CN219081717U

CN219081717U - Combustion system of engine, engine and vehicle

Info

Publication number: CN219081717U
Application number: CN202320261161.0U
Authority: CN
Inventors: 闫晶晶; 李艳利; 纪雷
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-02-20
Filing date: 2023-02-20
Publication date: 2023-05-26
Anticipated expiration: 2033-02-20

Abstract

The utility model discloses a combustion system of an engine, the engine and a vehicle, the combustion system of the engine comprises: a cylinder head having a head combustion chamber; the piston is provided with a piston combustion chamber, the piston is movably arranged on the cylinder cover, an engine combustion chamber is defined between the piston and the cylinder cover, the reference surface of the piston is a first plane, the reference surface of the cylinder cover is a second plane, and when the piston is positioned at the top dead center, the volume of the engine combustion chamber is V; wherein, the volume of piston combustion chamber is V1, and satisfies: 0.2-0.35 of V1/V; and/or, the gap between the first plane and the second plane is H, and the following is satisfied: h is more than or equal to 0.5mm and less than or equal to 1.5mm. The combustion system of the engine can be applied to the engine with high compression ratio, is convenient for reducing knocking phenomenon, and can make the average turbulence energy in the cylinder higher, so that the combustion speed is higher, and the thermal efficiency of the engine is improved.

Description

Combustion system of engine, engine and vehicle

Technical Field

The utility model relates to the field of automobile engines, in particular to a combustion system of an engine, the engine and a vehicle.

Background

With the continuous upgrading of emissions, i.e., fuel consumption regulations, in the automotive industry, the design of the combustion system of an engine is also breaking through further. In the related art, one of important measures for improving fuel consumption is to increase the compression ratio, but the increase of the compression ratio results in the enhancement of knocking, the reduction of in-cylinder turbulence energy, and thus the reduction of the thermal efficiency of the engine.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a combustion system of an engine, which can be applied to an engine with high compression ratio, is convenient for reducing knocking phenomenon and is beneficial to improving the thermal efficiency of the engine.

A combustion system of an engine according to an embodiment of the present utility model includes: a cylinder head having a head combustion chamber; the piston is provided with a piston combustion chamber, the piston is movably arranged on the cylinder cover, an engine combustion chamber is defined between the piston and the cylinder cover, a reference surface of the piston is a first plane, a reference surface of the cylinder cover is a second plane, and when the piston is positioned at the top dead center, the volume of the engine combustion chamber is V; wherein, the volume of piston combustion chamber is V1, and satisfies: 0.2-0.35 of V1/V; and/or, the gap between the first plane and the second plane is H, and the following is satisfied: h is more than or equal to 0.5mm and less than or equal to 1.5mm.

According to the combustion system of the engine, the combustion system can be applied to an engine with high compression ratio and is convenient for reducing knocking phenomenon by limiting the proportional relation between the volume V1 of the piston combustion chamber and the volume V of the engine combustion chamber and/or limiting the size of a gap between the first plane and the second plane, and meanwhile, the average turbulence energy in a cylinder can be higher, so that the combustion speed is higher, and the thermal efficiency of the engine is improved.

According to some embodiments of the engine combustion system of the present utility model, at least part of the piston protrudes from the first plane to form a piston protrusion, the piston protrusion protrudes into the cylinder head combustion chamber, and when the piston is at a top dead center, a volume between the first plane and the second plane is V2, and the volume is as follows: V2/V is less than or equal to 0.15.

According to the combustion system of the engine, an air inlet, an air outlet and a spark plug are arranged on the cylinder cover, an ignition point of the spark plug is positioned in the combustion chamber of the cylinder cover, and the distance between the ignition point and the air outlet is smaller than the distance between the ignition point and the air inlet; wherein, the distance of ignition point with the jar hole center of cylinder cap is D1, and satisfies: d1 is more than or equal to 0 and less than or equal to 4mm.

