JP2024511210A - Combustion systems used in vehicles and vehicles - Google Patents

Abstract

A combustion system (100) and a vehicle, the combustion system includes an intake passage (10), an exhaust passage (20), an intake valve (30), and an exhaust valve (40), and an axis of the intake valve and an axis of the exhaust valve. The included angle is a preset angle, and when the intake valve closes the intake passage and the exhaust valve closes the exhaust passage, the center position of the intake valve is higher than the center position of the exhaust valve. The combustion system fixes the included angle between the axis of the intake valve and the axis of the exhaust valve, and the height of the center of the intake valve is designed to be higher than the height of the center of the exhaust valve. The upper airflow enters the combustion chamber along the internal wall of the combustion chamber (50) and the wall of the exhaust valve, reduces the flow velocity dead zone near the exhaust valve, and realizes a high tumble flow situation in the combustion chamber of the gas, Increase the combustion rate of gas in the combustion system to improve engine efficiency and meet power demands.
[Selection diagram] Figure 1

Description

The present invention relates to the technical field of vehicles, and more particularly to a combustion system used in a vehicle and a vehicle.

With the tightening of fuel efficiency and exhaust gas regulations and the spread of hybrid technology, many manufacturers have begun to develop gasoline engines exclusively for hybrids in order to achieve lower fuel consumption, lower emissions, and better drivability. Achieving these performances requires the support of more efficient combustion systems.

The combustion system used in conventional engines with small cylinder diameters (cylinder diameters of 70 to 75 mm) has a structure of intake valves, exhaust valves, intake passages, and combustion chambers that allows gas to flow through the intake passage of the combustion system. After entering the combustion chamber, the degree of reduction in the flow coefficient of the gas is relatively large, which results in a relatively low combustion efficiency within the combustion chamber.

In view of the above problems, the present invention is proposed and provides a combustion system for use in a vehicle and a vehicle which eliminates the above problems or at least partially solves the above problems.

One object of the present invention is to provide a combustion system that solves the problem that combustion systems in the prior art cannot simultaneously satisfy high tumble flow performance in the cylinder.

A further object of the invention is to solve the problem of relatively low combustion efficiency of engines in the prior art.

Another object of the invention is to provide a vehicle equipped with the above combustion system.

In particular, one aspect of embodiments of the present invention provides a combustion system for use in a vehicle,
An intake passage, an exhaust passage, an intake valve, and an exhaust valve, one end of the intake valve passing through one end of the intake passage to open or close the intake passage, and one end of the exhaust valve passing through the exhaust passage. to open or close one end of the exhaust passage;
The angle between the axis of the intake valve and the axis of the exhaust valve is a preset angle, and
When the intake valve closes the intake passage and the exhaust valve closes the exhaust passage at the same time, the center position of the intake valve is higher than the center position of the exhaust valve.

As an option, the height difference between the center position of the intake valve and the center position of the exhaust valve is 0.5-1 mm.

Optionally, the preset angle is between 35° and 50°.

As an option, further comprising a combustion chamber, the intake passage and the exhaust passage both communicating with the combustion chamber,
An end of the intake valve extends into the combustion chamber through an outlet of the intake passage, and an inner wall of the combustion chamber partially extends from the end of the intake valve at a position close to the outlet of the intake passage. It is constructed with an isolation structure surrounded by.

Optionally, the blocking structure is located on a side of the intake valve remote from the exhaust valve.

As an option, the blocking structure includes a gas guide wall and an abutment base, and has a stepped structure in a cross section cut along a plane in which the axis of the intake valve is located, and the gas guide wall is arranged along the axis of the intake valve. configured to be parallel, and
The abutment base is configured to adapt to the contour of the end of the intake valve, and when the intake valve closes the intake passage, the intake valve abuts the abutment base.

As an option, the blocking structure has an arcuate shape adapted to the structure of the end of the intake valve in a cross section taken along a plane perpendicular to the axis of the intake valve, and corresponds to the arcuate shape. The central angle is between 110° and 180°.

