head sets up the cavity as the combustion chamber, and the inlet port of cylinder head, exhaust hole and combustion chamber intercommunication, the upper end of combustion chamber sets up spark plug hole, its characterized in that: the chamber cavity of the combustion chamber comprises a left air-squeezing area and a right air-squeezing area, an upward convex strong turbulent area is arranged between the left air-squeezing area and the right air-squeezing area, the tops of the left air-squeezing area, the right air-squeezing area and the strong turbulent area are both convex curved surfaces, the top of the strong turbulent area protrudes out of the tops of the left air-squeezing area and the right air-squeezing area to form a combustion chamber structure with the top of the strong turbulent area higher than the tops of the left air-squeezing area and the right air-squeezing area, an air inlet hole and an air outlet hole are arranged in the strong turbulent area, a spark plug hole is arranged between the air inlet hole and the air outlet hole and is deviated from the central connecting line of the air inlet hole and the air outlet hole, the spark plug hole is arranged at the junction of the strong turbulent area and the left air-squeezing area, and a piston is arranged below the combustion chamber.
Description
Technical Field
The utility model relates to an internal-combustion engine technical field, in particular to engine combustion chamber.
Background
The engine combustion chamber is a closed space bearing the action of high-temperature and high-pressure fuel gas, and consists of a cylinder head combustion chamber and a piston top surface. The combustion chamber is the core structure of the engine combustion system, and in the face of the pursuit of modern internal combustion engines for high thermal efficiency, the combustion chamber not only needs to meet the basic requirement of providing a fuel combustion space, but also needs to start from the shape of the combustion chamber, and a method for improving the combustion efficiency and the thermal efficiency of the engine is sought. The current two-valve engine has the problems of weak airflow movement of a combustion chamber in a cylinder, uneven mixing of fuel and air and large heat transfer loss, so that the combustion efficiency and the circulating heat efficiency of the internal combustion engine are not high and the oil consumption is high.
Disclosure of Invention
The utility model discloses a solve the problem that above prior art exists, provide an engine combustion chamber, can show the combustion efficiency and the cyclic heat efficiency who improves the internal-combustion engine, the technical scheme of the utility model as follows:
a combustion chamber of an engine comprises a cylinder cover of the engine and a piston, wherein a concave cavity is arranged on a cover closing surface of the cylinder cover to serve as a combustion chamber, an air inlet and an air outlet of the cylinder cover are communicated with the combustion chamber, a spark plug hole is arranged at the upper end of the combustion chamber, a chamber cavity of the combustion chamber comprises a left air squeezing area and a right air squeezing area, a strong turbulence area which protrudes upwards is arranged between the left air squeezing area and the right air squeezing area, the chamber tops of the left air squeezing area, the right air squeezing area and the strong turbulence area are both convex curved surfaces, the chamber top of the strong turbulence area protrudes out of the chamber tops of the left air squeezing area and the right air squeezing area to form a combustion chamber structure with the strong turbulence area chamber top higher than the chamber tops of the left air squeezing area and the right air squeezing area, the air inlet and the air outlet are arranged in the strong turbulence area, the spark plug hole is positioned between the air inlet and the air outlet and is deviated from the central connecting line of the air inlet and the air outlet, and is arranged at the junction of the strong turbulence area and the left air squeezing area, the piston is located below the combustion chamber.
The cavity top of the strong turbulence area is 1-3 mm higher than that of the left air squeezing area, and the distance between the cavity top of the left air squeezing area and the cover closing surface is 5-10 mm.
And the cavity top area of the strong turbulent flow area accounts for 1/2-2/3 of the cavity top area of the combustion chamber.
The maximum curvature range of the cavity top of the strong turbulent flow region is 0.01-0.02 mm-1。
And one side of the air inlet hole, which is close to the cover closing surface, is provided with a flow guide part extending out of the hole wall and used for preventing the formation of reverse tumble in the air inlet process, and the flow guide part is parallel to the axial lead of the air inlet hole.
The length of water conservancy diversion portion is 1 ~ 5 mm.
The top surface of the piston is provided with a spherical pit, and the diameter of the spherical pit is the same as that of the combustion chamber.
The depth of the spherical concave pit of the piston is 1-5 mm.