According to the combustion system of the engine, according to some embodiments of the present utility model, a groove is formed on one side of the piston protrusion, which faces the spark plug, the distance between the ignition point and the end face of the mounting hole of the spark plug is L1, the distance between the ignition point and the bottom face of the groove is L2, and the following conditions are satisfied: l1 is more than or equal to 4mm and/or L2 is more than or equal to 4mm.

According to the combustion system of the engine, according to some embodiments of the utility model, the depth of the cylinder cover combustion chamber is H1, the distance between the top surface of the groove and the second plane is H2, and the following conditions are satisfied: H2/H1 is more than or equal to 0.3 and less than or equal to 0.5; and/or the distance between the bottom surface of the groove and the second plane is H3, and the following conditions are satisfied: h3 is more than or equal to 0 and less than or equal to 2mm.

According to some embodiments of the utility model, the distance between the center point of the piston boss and the exhaust port is smaller than the distance between the center point of the piston boss and the intake port; wherein, the distance between the bellied central point of piston and the cylinder cap central point is D2, and satisfies: d2 is more than or equal to 3mm and less than or equal to 7mm.

According to the combustion system of the engine, according to some embodiments of the utility model, the bottom surface of the groove is connected with the top surface of the groove through a connecting section, the connecting section comprises a first circular arc section and a second circular arc section, the diameter of the first circular arc section ranges from 4mm to 16mm, and the diameter of the second circular arc section ranges from 140mm to 160mm.

According to the combustion system of the engine, one side of the protrusion, facing the cylinder cover, is a third plane, and the third plane comprises a first sub-connecting section and a second sub-connecting section, and the second sub-connecting section is connected between the first sub-connecting section and the bottom surface of the groove; the included angle between the extension line of the second sub-connecting section and the radial extension line of the air inlet is alpha 1, and the alpha 1 is more than or equal to minus 2 degrees and less than or equal to 2 degrees.

According to some embodiments of the utility model, the third plane further comprises a third sub-connection section connected between the first sub-connection section and the bottom surface of the groove; the included angle between the extension line of the third sub-connecting section and the radial extension line of the exhaust port is alpha 2, and the alpha 2 is more than or equal to minus 2 degrees and less than or equal to 2 degrees.

The utility model also provides an engine.

An engine according to an embodiment of the present utility model includes: the combustion system of an engine of any one of the embodiments above.

The utility model further provides a vehicle.

The vehicle of the embodiment of the utility model comprises the engine of the embodiment.

The vehicle, the engine and the combustion system of the engine have the same advantages over the prior art and are not described in detail herein.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a combustion system according to an embodiment of the present utility model;

FIG. 2 is a cross-sectional view at A-A in FIG. 1;

FIG. 3 is a cross-sectional view at B-B in FIG. 1;

FIG. 4 is a cross-sectional view at C-C in FIG. 1;

FIG. 5 is a side view of the combustion system shown in FIG. 1;

fig. 6 is a schematic view of a vehicle according to an embodiment of the present utility model.

Reference numerals:

the combustion system 1000 is configured to provide a combustion engine,

the engine 2000 is operated with a power source,

vehicle 3000, cylinder head 100, cylinder head combustion chamber 110, second plane 120,

intake valve 130, intake port 131, exhaust valve 140, exhaust port 141,

spark plug 150, ignition point 151, cylinder bore center 160,

the piston 200, the piston combustion chamber 210, the piston boss 220, the first flat surface 230, the recess 240,

the first arc segment 10, the second arc segment 20,

a third plane 30, a first sub-connection section 31, a second sub-connection section 32, a third sub-connection section 33.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

The following disclosure provides many different embodiments, or examples, for implementing different structures of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present utility model provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the applicability of other processes and/or the use of other materials.

A combustion system 1000 of an engine according to an embodiment of the present utility model is described below with reference to fig. 1-6.

As shown in fig. 1 to 5, a combustion system 1000 of an engine according to an embodiment of the present utility model includes: a cylinder head 100 and a piston 200.