Optionally, the blocking structure is further configured such that when the intake valve closes the intake passage, a minimum distance between the intake valve and the gas guide wall is 0.6 to 1 mm.

As an option, the height of the gas guide wall of the blocking structure along the axial direction of the intake valve is 3 to 5 mm.

As an option, the included angle between the center axis of the intake passage and the horizontal plane is 15° to 20°.

Optionally, the method further includes a piston, and a recess is installed at the center of the top of the piston, and the vertical distance between the bottom end and the top end of the recess is 0.5 to 1 mm.

As an option, a retraction groove is installed at the top end of the piston, and the position of the retraction groove matches the positions of the intake valve and the exhaust valve.

As an option, the number of the intake valves is two, sharing one intake passage,
The number of the exhaust valves is two, and they share one exhaust passage,
The number of the retraction grooves is the total number of the intake valves and the number of exhaust valves.

Optionally, the combustion chamber is provided with a squish structure;
A squish surface is installed on the outer periphery of the recess at the top of the piston,
The squish structure and the squish surface match each other.

Optionally, the vehicle further includes a spark plug and an oil nozzle, both of which are installed between the intake valve and the exhaust valve.

Optionally, a connecting line at the center of the top of the two intake valves and the two exhaust valves forms a rectangle;
The spark plug and the oil nozzle are installed side by side on one of the center lines of the rectangle, and the spark plug and the oil nozzle are located on both sides of the other center line of the rectangle.

In particular, the invention further provides a vehicle comprising a combustion system for use in the vehicle described above.

The combustion system of the present invention fixes the included angle between the axis of the intake valve and the axis of the exhaust valve, and furthermore, by designing the height of the center position of the intake valve to be higher than the height of the center position of the exhaust valve, The upper airflow of the intake valve enters the combustion chamber along the internal wall of the combustion chamber and the wall of the exhaust valve, reducing the flow velocity dead zone near the exhaust valve and realizing a high tumble flow situation in the combustion chamber of the gas. Increase the combustion rate of gas in the combustion system of the engine, improve the efficiency of the engine, and satisfy the power demands of the engine.

Furthermore, the combustion system of the present invention reduces the lower airflow of the intake valve by designing a blocking structure at the lower part of the intake valve, especially in the case of low lift (lift lower than 3-5 mm). It can reduce the flow separation, allow most of the airflow to enter the combustion chamber from the top of the intake valve, greatly improve the low-lift tumble flow ratio, speed up the mixing of gasoline and gas, and improve the mixing Improve the uniformity of gas distribution and increase the combustion rate. At the same time, the combustion system in this embodiment reduces the airflow at the bottom of the intake valve by designing a blocking structure at the bottom of the intake valve, guides the airflow to the exhaust side, and prevents the reverse tumble flow at the beginning of the intake stroke. This contributes to the formation of a large-scale positive tumble flow within the combustion chamber.

Furthermore, due to the angle of the intake passage of the invention, the entrance of the intake passage of the invention is relatively low. Because most of the airflow inside the high tumble passages enters the combustion chamber through the top of the intake valve, lowering the intake passage entrance allows the intake passage to direct most of the airflow to the top of the intake valve. It is possible to effectively increase the flow coefficient of the intake passage with high tumble flow.

Furthermore, due to the design of the four retraction grooves and the large depression in the center of the piston of the present invention, gas enters the combustion chamber from the upper right side of the end of the intake valve in the intake passage, and then tumbles along the inner wall of the combustion chamber. , and the design of the shallow depression on the top of the piston can ensure that the tumble flow gas flows along the shallow depression when flowing into the piston, making it easy to maintain the intake stroke tumble flow, and the piston is able to improve compression. The relatively strong airflow crashes when reaching the dead center, producing relatively strong turbulent kinetic energy, avoiding quenching due to contact with the top surface of the piston during initial flame propagation, and improving combustion efficiency. .