An annular plane is reserved between the spherical pit opening of the piston and the edge of the top surface of the piston.
Adopt above-mentioned technical scheme: the combustion chamber structure comprises a cylinder cover of an engine and a piston, wherein a concave cavity is arranged on a cover closing surface of the cylinder cover to serve as a combustion chamber, an air inlet hole and an exhaust hole of the cylinder cover are communicated with the combustion chamber, a spark plug hole is arranged at the upper end of the combustion chamber, a chamber cavity of the combustion chamber comprises a left air squeezing area and a right air squeezing area, an upward-convex strong turbulent flow area is arranged between the left air squeezing area and the right air squeezing area, the tops of the left air squeezing area, the right air squeezing area and the strong turbulent flow area are both convex curved surfaces, the top of the strong turbulent flow area protrudes out of the tops of the left air squeezing area and the right air squeezing area to form a combustion chamber structure with the top of the strong turbulent flow area higher than the tops of the left air squeezing area and the right air squeezing area; the air inlet and the air outlet are arranged in the strong turbulent flow area, and the cavity top of the strong turbulent flow area protrudes out of the cavity tops of the left and right air squeezing areas, so that the structure is favorable for the inlet air flow to form stronger tumble flow in the strong turbulent flow area. The spark plug hole is positioned between the air inlet hole and the exhaust hole, is deviated from the central connecting line of the air inlet hole and the exhaust hole, is arranged at the junction of the strong turbulence area and the left squish area, and the piston is positioned below the combustion chamber. The cavity top of the strong turbulent flow area of the combustion chamber of the utility model is protruded out of the cavity tops of the left and right air-squeezing areas, which is beneficial to forming strong tumble flow in the combustion chamber; the spherical pit is arranged on the top surface of the piston, the diameter of the spherical pit is the same as that of the combustion chamber, the spherical pit and the combustion chamber are matched to maintain large-scale flow of gas in the cylinder, and meanwhile, the spherical pit of the piston can enable the combustion chamber to have smaller surface-to-volume ratio and reduce heat transfer loss. The engine combustion chamber with the structure can enable gas in a cylinder to form stronger tumble flow and maintain large-scale flow by designing the structure of the cylinder head combustion chamber and matching with the geometric shape of the top surface of a piston, the flow strength of the gas is obviously improved, the heat transfer loss is small, fuel oil and air in the cylinder are mixed more uniformly, the geometric structure of the combustion chamber and a spark plug are arranged in a matching way, so that the spark plug is positioned in a turbulent core area of the gas in the cylinder before and after an ignition top dead center, the flame propagation rate can be accelerated after ignition, the combustion speed is improved, the combustion state of the engine is effectively improved, heat release is concentrated, the possibility of afterburning of the engine is reduced, the heat transfer loss is reduced, and the effects of improving the combustion efficiency and the cycle thermal efficiency and reducing the oil consumption are finally achieved.
And one side of the air inlet hole, which is close to the cover closing surface, is provided with a flow guide part extending out of the hole wall and used for preventing the formation of reverse tumble in the air inlet process and enhancing the movement intensity of forward tumble, and the flow guide part is parallel to the axial lead of the air inlet hole.
The top surface of the piston is provided with a spherical pit, and the diameter of the spherical pit is the same as that of the combustion chamber. The depth of the spherical pit of the piston is 1-5 mm, and the proper volume of a combustion chamber can be obtained by adjusting the size of the spherical pit so as to adjust the compression ratio of the engine.
An annular plane is reserved between the spherical pit opening of the piston and the edge of the top surface of the piston, so that the purpose of increasing the strength of the edge of the top surface of the piston is achieved.
The invention is further described with reference to the drawings and the specific embodiments.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the cylinder head;
FIG. 3 is a view from the B-B direction of FIG. 2;
FIG. 4 is an enlarged view at C of FIG. 3;
FIG. 5 is a schematic structural view of a left squish zone, a strong turbulent zone, and a right squish zone;
FIG. 6 is a schematic diagram of tumble ratio as a function of crank angle before and after optimization according to the present disclosure.
