CN216429790U - Engine piston, engine combustion system and engine - Google Patents
Engine piston, engine combustion system and engine Download PDFInfo
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- CN216429790U CN216429790U CN202220550109.2U CN202220550109U CN216429790U CN 216429790 U CN216429790 U CN 216429790U CN 202220550109 U CN202220550109 U CN 202220550109U CN 216429790 U CN216429790 U CN 216429790U
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Abstract
The utility model relates to an engine field discloses an engine piston, engine combustion system and engine. The utility model discloses an engine piston, set up recessed central combustion area on central boss, and divide into upper portion combustion area and lower part combustion area through the arch with the region in the central boss outside, the realization divides the inner space of combustion chamber into three region, be respectively along its radial central combustion area of laying in proper order from inside to outside, lower part combustion area and upper portion combustion area, can utilize the oil beam striking central combustion area, so that the oil beam is at the inside atomizing burning of central combustion area, make full use of the gas mixture at combustion chamber center, be favorable to the oil beam high-efficient burning under lower excess air coefficient, in order to eliminate the combustion blind spot.
Description
Technical Field
The utility model relates to an engine field especially relates to an engine piston, engine combustion system and engine.
Background
With the rising of fuel price, users pay more attention to the energy saving and consumption reduction problem of the engine in the competition of the vehicle power system, and how to improve the oil consumption of the engine is a key research and development problem of the current engine.
The combustion chamber of the diesel engine is approximately omega-shaped, the central boss of the combustion chamber is approximately a frustum, and the upper surface of the frustum is a plane, so that a combustion dead zone is formed at the center of the combustion chamber, and fuel oil is injected to avoid the center of the combustion chamber, so that the gas mixture at the center of the combustion chamber cannot be fully utilized.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an engine piston, engine combustion system and engine can make the gas mixture at combustion chamber center fully burn, improves fuel utilization ratio.
To achieve the purpose, the utility model adopts the following technical proposal:
an engine piston comprises a piston body, wherein a combustion chamber is arranged at the top of the piston body, a central boss is arranged at the bottom of the combustion chamber, a bulge is convexly arranged on the side wall of the combustion chamber, a lower combustion area with an omega-shaped axial section is formed between the bulge and the central boss, an upper combustion area is formed between the bulge and the top plane of the piston body, and the upper combustion area is positioned above the lower combustion area; the upper surface of the central boss is recessed to form a central combustion area.
As an alternative solution to the above-mentioned engine piston, the central combustion area is formed by a central profile line rotating around the central axis of the piston body by one revolution;
the central contour line comprises a central bevel edge and a central arc which are in tangent connection, and the central bevel edge is connected with a bus of the central boss;
the included angle theta between the central oblique edge and the generatrix of the central boss is 100-120 degrees.
As an alternative solution to the above-mentioned engine piston, the upper combustion zone is formed by one rotation of an upper contour line around the central axis of the piston body;
the upper contour line comprises an upper oblique line and an upper arc which are connected in a tangent mode, and an included angle gamma between the upper oblique line and the top plane of the piston body is 20-30 degrees.
As an alternative solution to the above-mentioned engine piston, the lower combustion zone is formed by a lower contour line rotating around the central axis of the piston body by one revolution;
the lower contour line comprises the central boss bus, a lower arc and a lower oblique line which are connected in a tangent mode;
an included angle alpha/2 between a generatrix of the central boss and a central axis of the piston body is 65-75 degrees, and an included angle beta between the lower oblique line and the upper oblique line is 85-95 degrees.
As an alternative solution to the above-mentioned engine piston, the throat diameter of the lower combustion zone is d1, the maximum diameter of the lower combustion zone is d2, the ratio of d1 to d2 ranges from 88% to 92%, and the ratio of d2 to the diameter of the cylinder chamber of the engine ranges from 58% to 62%;
the distance between the bottom of the lower combustion area and the top plane of the piston body is H, and the ratio of H to d2 ranges from 18% to 23%.
As an alternative solution of the above engine piston, the distance between the bottom of the central combustion area and the top plane of the piston body is H2, and the distance between the bottom of the lower combustion area and the top plane of the piston body is H, wherein H > H2.
As an alternative solution to the above-mentioned engine piston, the diameter of the upper combustion zone increases gradually in the direction from bottom to top.
The utility model also provides an engine combustion system, including foretell engine piston, engine combustion system still includes:
the cylinder is provided with a cylinder chamber, the engine piston is arranged in the cylinder chamber in a sliding mode, and the cylinder chamber is communicated with the combustion chamber;
and the fuel injector is used for injecting fuel into the combustion chamber.