Specifically, the cylinder head 100 has a head combustion chamber 110, the piston 200 has a piston combustion chamber 210, the piston 200 is movably mounted to the cylinder head 100, and an engine combustion chamber is defined between the piston 200 and the cylinder head 100, the reference plane of the piston 200 is a first plane 230, the reference plane of the cylinder head 100 is a second plane 120, and when the piston 200 is at top dead center, the volume of the engine combustion chamber is V.

Wherein the volume of the piston combustion chamber 210 is V1, and satisfies: 0.2-0.35 of V1/V; and/or, the gap between the first plane 230 and the second plane 120 is H, and satisfies: h is more than or equal to 0.5mm and less than or equal to 1mm.

Thus, by limiting V1 and H, the volume of the head combustion chamber 110 is made larger, the tumble ratio of the intake stroke can be maintained, better flow field conditions can be created for the compression stage, the average turbulence energy in the cylinder is made higher, and the thermal efficiency of the engine 2000 is made higher.

It should be noted that when the piston 200 is at top dead center, the volume of the engine combustion chamber is the sum of the volume of the piston combustion chamber 210, the volume of the head combustion chamber 110, and the volume formed by the gap and the cylinder bore between the first plane 230 and the second plane 120.

The combustion system 1000 is applicable to a high compression ratio engine, for example, the compression ratio of the engine 2000 is 13 to 16, and the high compression ratio engine is matched with an EGR system (exhaust gas recirculation system).

Wherein the volume V of the engine combustion chamber of the high compression ratio engine is itself small, and the volume of the head combustion chamber 110 needs to be made larger when the tumble ratio at the time of the intake stroke needs to be maintained to create better flow field conditions for the compression stage

Thus, in the present embodiment, by limiting the ratio between the volume V1 of the piston combustion chamber 210 and the volume V of the engine combustion chamber to ensure that the cylinder head combustion chamber 110 has a larger volume, so that the volume of the cylinder head combustion chamber 110 is made larger in order to enable the combustion system 1000 to be applied to the engine 2000 of high compression ratio, it is advantageous to maintain the tumble ratio at the time of the intake stroke to create better flow field conditions for the compression stage, while the actual volume of the piston combustion chamber is actually a negative volume in order to further expand the volume of the cylinder head combustion chamber 110.

Wherein the ratio of the volume V1 of the piston combustion chamber 210 to the volume V of the engine combustion chamber is 0.2 +.v1|/v+.0.35, such as |v1|/v=0.22, or |v1|/v=0.25, or |v1|/v=0.3, i.e., when the ratio of the volume V1 of the piston combustion chamber 210 to the volume V of the engine combustion chamber satisfies the above-mentioned proportional relationship, it is advantageous to maintain the tumble ratio at the intake stroke to create better flow field conditions for the compression stage.

The gap between the first plane 230 and the second plane 120 is H, and satisfies: h is more than or equal to 0.5mm and less than or equal to 1.5mm.

For example, h=0.6 mm, or h=0.7 mm, or h=0.9 mm, i.e., when H satisfies the above-described range of values, such that the spacing between the cylinder head 100 and the piston 200 is made smaller, i.e., the volume of the cylinder head combustion chamber 110 is made larger, in order to enable the combustion system 1000 to be applied to the engine 2000 of high compression ratio.

According to the combustion system 1000 of the engine of the embodiment of the present utility model, the combustion system 1000 can be applied to the engine 2000 with a high compression ratio and is convenient to reduce knocking phenomenon by limiting the proportional relation between the volume V1 of the piston combustion chamber 210 and the volume V of the engine combustion chamber and/or limiting the size of the gap between the first plane 230 and the second plane 120, and at the same time, the average turbulence energy in the cylinder can be made higher, so that the combustion speed is faster, and the thermal efficiency of the engine 2000 is facilitated to be improved.

In some embodiments, as shown in fig. 3, at least a portion of the piston 200 protrudes beyond the first plane 230 to form a piston protrusion 220, the piston protrusion 220 protruding into the head combustion chamber 110, the volume between the first plane 230 and the second plane 120 when the piston 200 is at top dead center being V2, and satisfying: V2/V is less than or equal to 0.15.