The intermediate location of the oil nozzle of the present invention makes the combustion control policy more flexible. In the course of actual use, a multiple oil injection policy can be adopted to form a relatively rich gas mixture in the center of the spark plug and improve combustion stability. At the same time, under ignition conditions, the ignition of the three-way catalyst can be accelerated. At the same time, maintaining a suitable distance between the oil nozzle and the spark plug prevents problems such as carbon deposits in the spark plug due to the production of oil film on the spark plug electrode due to contact between the spray and the spark plug electrode. be able to.

Furthermore, in the present invention, the squish structure in the combustion chamber pushes the gas flow to the center of the cylinder, and when the piston reaches the top dead center, the squish structure and the squish surface cooperate to crash the tumble flow of gas. , forming a relatively strong turbulence intensity in the central position of the combustion chamber, increasing the flame propagation speed and reducing the knocking tendency. In addition, the matching design of the squish surface around the piston and the squish structure of the combustion chamber contributes to maintaining the tumble flow inside the cylinder, creating a relatively high turbulence strength, and the top of the piston at the time of initial flame propagation. Avoid quenching due to contact with surfaces and improve combustion efficiency.

In addition, when the oil nozzle of the combustion system of the present invention injects oil, due to the structure of the combustion system of this embodiment, the spray forms an air layer on the top of the piston, reducing the contact between the spray and the top of the piston. Reduce carbon gas emissions risk. Improve combustion efficiency. Finally, with the combustion system of the present invention, the maximum thermal efficiency of the combustion system can be increased by 2% to 3%.

The above description is only a summary of the technical solution of the present invention, and can help you more clearly understand the technical means of the present invention, implement it according to the content of the specification, and achieve the above and other objects, features and advantages of the present invention. In order to make the details more clear, specific embodiments of the present invention will be described below.

Those skilled in the art will be able to clearly understand these and other objects, advantages, and features of the present invention from the detailed description of specific embodiments of the present invention with reference to the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS In the following, some specific embodiments of the invention will be explained in detail in non-limiting exemplary form with reference to the drawings, in which: FIG. The same reference numerals in the drawings indicate the same or similar parts or parts. As those skilled in the art will appreciate, the drawings are not necessarily drawn to scale. In the drawing,
1 is a cross-sectional schematic diagram of a combustion system according to one embodiment of the invention; FIG. 1 is a top schematic diagram of a combustion system according to one embodiment of the present invention; FIG. FIG. 1 is an enlarged schematic diagram of a shutoff structure of a combustion system according to one embodiment of the present invention. 1 is a schematic top view of a piston of a combustion system according to one embodiment of the invention; FIG. 1 is a simplified cross-sectional schematic diagram of a combustion system according to one embodiment of the invention; FIG. FIG. 3 is a schematic cross-sectional view cut along the AA cutting line in FIG. 2. FIG. FIG. 3 is a schematic cross-sectional view cut along the BB cutting line in FIG. 2.

Exemplary embodiments of the present disclosure will be described in detail below with reference to the drawings. Although the drawings depict illustrative embodiments of the disclosure, it will be appreciated that the disclosure may be implemented in a variety of forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure will be understood more clearly, and will fully convey the scope of the disclosure to those skilled in the art.