As an optional technical scheme of the engine combustion system, an included angle between a generatrix of the central boss and a central axis of the piston body is α/2, and a spray cone angle of the fuel injector is smaller than α.
The utility model also provides an engine, including foretell engine combustion system.
The utility model has the advantages that: the utility model provides an engine piston, set up recessed central combustion area on central boss, and divide into upper portion combustion area and lower part combustion area through the arch with the region in the central boss outside, the realization divides the inner space of combustion chamber into three region, be respectively along its radial central combustion area of laying in proper order from inside to outside, lower part combustion area and upper portion combustion area, can utilize beam of oil striking central combustion area, so that the beam of oil is at the inside atomizing burning of central combustion area, make full use of the mist at combustion chamber center, be favorable to the beam of oil to burn under lower excess air factor high-efficiently, in order to eliminate the combustion blind spot.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments of the present invention will be briefly described below, and 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 contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a combustion zone of a combustion chamber provided by an embodiment of the present invention;
fig. 2 is a cross-sectional view of a combustion chamber provided by an embodiment of the present invention;
FIG. 3 is a fuel injection route diagram of a first main injection of an engine combustion system according to an embodiment of the present invention;
fig. 4 is a diagram illustrating a fuel injection law of an engine combustion system according to an embodiment of the present invention;
fig. 5 is a fuel injection route diagram of the engine combustion system according to the embodiment of the present invention during the second main injection.
In the figure:
1. an upper combustion zone; 11. an upper oblique line; 2. a lower combustion zone; 21. a lower oblique line; 3. a central combustion zone; 31. the central oblique side.
Detailed Description
In order to make the technical problem solved by the present invention, the technical solution adopted by the present invention and the technical effect achieved by the present invention clearer, the technical solution of the present invention will be further explained by combining the drawings and by means of the specific implementation manner. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements related to the present invention are shown in the drawings.
The embodiment provides an engine piston and an engine combustion system, wherein the engine combustion system comprises the engine piston, a cylinder and an oil sprayer, the engine piston is arranged in a cylinder chamber of the cylinder in a sliding manner, the engine piston comprises a piston body, and the top of the piston body is provided with a combustion chamber communicated with the cylinder chamber; the engine piston is driven by a crankshaft or the like to reciprocate in the cylinder chamber.
As shown in FIG. 1, a central boss is convexly arranged at the bottom of the combustion chamber, and the central boss is a frustum. A bulge is convexly arranged on the side wall of the combustion chamber, a lower combustion area 2 is formed between the bulge and the central boss, an upper combustion area 1 is formed between the bulge and the top plane of the piston body, and the upper combustion area 1 is positioned above the lower combustion area 2; the upper surface of the frustum is recessed to form a central combustion zone 3. In the present embodiment, the axial cross-section of the lower combustion zone 2 is substantially omega-shaped.
The engine piston provided by the embodiment divides the internal space of the combustion chamber into three areas, namely a central combustion area 3, a lower combustion area 2 and an upper combustion area 1 which are sequentially distributed from inside to outside along the radial direction of the engine piston, and can utilize the oil bundles to impact the central combustion area 3 so as to enable the oil bundles to be atomized and combusted inside the central combustion area 3, fully utilize the mixed gas at the center of the combustion chamber, and be beneficial to the efficient combustion of the oil bundles under a lower excess air coefficient so as to eliminate a combustion dead zone.
Specifically, as shown in fig. 2, the central combustion zone 3 is formed by a rotation of the central profile line around the central axis of the piston body; the central contour line comprises a central bevel edge 31 and a central arc which are connected in a tangent mode, and the central bevel edge 31 is connected with a bus of the frustum; the included angle theta between the central oblique side 31 and the generatrix of the frustum is 100-120 degrees. In this embodiment, the central circular arc is provided with an indent, and the central bevel edge 31 is connected with the bus of the frustum through a first transition circular arc.
The upper combustion zone 1 is formed by one rotation of an upper contour line around the central axis of the piston body; the upper contour line comprises an upper oblique line 11 and an upper arc which are connected in a tangent mode, and an included angle gamma between the upper oblique line 11 and the top plane of the piston body is 20-30 degrees. In this embodiment, the upper portion circular arc is provided in an indent manner, and the upper portion circular arc is connected with the top plane of the piston body through the second transition circular arc, and the diameter of the upper portion combustion area 1 is gradually increased along the direction from bottom to top.