For example, V2/v=0.11, or V2/v=0.12, or V2/v=0.14, i.e., when V2/V satisfies the above-described proportional relationship, V2 can be made as small as possible, thereby further increasing the volume of the cylinder head combustion chamber 110 so as to enable the combustion system 1000 to be applied to the engine 2000 of high compression ratio.

Thus, by limiting the volume V2 between the first plane 230 and the second plane 120, the volume of the head combustion chamber 110 is also increased, so that the volume of the head combustion chamber 110 occupies a larger proportion of the engine combustion chamber, thereby being capable of improving the average turbulence energy in the cylinder, further improving the combustion speed, and improving the thermal efficiency of the engine 2000.

In some embodiments, as shown in fig. 1-5, the cylinder head 100 is provided with an air inlet 131, an air outlet 141 and a spark plug 150, an ignition point 151 of the spark plug 150 is positioned in the cylinder head combustion chamber 110, and the distance between the ignition point 151 and the air outlet 141 is smaller than the distance between the ignition point 151 and the air inlet 131; wherein, the distance between the ignition point 151 and the cylinder hole center 160 of the cylinder cover 100 is D1, and satisfies: d1 is more than or equal to 0 and less than or equal to 4mm.

It should be noted that, in order to ensure uniformity of flame propagation and combustion stability, the arrangement of the spark plug 150 is also limited, the ignition point 151 of the spark plug 150 is the center of the positive electrode and the negative electrode of the spark plug 150, and the distance between the ignition point 151 and the exhaust port 141 is smaller than the distance between the ignition point 151 and the intake port 131, so that the ignition point 151 of the spark plug 150 is arranged to be biased toward the exhaust side, and the ignition point 151 can be closer to the cylinder hole center 160, so that flame propagation after ignition is more uniform.

Further, the distance between the ignition point 151 and the cylinder hole center 160 of the cylinder cover 100 is D1, where D1 satisfies 0.ltoreq.d1.ltoreq.4mm, for example d1=1 mm, d1=2 mm, or d1=3 mm, that is, when D1 satisfies the above-mentioned range of values, the flame propagation process in the combustion chamber of the engine after ignition of the ignition point 151 can be made more uniform.

Thus, by defining the distance D1 between the ignition point 151 and the cylinder hole center 160 of the cylinder head 100 and the distance between the ignition point 151 and the exhaust port 141 and the distance between the ignition point 151 and the intake port 131, the uniformity of propagation of the flame in the engine combustion chamber after ignition of the flame by the ignition point 151 is made better, and the thermal efficiency of the engine 2000 can be improved.

In some embodiments, as shown in fig. 3, a recess 240 is provided on a side of the piston protrusion 220 facing the spark plug 150, a distance between the ignition point 151 and an end surface of a mounting hole of the spark plug 150 is L1, a distance between the ignition point 151 and a bottom surface of the recess 240 is L2, and it is satisfied that: l1 is more than or equal to 4mm and/or L2 is more than or equal to 4mm.

It should be noted that, by providing the recess 240, the recess 240 is opened toward the cylinder head combustion chamber 110, so that the recess 240 forms a negative volume on the upper side of the first plane 230, thereby facilitating further reduction of the volume of the piston combustion chamber 210, and simultaneously facilitating increase of the volume of the cylinder head combustion chamber 110, so that the combustion system 1000 can be applied to the engine 2000 with a high compression ratio, and facilitating reduction of knocking phenomenon, and simultaneously, the average turbulence energy in the cylinder can be made higher, thereby enabling the combustion speed to be faster, and facilitating improvement of the thermal efficiency of the engine 2000.