As a specific embodiment of the present invention, as shown in FIGS. 1 and 2, a combustion system 100 according to the present embodiment includes an intake passage 10, an exhaust passage 20, an intake valve 30, an exhaust valve 40, a combustion chamber 50, It may include an oil nozzle 60, a spark plug 70, and a piston 80. The intake passage 10 is located on the side of the intake valve 30. Specifically, as shown in FIG. 1, the intake passage 10 may be located on the left side of the intake valve 30. The exhaust passage 20 is located on the side of the exhaust valve 40, and one end of the intake valve 30 passes through the outlet 11 of the intake passage 10 to open or close the intake passage 10. Specifically, the exhaust passage 20 is located on the right side of the exhaust valve 40, and one end of the exhaust valve 40 passes through the inlet 21 of the exhaust passage 20 to open or close the exhaust passage 20. Specifically, each of the intake valves 30 and the exhaust valves 40 in this embodiment may include two. Both the intake passage 10 and the exhaust passage 20 communicate with a combustion chamber 50, and gas enters the intake passage 10 from the inlet 12 of the intake passage 10, further enters the combustion chamber 50 from the outlet 11 of the intake passage 10, and is combusted. The gas after combustion enters the exhaust passage 20 from the inlet 21 of the exhaust passage 20 and is exhausted from the outlet 22 of the exhaust passage 20, and the intake valve 30 and exhaust valve 40 open and close the corresponding intake passage 10 and exhaust passage 20. used. Specifically, the combustion system 100 of this embodiment is applied to an engine with a small cylinder diameter (the cylinder diameter is 70 to 75 mm).

Specifically, as shown in FIG. 1, the angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 affects the strength of the tumble flow of gas entering the combustion chamber 50, so the combustion in this embodiment is The angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 of the system 100 is a preset angle θ, and at the same time the intake valve 30 closes (or blocks) the intake passage 10, the exhaust valve 40 exhausts the air. When closing (or blocking) the passage 20, the center position of the intake valve 30 is higher than the center position of the exhaust valve 40. In this embodiment, the center position of the intake valve 30 may refer to the geometric center position of the intake valve 30. Similarly, the center position of the exhaust valve 40 may refer to the geometric center position of the exhaust valve 40. Naturally, when the intake valve 30 and the exhaust valve 40 block the intake passage 10 and the exhaust passage 20, respectively, the difference in height between the geometric center positions of the intake valve 30 and the exhaust valve 40 is It is the same as the difference in height between the lowest point positions. When actually designing the height difference, the height difference between the position of the outlet 11 of the intake passage 10 and the position of the inlet 21 of the exhaust passage 20 may be designed. Therefore, when the intake valve 30 closes the intake passage 10 and the exhaust valve 40 closes the exhaust passage 20 at the same time, the center position of the intake valve 30 is higher than the center position of the exhaust valve 40.

In this embodiment, the included angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 is fixed, and the height of the center position of the intake valve 30 is designed to be higher than the height of the center position of the exhaust valve 40. As a result, the upper airflow of the intake valve 30 enters the combustion chamber along the internal wall surface of the combustion chamber 50 and the wall surface of the exhaust valve 40, reducing the flow velocity dead zone near the exhaust valve 40, and reducing the flow of gas within the combustion chamber 50. Achieving a high tumble flow situation, increasing the combustion rate of gas in the combustion system of the engine, improving the efficiency of the engine, and satisfying the power demand of the engine.

Specifically, the preset angle θ in this embodiment may be 35° to 50°. For example, θ may be 35°, 40° or 50°. In this embodiment, the height difference a between the center position of the intake valve 30 and the center position of the exhaust valve 40 is 0.5 to 1 mm. For example, a may be 0.5 mm, 0.8 mm or 1 mm. In this embodiment, the combination of the design of the included angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 and the difference in height between the center position of the intake valve 30 and the center position of the exhaust valve 40 makes it possible to When the upper airflow of the intake valve 30 enters the combustion chamber along the inner wall of the combustion chamber 50 and the wall of the exhaust valve 40, the flow velocity dead zone near the exhaust valve 40 is reduced, and the high gas flow inside the combustion chamber 50 is reduced. It can be ensured that a tumble flow situation is achieved.

As an example, as shown in FIGS. 1 and 3, in this example, the end of the intake valve 30 passes through the outlet 11 of the intake passage 10 and extends into the combustion chamber 50, and The inner wall of 50 is configured into a blocking structure 90 that partially surrounds the end of intake valve 30 at a position close to the outlet of intake passage 10 .