Detailed Description
The utility model discloses an embodiment of engine combustion chamber:
referring to fig. 1-6, an engine combustion chamber comprises a cylinder cover 1 and a piston 2 of an engine, a concave cavity is arranged on a cover closing surface 3 of the cylinder cover 1 and serves as a combustion chamber 4, an air inlet 5 and an exhaust hole 6 of the cylinder cover 1 are communicated with the combustion chamber 4, a spark plug hole 7 is arranged at the upper end of the combustion chamber 4, a chamber cavity of the combustion chamber 4 comprises a left air squeezing area 9 and a right air squeezing area 8, an upward convex strong turbulence area 10 is arranged between the left air squeezing area and the right air squeezing area, and the top area of the chamber of the strong turbulence area 10 accounts for 1/2-2/3 of the top area of the chamber of the combustion chamber 4. The tops of the cavities of the left air-squeezing area 9, the right air-squeezing area 8 and the strong turbulent area 10 are all convex curved surfaces, the top of the cavity of the strong turbulent area 10 protrudes out of the tops of the cavities of the left air-squeezing area and the right air-squeezing area to form a structure that the top of the cavity of the strong turbulent area 10 is higher than the tops of the cavities of the left air-squeezing area and the right air-squeezing area, the top of the cavity of the left air-squeezing area 9 is higher than the top of the cavity of the right air-squeezing area 8 by 1-3 mm, and the distance between the top of the cavity of the left air-squeezing area 9 and the cover combining surface 3 is 5-10 mm; the air inlet 5 and the air outlet 6 are arranged in the strong turbulent flow area 10, and the cavity top of the strong turbulent flow area 10 protrudes out of the cavity tops of the left and right air squeezing areas, so that the structure is favorable for the intake air flow to form stronger tumble flow in the strong turbulent flow area 10. The spark plug hole7 is located between the air inlet 5 and the air outlet 6, and is deviated from the central connecting line of the air inlet 5 and the air outlet 6, and is arranged at the junction of the strong turbulent flow zone 10 and the left air squeezing zone 9, in the embodiment, the axis of the spark plug hole 7 is deviated from the air outlet 6 obliquely; one side of the air inlet hole 5 close to the cover closing surface 3 is provided with a flow guide part 12 extending out of the hole wall and used for preventing the formation of reverse tumble in the air inlet process and enhancing the movement intensity of forward tumble, the flow guide part 12 is parallel to the axial lead of the air inlet hole 5, and the length s of the flow guide part 12 is 1-5 mm. The piston 2 is located below the combustion chamber 4, the top surface of the piston 2 is provided with a spherical pit 11, the diameter of the spherical pit 11 is the same as that of the combustion chamber 4, the depth of the spherical pit 11 is 1-5 mm, and the size of the spherical pit 11 can be adjusted to obtain a proper combustion chamber volume so as to adjust the compression ratio of the engine. An annular plane 13 is reserved between the pit opening of the spherical pit 11 of the piston 2 and the edge of the top surface of the piston 2, so that the purpose of increasing the strength of the edge of the top surface of the piston 2 is achieved. The maximum curvature range of the cavity top of the strong turbulent flow region 10 is 0.01-0.02 mm-1. The cavity top of the strong turbulent flow zone 10 of the combustion chamber 4 of the utility model protrudes out of the cavity tops of the left and right air-squeezing zones, which is beneficial to forming strong tumble flow in the combustion chamber 4; the top surface of the piston 2 is provided with a spherical pit 11, the diameter of the spherical pit 11 is the same as that of the combustion chamber 4, the spherical pit 11 and the combustion chamber are matched to maintain large-scale flow of gas in the cylinder, and meanwhile, the spherical pit 11 of the piston 2 can enable the combustion chamber 4 to have a smaller surface-to-volume ratio and reduce heat transfer loss. Referring to fig. 6, for the schematic diagram of the tumble ratio varying with the crank angle before and after the optimization, the larger the tumble ratio value is, the better the combustion effect is, the structure of the cylinder head combustion chamber 4 and the geometric shape matching with the top surface of the piston 2 are designed, so that the gas in the cylinder can form stronger tumble and maintain large-scale flow, the gas flow strength is remarkably improved, the heat transfer loss is small, the fuel oil and the air in the cylinder are more uniformly mixed, and the geometric structure of the combustion chamber 4 and the spark plug are arranged in a matching way, so that the spark plug is positioned in the turbulent flow core area of the gas in the cylinder before and after the ignition top dead center, after ignition, the flame propagation rate can be accelerated, the combustion speed is improved, the combustion state of the engine is effectively improved, the heat release is more concentrated, and the engine starting is reducedThe possibility of post combustion reduces heat transfer loss, and finally achieves the effects of improving combustion efficiency and circulating heat efficiency and reducing oil consumption.