Specifically, by restricting the ignition point 151 and the end face of the mounting hole of the ignition plug 150 and the bottom face of the groove 240, the flame can be prevented from prematurely hitting the combustion chamber wall surface, and the flame temperature can be increased. Wherein, the distance between the ignition point 151 and the end face of the mounting hole of the spark plug 150 is L1, and the distance between the ignition point 151 and the bottom face of the groove 240 is L2. In various embodiments, some satisfy 4mm L1 or some satisfy 4mm L2, or other satisfy both 4mm L1 and 4mm L2, in this embodiment, the form that 4mm L1 and 4mm L2 satisfy is adopted.

For example, l1=5 mm, l1=6 mm, or l1=6.5 mm, and/or l2=5 mm, or l2=6 mm, or l2=6.5 mm, i.e., when L1, L2 satisfies the above range of values, the ignited flame may not prematurely hit the wall of the combustion chamber, so that the stability of flame combustion can be increased, and thus the thermal efficiency of the engine 2000 is improved.

After ignition of the ignition plug 150, a spherical surface having a radius R is defined around the ignition point 151, and it is required that the spherical surface having a radius R is not in contact with the wall surface of the combustion chamber in a spherical range of not less than 4mm in order to avoid problems of flame temperature decrease, flame quenching, and unstable combustion due to the flame striking the wall surface of the combustion chamber too early.

Therefore, in the utility model, by limiting L1 and L2, the ignited flame can not touch the wall surface of the combustion chamber too early, so that the combustion stability of the flame can be increased, and the thermal efficiency of the engine can be improved.

In some embodiments, as shown in FIG. 3, the depth of the head combustion chamber 110 is H1, the distance from the top surface of the groove 240 to the second plane 120 is H2, and: H2/H1 is more than or equal to 0.3 and less than or equal to 0.5; and/or the distance between the bottom surface of the groove 240 and the second plane 120 is H3, and satisfies: h3 is more than or equal to 0 and less than or equal to 2mm.

Specifically, by defining the depth H1 of the head combustion chamber 110 and the distance H2 between the top surface of the groove 240 and the second plane 120, the piston 200 can be made to meet the requirement of a negative volume, wherein H1 and H2 meet 0.3.ltoreq.H2/H2.ltoreq.0.5, while the distance H3 between the bottom surface of the groove 240 and the second plane 120 can also be defined, in different embodiments, H1, H2 and H3 meet 0.3.ltoreq.H2/H2.ltoreq.5, 0.ltoreq.H2.ltoreq.2 mm, or 0.3.ltoreq.H2/H2.ltoreq.0.5, 0.ltoreq.H2.ltoreq.3.ltoreq.2 mm. In this example, the form is adopted in which H2/H1 is 0.3.ltoreq.H 2.ltoreq.0.5 and H3 is 0.ltoreq.H2mm.

For example, h2/h1=0.33, or h2/h1=0.35, or h2/h1=0.4, and/or h3=1 mm, or h3=1.2 mm, or h3=1.6 mm, i.e., when H2/H1 satisfies the above-described proportional relationship and/or when H3 satisfies the above-described value range, the piston 200 is enabled to satisfy the negative volume demand.

Thus, by limiting H1, H2, and H3, the piston 200 can be made to meet the negative volume requirement, making the volume of the head combustion chamber 110 larger, thereby improving the thermal efficiency of the engine 2000.

In some embodiments, as shown in fig. 2, the distance between the center point of the piston boss 220 and the exhaust port 141 is smaller than the distance between the center point of the piston boss 220 and the intake port 131; wherein, the distance between the center point of the piston protrusion 220 and the center point of the cylinder head 100 is D2, and satisfies: d2 is more than or equal to 3mm and less than or equal to 7mm.

For example, d2=4mm, d2=5mm, or d2=6mm, that is, when D2 satisfies the above value range, the center point of the piston boss 220 is biased to the exhaust side, so that the tumble effect in the air intake and exhaust direction is convenient to be improved, the average flow field in the cylinder is improved, and the thermal efficiency of the engine is further improved.

In some embodiments, as shown in fig. 3, the bottom surface of the groove 240 and the top surface of the groove 240 are connected by a connecting section, the connecting section comprises a first arc section 10 and a second arc section 20, the diameter of the first arc section 10 ranges from 4mm to 16mm, and the diameter of the second arc section 20 ranges from 140mm to 160mm.