Specifically, the blocking structure 90 of this embodiment is installed only on the inner wall of the combustion chamber 50 along the end of the intake valve 30 on the side away from the exhaust valve 40. Specifically, as shown in FIGS. 1 and 3, the blocking structure 90 of this embodiment is located at the lower left of the intake valve 30. The upper right position of the end of the intake valve 30 does not include a blocking structure. Due to the presence of the blocking structure 90, most of the gas flowing from the intake passage 10 to the combustion chamber 50 flows into the combustion chamber 50 from the upper right position of the end of the intake valve 40. Further, since the height of the center position of the intake valve 30 is higher than the height of the center position of the exhaust valve 40, gas entering the combustion chamber 50 from the upper right side of the intake valve 30 flows along the inner wall of the combustion chamber 50 and is turbulent. Form the flow more easily.

Specifically, the blocking structure 90 of this embodiment may include a gas guide wall 91 and an abutting table 92, and has a stepped structure in a cross section cut along the plane where the axis of the intake valve 30 is located. The gas guide wall 91 is basically configured to be parallel to the center axis of the intake valve 30, and the abutment base 92 is configured to adapt to the contour structure of the end of the intake valve 30 on the side closer to the intake passage 10. , and when the intake valve 30 closes the intake passage 10, the intake valve 30 comes into contact with the abutting base 92.

Specifically, the blocking structure 90 has an arcuate shape adapted to the structure of the end of the intake valve 30 in a cross section taken along a plane perpendicular to the axis of the intake valve 30 (as shown in FIG. 2). , the central angle β corresponding to the circular arc (that is, the angle between the center of the circular arc and the sector formed by the circular arc) is 110° to 180°. For example, β may be 110°, 120°, 150° or 180°.

More specifically, the blocking structure 90 of this embodiment is configured such that when the intake valve 30 closes the intake passage 10, the minimum distance between the intake valve 30 and the gas guide wall 91 is b, where b is 0. It may be .6 to 1 mm. For example, b may be 0.6 mm, 0.8 mm or 1 mm. Further, the height c of the gas guide wall 91 of the blocking structure 90 along the axial direction of the intake valve 30 may be 3 to 5 mm. For example, c may be 3 mm, 4 mm or 5 mm.

The combustion system 100 of this embodiment designs a blocking structure 90 at the bottom of the intake valve 30 to reduce the air flow at the bottom of the intake valve 30, especially when the intake valve has a low lift (lift is lower than 3-5 mm). 30 lower airflow can be reduced, promoting flow separation, allowing most of the airflow to enter the combustion chamber 50 from the upper right part of the intake valve 30, greatly improving the low-lift tumble flow ratio, and reducing the gasoline It speeds up gas mixing, improves the uniformity of the mixed gas distribution, and increases the combustion rate. At the same time, the combustion system 100 in this embodiment designs a blocking structure 90 at the lower left of the intake valve 30 to reduce the airflow below the intake valve 30, guide the airflow to the exhaust side, and This contributes to the formation of a large-scale positive tumble flow within the combustion chamber 50.

As one specific example, the included angle α between the central axis of the intake passage 10 and the horizontal plane is 15° to 20° (as shown in FIG. 1). For example, α may be 15°, 16° or 20°. Due to the set angle of the intake passage 10 in this embodiment, the inlet 12 of the intake passage 10 in this embodiment is relatively low. Most of the airflow inside the high tumble flow passage enters the combustion chamber 50 via the upper right part of the intake valve 30, so if the entrance 12 of the intake passage 10 is lowered, the intake passage 10 will absorb more of the airflow. By guiding the flow to the upper right side of the valve 30, it is possible to effectively increase the flow coefficient of the high tumble flow of the intake passage 10.

In this embodiment, by making the center height of the intake valve 30 higher than the center height of the exhaust valve 40 and by designing the inlet 12 of the intake passage 10 to be relatively low, the combustion system 100 of the present embodiment has a structure in which gas is combusted. Ensure that the gas is in a state of high tumble flow and high flow coefficient as it enters chamber 50.