The lower combustion zone 2 is formed by one rotation of a lower contour line around the central axis of the piston body; the lower contour line comprises a frustum bus, a lower arc and a lower oblique line 21 which are connected in a tangent mode; the included angle alpha/2 between the generatrix of the frustum and the central axis of the piston body is 65-75 degrees, and the included angle beta between the lower oblique line 21 and the upper oblique line 11 is 85-95 degrees. In this embodiment, the lower arc is concave, the lower arc is tangent to a generatrix of the frustum, the lower oblique line 21 and the upper oblique line 11 are connected through a third transition arc, and the third transition arc is convex inward to form the protrusion.
The throat diameter of the lower combustion zone 2 is d1, the maximum diameter of the lower combustion zone 2 is d2, the ratio of d1 to d2 represents the throat ratio of the combustion chamber, the ratio of d1 to d2 ranges from 88% to 92%, and the main purpose is to maintain the flow strength of the air flow in the lower combustion zone 2; the ratio of d2 to the diameter of the cylinder chamber of the engine ranges from 58% to 62%; the distance between the bottom of the lower combustion zone 2 and the top plane of the piston body is H, and the ratio of H to d2 ranges from 18% to 23%.
Illustratively, the opening diameter of the upper combustion zone 1 is D, the value of D ranging from 82mm to 92 mm; the radius R3 of the third transition arc ranges from 2mm to 3mm, the radius R1 of the lower arc ranges from 4mm to 6mm, the radius H ranges from 11mm to 18mm, the distance between the top wall of the frustum and the top plane of the piston body is H1, and the radius H1 ranges from 1mm to 3 mm; the distance between the bottom of the central combustion area 3 and the top plane of the piston body is H2, H is more than H2, and the value range of H2 is 6mm-8 mm; the radius r of the central arc ranges from 5mm to 7 mm.
The embodiment also provides an engine combustion control method, which can be implemented by the engine combustion system.
Specifically, as shown in fig. 3 to 5, the injector performs a first main injection and a second main injection at intervals, and the injector injects fuel into the central combustion area 3 at the first main injection, so that the fuel is atomized and combusted in the central combustion area 3 to utilize the air-fuel mixture in the central combustion area 3.
The first main injection is injected near the top dead center, and the corresponding crank angle during oil injection is symmetrical about the top dead center, for example, the first main injection is started when the crank angle is-2 degrees, and the first main injection is ended when the crank angle is 2 degrees, so that the position of the drop point of the fuel oil can be refined by utilizing the symmetry of the up-going and down-going operation of the piston.
To this end, it is ensured that fuel can be injected into the central combustion zone 3 of the combustion chamber during the first main injection, the spray cone angle of the injector being required to be smaller than the angle α.
When the fuel injector is used for the second main injection, fuel oil is injected to the bulges, and the injected fuel oil is guided and distributed by the bulges, so that the oil-gas distribution in the cylinder chamber is facilitated to be enhanced, the air utilization rate in the cylinder chamber is improved, and the combustion efficiency is improved.
Optionally, when the main injection is performed for the second time, the fuel oil impacts the bulge to form an upper-lower flow distribution, and air in the lower combustion zone 2 and the upper combustion zone 1 is fully utilized to realize upper-lower zone combustion. Illustratively, the second main injection is started after the crank angle is greater than 4 ° while the piston is traveling downward.
The target angle is arranged between the first main injection and the second main injection, and fuel oil cannot be injected into the central combustion area 3 during the second main injection by setting the target angle. The target angle is a target angle corresponding to the engine speed and the engine torque, which is obtained based on a mapping relationship between the engine speed, the engine torque, and the target angle.
The target angle is calibrated by performing repeated tests for a plurality of times based on the engine speed and the engine torque so as to establish a mapping relation among the engine speed, the engine torque and the target angle, the mapping relation is embedded into the controller, and the target angle corresponding to the engine speed and the engine torque can be inquired based on the mapping relation.
In order to improve the combustion effect, the injection duration of the second main injection is longer than that of the first main injection, and the injection rate of the second main injection is higher than that of the first main injection.
Preferably, the injection duration of the first main injection corresponding to the engine speed and the engine torque is queried based on the injection duration of the first main injection, the engine speed, and the engine torque. The fuel injection rate of the first main injection corresponding to the engine speed and the engine torque is inquired based on the fuel injection rate of the first main injection, the engine speed and the engine torque.