Thereby, the effect of gathering the air flow in the cylinder and improving the turbulent energy near the ignition point 151 is facilitated.

For example, the cross section of the groove 240 is bowl-shaped so as to gather the air flow in the cylinder, promote the turbulent energy effect near the ignition point 151, the bowl-shaped cross section is designed symmetrically relative to the cylinder hole center 160, the bottom of the bowl-shaped cross section is a circular pit structure parallel to the reference plane of the piston 200, the side surface of the bowl-shaped cross section is composed of two sections of tangential circular arcs, as shown in fig. 3, the diameter of the first circular arc section 10 ranges from 4mm to 16mm, and the diameter of the second circular arc section 20 ranges from 140mm to 160mm.

In some embodiments, as shown in fig. 4, the side of the protrusion facing the cylinder head 100 is a third plane 30, and the third plane 30 includes a first sub-connection section 31 and a second sub-connection section 32, and the second sub-connection section 32 is connected between the first sub-connection section 31 and the bottom surface of the groove 240; wherein the angle between the extension line of the second sub-connecting section 32 and the radial extension line of the air inlet 131 is α1, and satisfies-2 DEG α12 deg.

For example, α1=0°, or α1=1°, or α1=1.5°, that is, when α1 satisfies the above-described range of values, it is convenient to increase the in-cylinder average turbulence energy.

In some embodiments, as shown in fig. 4, the third plane 30 further includes a third sub-connection section 33, the third sub-connection section 33 being connected between the first sub-connection section 31 and the bottom surface of the groove 240;

wherein the angle between the extension line of the third sub-connecting section 33 and the radial extension line of the air outlet 141 is α2, and satisfies-2 DEG α2 DEG.

For example, α2=0°, or α2=1°, or α2=1.5°, that is, when α2 satisfies the above-described range of values, it is convenient to increase the in-cylinder average turbulence energy.

In some embodiments, as shown in fig. 4, the distance between the third sub-connecting section 33 and the exhaust port is N1, the distance between the second sub-connecting section 32 and the intake port is N2, and the range of values of N1 and N2 is 4mm-6mm, so that the dynamic performance and economy in the full map range can be improved, and the operating range of the engine VVT reaches 50-70 ° CA.

Further, in order to match with the bowl-shaped structure, a better air flow gathering effect is achieved, and the ratio of the length L of the third plane 30 to the diameter D of the engine cylinder hole is greater than or equal to 0.35.

By adopting the scheme in the above embodiment, the average turbulence energy in the cylinder of the engine 2000 can be improved by about 5%, and the local turbulence energy of the spark plug 150 can be improved by about 30%.

The utility model also provides an engine 2000.

As shown in fig. 6, an engine 2000 according to an embodiment of the present utility model, the engine 2000 includes: the combustion system 1000 of the engine of any of the above embodiments.

According to the engine 2000 of the embodiment of the present utility model, the combustion system 1000 can be applied to the engine 2000 with a high compression ratio by limiting the proportional relationship between the volume V1 of the piston combustion chamber 210 and the volume V of the engine combustion chamber and/or limiting the size of the gap between the first plane 230 and the second plane 120, and is convenient to reduce the knocking phenomenon, and at the same time, the average turbulence energy in the cylinder can be made higher, so that the combustion speed is faster, and the thermal efficiency of the engine 2000 is facilitated to be improved.

The utility model also provides a vehicle 3000.

According to the vehicle 3000 of the embodiment of the present utility model, as shown in fig. 6, the vehicle 3000 includes: the engine 2000 of the above embodiment.