In one example, the combustion system 100 may further include a piston 80, as shown in FIGS. 4 and 5. The piston 80 reciprocates within the cylinder of the engine, and the top surface of the piston 80 forms the bottom surface of the combustion chamber 50. As the piston 80 reciprocates within the cylinder of the engine, the volume of the combustion chamber 50 changes correspondingly.

As one embodiment, a recess 82 is further installed at the center of the top of the piston 80 of this embodiment, and the recess 82 is recessed inward from a position close to the side wall of the piston 80 to form one large shallow recess. form. Specifically, the height of the bottom of the depression 82 is lower than the height of other positions. The vertical distance d between the bottom end and the top end of the depression 82 may be 0.5 to 1 mm. For example, d may be 0.5 mm, 0.8 mm or 1 mm.

In one specific embodiment, a retraction groove 81 is installed at the top end of the piston 80, and the position of the retraction groove 81 matches the positions of the intake valve 30 and the exhaust valve 40. Specifically, this embodiment includes one intake passage 10, two intake valves 30, one exhaust passage 20, and two exhaust valves 40. The two intake valves 30 share one intake passage 10, and the two exhaust valves 40 share one exhaust passage 20. The number of escape grooves 81 is the same as the total number of intake valves 30 and exhaust valves 40. Specifically, in this embodiment, four retraction grooves 81 are designed at the top of the piston 80, and the sizes and positions of the four retraction grooves 81 are adapted to the corresponding intake valve 30 and exhaust valve 40, respectively.

Due to the design of the four retraction grooves 81 and the large depression 82 in the center of the piston 80 of this embodiment, gas enters the combustion chamber 50 from the upper right side of the end of the intake valve 30 of the intake passage 10, and then enters the combustion chamber 50. A tumble flow is formed along the inner wall, and the design of the shallow recess 82 at the top of the piston 80 ensures that the gas in the tumble flow flows along the shallow recess 82 when flowing into the piston 80, thereby improving the intake stroke tumble flow. make maintenance easier. The relatively strong airflow within the combustion chamber crashes when the piston 80 reaches compression top dead center, producing relatively strong turbulent kinetic energy and quenching due to contact with the top surface of the piston 80 during initial flame propagation. avoid this and improve combustion efficiency.

In one embodiment, as shown in FIGS. 2, 6 and 7, a squish structure 51 is installed within the combustion chamber 50 (as shown in FIG. 2). A squish surface 83 is installed on the outer periphery of the recess 82 at the top of the piston 80, and the squish structure 51 and the squish surface 83 match each other. Specifically, the squish structure 51 within the combustion chamber 50 is located at the upper side wall of the combustion chamber. The squish structure 51 is installed in a stepped squish structure or an inwardly sloping squish structure. For example, in FIG. 6, the left side is a stepped squish structure 511, and the right side is a sloped squish structure 512. That is, a stepped squish structure 511 is installed on the left side of the combustion chamber 50, and an inclined squish structure 512 is installed on the right side. In FIG. 7, both sides have stepped squish structures 511. That is, the stepped squish structure 511 is installed on both the front side and the rear side of the combustion chamber 50. A squish surface 83 on the outer periphery of the shallow recess 82 at the top of the piston 80 is a flat surface. The plane and the stepped squish structure 511 are parallel to each other. In this embodiment, the squish structure 51 in the combustion chamber 50 forces the gas flow to the center of the cylinder, and when the piston 80 reaches top dead center, the squish structure 51 and the squish surface 83 cooperate to push the gas flow toward the center of the cylinder. It crashes the tumble flow and creates a relatively strong turbulence intensity in the central position of the combustion chamber 50, increasing the flame propagation velocity and reducing the knocking tendency. In addition, the matching design of the squish surface 83 around the piston 80 and the squish structure 51 of the combustion chamber 50 contributes to maintaining the tumble flow within the cylinder, forming a relatively high turbulent flow strength, and at the time of initial flame propagation. quenching due to contact with the top surface of the piston 80 is avoided, improving combustion efficiency.