Claims (9)
1. The utility model provides an engine combustion chamber, includes cylinder head (1) and piston (2) of engine, closing capping surface (3) of cylinder head (1) sets up the cavity as combustion chamber (4), and intake port (5), exhaust hole (6) and combustion chamber (4) intercommunication of cylinder head (1), the upper end of combustion chamber (4) sets up spark plug hole (7), its characterized in that: the chamber cavity of the combustion chamber (4) comprises a left air squeezing area (9) and a right air squeezing area (8), a strong turbulence area (10) which protrudes upwards is arranged between the left air squeezing area and the right air squeezing area, the chamber tops of the left air squeezing area (9), the right air squeezing area (8) and the strong turbulence area (10) are all convex curved surfaces, the chamber top of the strong turbulence area (10) protrudes out of the chamber tops of the left air squeezing area and the right air squeezing area to form a combustion chamber (4) structure that the chamber top of the strong turbulence area (10) is higher than the chamber tops of the left air squeezing area and the right air squeezing area, the chamber top of the left air squeezing area (9) is higher than the chamber top of the right air squeezing area (8), the air inlet hole (5) and the exhaust hole (6) are arranged in the strong turbulence area (10), the spark plug hole (7) is arranged between the air inlet hole (5) and the exhaust hole (6) and is deviated from the central connecting line of the air inlet hole (5) and the exhaust hole (6), and is arranged at the junction of the strong turbulence area (10) and the left air squeezing area (9), the piston (2) is located below the combustion chamber (4).
2. The engine combustion chamber of claim 1, characterized in that: the cavity top of the strong turbulence area (10) is 1-3 mm higher than that of the left air squeezing area (9), and the distance between the cavity top of the left air squeezing area (9) and the cover closing surface (3) is 5-10 mm.
3. The engine combustion chamber of claim 1, characterized in that: the cavity top area of the strong turbulent flow area (10) accounts for 1/2-2/3 of the cavity top area of the combustion chamber (4).
4. The engine combustion chamber of claim 1, characterized in that: of said zone of strong turbulence (10)The maximum curvature range of the cavity top is 0.01-0.02 mm-1。
5. The engine combustion chamber of claim 1, characterized in that: one side of the air inlet hole (5) close to the cover closing surface (3) is provided with a flow guide part (12) extending out of the hole wall and used for preventing the formation of reverse tumble in the air inlet process, and the flow guide part (12) is parallel to the axial lead of the air inlet hole (5).
6. The engine combustion chamber of claim 5, characterized in that: the length of the flow guide part (12) is 1-5 mm.
7. The engine combustion chamber of claim 1, characterized in that: the top surface of the piston (2) is provided with a spherical pit (11), and the diameter of the spherical pit (11) is the same as that of the combustion chamber (4).
8. The engine combustion chamber of claim 7, wherein: the depth of the spherical concave pit (11) of the piston (2) is 1-5 mm.
9. The engine combustion chamber of claim 7, wherein: and an annular plane (13) is reserved between the pit opening of the spherical pit (11) of the piston (2) and the edge of the top surface of the piston (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022771799.8U CN214221354U (en) | 2020-11-25 | 2020-11-25 | Engine combustion chamber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022771799.8U CN214221354U (en) | 2020-11-25 | 2020-11-25 | Engine combustion chamber |
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| Publication Number | Publication Date |
|---|---|
| CN214221354U true CN214221354U (en) | 2021-09-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022771799.8U Active CN214221354U (en) | 2020-11-25 | 2020-11-25 | Engine combustion chamber |
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| CN (1) | CN214221354U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114810327A (en) * | 2022-05-20 | 2022-07-29 | 潍柴动力股份有限公司 | Combustion chamber and gas engine |
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2020
- 2020-11-25 CN CN202022771799.8U patent/CN214221354U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114810327A (en) * | 2022-05-20 | 2022-07-29 | 潍柴动力股份有限公司 | Combustion chamber and gas engine |
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