According to the vehicle 3000 of the embodiment of the present utility model, the combustion system 1000 in the engine 2000 can be applied to the engine 2000 of high compression ratio and facilitate reduction of knocking phenomenon by limiting the proportional relation between the volume V1 of the piston combustion chamber 210 and the volume V of the engine combustion chamber and/or limiting the size of the gap between the first plane 230 and the second plane 120, and at the same time, can make the average turbulence energy in the cylinder higher, thereby making the combustion speed faster, which is beneficial to improving the thermal efficiency of the engine 2000.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; the device can be mechanically connected, electrically connected and communicated; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims

1. A combustion system of an engine, comprising:

a cylinder head having a head combustion chamber;

the piston is provided with a piston combustion chamber, the piston is movably arranged on the cylinder cover, an engine combustion chamber is defined between the piston and the cylinder cover, a reference surface of the piston is a first plane, a reference surface of the cylinder cover is a second plane, and when the piston is positioned at the top dead center, the volume of the engine combustion chamber is V;

wherein, the volume of piston combustion chamber is V1, and satisfies: 0.2-0.35 of V1/V;

and/or, the gap between the first plane and the second plane is H, and the following is satisfied: h is more than or equal to 0.5mm and less than or equal to 1.5mm.

2. The engine combustion system of claim 1, wherein at least a portion of the piston protrudes beyond the first plane to form a piston boss that protrudes into the head combustion chamber, the volume between the first plane and the second plane being V2 when the piston is at top dead center, and being such that: V2/V is less than or equal to 0.15.

3. The combustion system of an engine according to claim 2, wherein an intake port, an exhaust port, and a spark plug are provided on the cylinder head, an ignition point of the spark plug is located in the cylinder head combustion chamber, and a distance between the ignition point and the exhaust port is smaller than a distance between the ignition point and the intake port;

wherein, the distance of ignition point with the jar hole center of cylinder cap is D1, and satisfies: d1 is more than or equal to 0 and less than or equal to 4mm.

4. A combustion system of an engine according to claim 3, wherein a recess is provided in a side of the piston boss facing the spark plug, the ignition point is located at a distance L1 from an end face of a mounting hole of the spark plug, the ignition point is located at a distance L2 from a bottom face of the recess, and the following are satisfied: l1 is more than or equal to 4mm and/or L2 is more than or equal to 4mm.

5. The engine combustion system of claim 4, wherein the cylinder head combustion chamber has a depth H1, the groove has a top surface at a distance H2 from the second plane, and the distance is: H2/H1 is more than or equal to 0.3 and less than or equal to 0.5;

and/or the distance between the bottom surface of the groove and the second plane is H3, and the following conditions are satisfied: h3 is more than or equal to 0 and less than or equal to 2mm.

6. The engine combustion system of claim 5, wherein a distance between a center point of the piston boss and the exhaust port is less than a distance between the center point of the piston boss and the intake port;

wherein, the distance between the bellied central point of piston and the cylinder cap central point is D2, and satisfies: d2 is more than or equal to 3mm and less than or equal to 7mm.

7. The engine combustion system of claim 5, wherein the groove bottom surface and the groove top surface are connected by a connecting section, the connecting section comprising a first arc section and a second arc section, the first arc section having a diameter in the range of 4mm-16mm, and the second arc section having a diameter in the range of 140mm-160mm.

8. The engine combustion system of claim 4, wherein a side of the boss facing the cylinder head is a third plane including a first sub-connecting section and a second sub-connecting section, the second sub-connecting section being connected between the first sub-connecting section and a bottom surface of the recess;

the included angle between the extension line of the second sub-connecting section and the radial extension line of the air inlet is alpha 1, and the alpha 1 is more than or equal to minus 2 degrees and less than or equal to 2 degrees.

9. The combustion system of an engine of claim 8, wherein the third plane further comprises a third sub-connection section connected between the first sub-connection section and a bottom surface of the recess;

the included angle between the extension line of the third sub-connecting section and the radial extension line of the exhaust port is alpha 2, and the alpha 2 is more than or equal to minus 2 degrees and less than or equal to 2 degrees.

10. An engine, comprising: a combustion system of an engine as claimed in any one of claims 1 to 9.

11. A vehicle, characterized by comprising: the engine of claim 10.