As one specific example, both the spark plug 70 and the oil nozzle 60 of the combustion system 100 of this example are installed between the intake valve 30 and the exhaust valve 40 (as shown in FIG. 2). Specifically, the connection line between the two intake valves 30 and the two exhaust valves 40 at the center of the top forms a rectangle. The spark plug 70 and the oil nozzle 60 are installed side by side on one of the center lines of the rectangle, and the spark plug 70 and the oil nozzle 60 are located on both sides of the other center line of the rectangle.

By disposing the oil nozzle 60 in this embodiment in the middle, the combustion control policy becomes more flexible. In the course of actual use, a multiple oil injection policy can be adopted to form a relatively rich gas mixture in the center of the spark plug 70 and improve combustion stability. At the same time, under ignition conditions, it accelerates the ignition of the three-way catalyst. At the same time, by maintaining an appropriate distance between the oil nozzle 60 and the spark plug 70, carbon deposits on the spark plug 70 due to the production of an oil film on the electrode of the spark plug 70 due to contact between the spray and the electrode of the spark plug 70. problems can be prevented.

In addition, due to the cooperation between the squish structure 51 and the squish surface 83, the tumble flow of gas is crushed and a relatively strong turbulent flow strength is formed at the central position of the combustion chamber 50, that is, around the spark plug 70, so that the flame propagation speed can be improved and the knocking tendency can be reduced.

Furthermore, when the oil nozzle of the combustion system 100 of this embodiment injects oil, due to the structure of the combustion system 100 of this embodiment, the spray forms an air layer at the top of the piston 80, and the spray and the top of the piston come into contact with each other. reduce carbon gas emissions risk and improve combustion efficiency. Finally, according to the combustion system of this embodiment, the maximum thermal efficiency of the combustion system can be improved by 2% to 3%.

As one specific embodiment, this embodiment further provides a vehicle including the above-described combustion system 100.

Foregoing, as will be understood by those skilled in the art, while the present text has described in detail exemplary embodiments of the invention, it is possible to use the present invention based on this disclosure without departing from the spirit and scope of the invention. Many other variations or modifications consistent with the principles can be directly determined or deduced. It is therefore recognized that the scope of the invention includes all such variations or modifications.

Optionally, the combustion system further comprises a piston, and a recess is installed at the top center position of the piston, and the vertical distance between the bottom end and the top end of the recess is 0.5-1 mm.

Optionally, the combustion system further comprises a spark plug and an oil nozzle, both of which are located between the intake valve and the exhaust valve.

Furthermore, due to the angle of the intake passage of the invention, the entrance of the intake passage of the invention is relatively low. Because most of the airflow inside the high-tumble intake passage enters the combustion chamber through the top of the intake valve, lowering the intake passage entrance allows the intake passage to direct most of the airflow to the top of the intake valve. It is possible to effectively increase the flow coefficient of the intake passage with high tumble flow.

Specifically, the blocking structure 90 of this embodiment is installed only on the inner wall of the combustion chamber 50 along the end of the intake valve 30 on the side away from the exhaust valve 40. Specifically, as shown in FIGS. 1 and 3, the blocking structure 90 of this embodiment is located at the lower left of the intake valve 30. The upper right position of the end of the intake valve 30 does not include a blocking structure. Due to the presence of the blocking structure 90, most of the gas flowing from the intake passage 10 into the combustion chamber 50 flows into the combustion chamber 50 from the upper right position of the end of the intake valve 30 . In addition, since the height of the center position of the intake valve 30 is higher than the height of the center position of the exhaust valve 40, gas entering the combustion chamber 50 from the upper right side of the intake valve 30 flows along the inner wall of the combustion chamber 50 and becomes turbulent. Form the flow more easily.