The fuel injection duration of the second main injection corresponding to the engine speed and the engine torque is queried based on the fuel injection duration of the second main injection, the engine speed, and the engine torque. The injection rate of the second main injection corresponding to the engine speed and the engine torque is inquired based on the injection rate of the second main injection, the engine speed and the engine torque.
The invention also provides an engine comprising the engine combustion system.
It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Claims (10)
1. An engine piston comprises a piston body, wherein a combustion chamber is arranged at the top of the piston body, a central boss is arranged at the bottom of the combustion chamber, a bulge is convexly arranged on the side wall of the combustion chamber, a lower combustion area (2) is formed between the bulge and the central boss, an upper combustion area (1) is formed between the bulge and the top plane of the piston body, and the upper combustion area (1) is positioned above the lower combustion area (2); the combustion chamber is characterized in that the upper surface of the central boss is recessed to form a central combustion area (3).
2. The engine piston according to claim 1, characterized in that the central combustion zone (3) is formed by a rotation of a central profile line around the central axis of the piston body;
the central contour line comprises a central bevel edge (31) and a central arc which are connected in a tangent mode, and the central bevel edge (31) is connected with a bus of the central boss;
the included angle theta between the central oblique edge (31) and a generatrix of the central boss is 100-120 degrees.
3. The engine piston according to claim 1, characterized in that the upper combustion zone (1) is formed by one revolution of an upper profile line around the central axis of the piston body;
the upper contour line comprises an upper oblique line (11) and an upper arc which are connected in a tangent mode, and an included angle gamma between the upper oblique line (11) and the top plane of the piston body is 20-30 degrees.
4. An engine piston according to claim 3, characterized in that the lower combustion zone (2) is formed by a lower profile line rotated one revolution around the centre axis of the piston body;
the lower contour line comprises a central boss bus, a lower arc and a lower oblique line (21) which are connected in a tangent mode;
an included angle alpha/2 between a generatrix of the central boss and a central axis of the piston body is 65-75 degrees, and an included angle beta between the lower oblique line (21) and the upper oblique line (11) is 85-95 degrees.
5. The engine piston of any of claims 1 to 4, characterized in that the throat diameter of said lower combustion zone (2) is d1, the maximum diameter of said lower combustion zone (2) is d2, the ratio of said d1 to said d2 is in the range of 88% to 92%, the ratio of said d2 to the cylinder chamber diameter of the engine is in the range of 58% to 62%;
the distance between the bottom of the lower combustion area (2) and the top plane of the piston body is H, and the ratio of H to d2 ranges from 18% to 23%.
6. The engine piston according to any of claims 1 to 4, characterized in that the distance between the bottom of the central combustion zone (3) and the top plane of the piston body is H2, and the distance between the bottom of the lower combustion zone (2) and the top plane of the piston body is H, H > H2.
7. The engine piston according to any of claims 1 to 4, characterized in that the diameter of the upper combustion zone (1) increases gradually in the direction from bottom to top.
8. An engine combustion system comprising the engine piston of any one of claims 1 to 7, the engine combustion system further comprising:
the cylinder is provided with a cylinder chamber, the engine piston is arranged in the cylinder chamber in a sliding mode, and the cylinder chamber is communicated with the combustion chamber;
and the fuel injector is used for injecting fuel into the combustion chamber.
9. The engine combustion system of claim 8, wherein the included angle between the generatrix of the central boss and the central axis of the piston body is α/2, and the spray cone angle of the fuel injector is less than α.
10. An engine comprising the engine combustion system of claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220550109.2U CN216429790U (en) | 2022-03-15 | 2022-03-15 | Engine piston, engine combustion system and engine |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220550109.2U CN216429790U (en) | 2022-03-15 | 2022-03-15 | Engine piston, engine combustion system and engine |
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| CN216429790U true CN216429790U (en) | 2022-05-03 |
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| CN202220550109.2U Active CN216429790U (en) | 2022-03-15 | 2022-03-15 | Engine piston, engine combustion system and engine |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114837799A (en) * | 2022-06-07 | 2022-08-02 | 一汽解放汽车有限公司 | Diesel engine combustion chamber and diesel engine |
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2022
- 2022-03-15 CN CN202220550109.2U patent/CN216429790U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114837799A (en) * | 2022-06-07 | 2022-08-02 | 一汽解放汽车有限公司 | Diesel engine combustion chamber and diesel engine |
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