Claims (17)

A combustion system used in a vehicle, the combustion system comprising:
An intake passage, an exhaust passage, an intake valve, and an exhaust valve, one end of the intake valve passing through one end of the intake passage to open or close the intake passage, and one end of the exhaust valve passing through the exhaust passage. to open or close one end of the exhaust passage;
The angle between the axis of the intake valve and the axis of the exhaust valve is a preset angle, and
A combustion system used in a vehicle, wherein when the intake valve closes the intake passage and the exhaust valve closes the exhaust passage, the center position of the intake valve is higher than the center position of the exhaust valve. The combustion system for use in a vehicle according to claim 1, wherein a height difference between the center position of the intake valve and the center position of the exhaust valve is 0.5 to 1 mm. The combustion system for use in a vehicle according to claim 1, wherein the preset angle is between 35° and 50°. Further equipped with a combustion chamber,
Both the intake passage and the exhaust passage communicate with the combustion chamber,
An end of the intake valve extends into the combustion chamber through an outlet of the intake passage, and an inner wall of the combustion chamber partially extends from the end of the intake valve at a position close to the outlet of the intake passage. The combustion system for use in a vehicle according to claim 1, wherein the combustion system is configured to have an isolation structure surrounding. 5. The combustion system for use in a vehicle according to claim 4, wherein the blocking structure is located on a side of the intake valve remote from the exhaust valve. The blocking structure includes a gas guide wall and an abutment base, and has a stepped structure in a cross section taken along a plane in which the axis of the intake valve is located;
The gas guide wall is configured to be parallel to the axis of the intake valve, and
The abutment base is configured to adapt to the contour structure of the end of the intake valve on the side closer to the intake passage, and when the intake valve closes the intake passage, the intake valve A combustion system for use in a vehicle according to claim 4, wherein the combustion system abuts on the vehicle. The blocking structure has an arcuate shape adapted to the structure of the end of the intake valve in a cross section taken along a plane perpendicular to the axis of the intake valve, and the central angle with respect to the arcuate shape is 110. The combustion system for use in a vehicle according to claim 4, wherein the combustion system is between 180° and 180°. 7. The blocking structure is further configured such that when the intake valve closes the intake passage, a minimum distance between the intake valve and the gas guide wall is 0.6 to 1 mm. Combustion systems used in vehicles. The combustion system for use in a vehicle according to claim 6, wherein the height of the gas guide wall of the blocking structure along the axial direction of the intake valve is 3 to 5 mm. The combustion system for use in a vehicle according to any one of claims 1 to 9, wherein the included angle between the center axis of the intake passage and a horizontal plane is 15° to 20°. The combustion system for use in a vehicle according to claim 4, further comprising a piston, wherein a recess is installed at the center of the top of the piston, and a vertical distance between a bottom end and a top end of the recess is 0.5 to 1 mm. . 12. The combustion system for use in a vehicle as claimed in claim 11, wherein a retraction groove is installed at the top end of the piston, and the position of the retraction groove matches the positions of the intake valve and the exhaust valve. The number of intake valves is two, sharing one intake passage,
The number of the exhaust valves is two, and they share one exhaust passage,
13. The combustion system for use in a vehicle according to claim 12, wherein the number of escape grooves is the total number of the intake valves and the number of exhaust valves. A squish structure is installed in the combustion chamber,
A squish surface is installed on the outer periphery of the recess at the top of the piston,
12. The combustion system for use in a vehicle as claimed in claim 11, wherein the squish structure and the squish surface match each other. Also equipped with a spark plug and oil nozzle,
14. The combustion system for use in a vehicle according to claim 13, wherein both the spark plug and the oil nozzle are installed between the intake valve and the exhaust valve. A connecting line at the center of the top of the two intake valves and the two exhaust valves forms a rectangle;
15. The spark plug and the oil nozzle are arranged side by side on one of the center lines of the rectangle, and the spark plug and the oil nozzle are located on opposite sides of the other center line of the rectangle. A combustion system used in the vehicle described in . A vehicle comprising a combustion system for use in the vehicle according to any one of claims 1 to 16.

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