KR20230158582A - Automotive combustion systems and vehicles - Google Patents

Abstract

In a combustion system 100 and a vehicle, the combustion system 100 may include an intake channel 10, an exhaust channel 20, an intake valve 30, and an exhaust valve 40, wherein the intake valve ( 30) The angle between the axis and the axis of the exhaust valve 40 is a preset angle, and also when the intake valve 30 turns off the intake channel 10 and the exhaust valve 40 turns off the exhaust channel 20, the intake valve ( The center position of 30) is higher than the center position of the exhaust valve 40. The combustion system 100 fixes the included angle between the axis of the intake valve 30 and the axis of the exhaust valve 40, and adjusts the height of the central position of the intake valve 30 to the height of the central position of the exhaust valve 40. By designing it higher, the upper airflow of the intake valve 30 enters the combustion chamber 50 along the inner wall of the combustion chamber 50 and the wall of the exhaust valve 40, thereby reducing the flow velocity near the exhaust valve 40 and reducing the gas flow. It implements a high rolling flow situation within the combustion chamber 50, improves the combustion speed of gas within the combustion system 100 of the engine, improves engine efficiency, and at the same time satisfies the engine's power demand.

Description

Automotive combustion systems and vehicles

The present invention relates to the field of vehicle technology, and in particular to vehicle combustion systems and vehicles.

As fuel efficiency and emission regulations become more stringent and hybrid technology spreads, more and more main factories have begun to develop hybrid-specific gasoline engines to achieve lower fuel efficiency, lower emissions, and better drivability. To achieve this, a more efficient combustion system must be supported.

The combustion system employed in the existing small cylinder diameter (cylinder diameter 70-75mm) engine has a structure of intake valve, exhaust valve, intake channel, and combustion chamber, so that the flow coefficient of the gas after gas enters the combustion chamber from the intake channel of the combustion system is low. It decreases relatively significantly, resulting in low combustion efficiency in the combustion chamber.

In view of the above-described problems, the present invention is intended to provide a combustion system for a vehicle and a vehicle that can overcome or at least partially solve the above problems.

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

One further objective of the present invention is to solve the problem of low combustion efficiency of engines in existing technology.

Another object of the present invention is to provide a vehicle including the above-described combustion system.

In particular, as an embodiment of the present invention, a combustion system for a vehicle is provided,

It includes an intake channel, an exhaust channel, an intake valve and an exhaust valve, one end of the intake valve passes through one end of the intake channel to turn on or off the intake channel, and one end of the exhaust valve passes through the exhaust channel to turn the intake channel on or off. Turns one end of the exhaust channel on or off; From here,

the angle between the axis of the intake valve and the axis of the exhaust valve is a preset angle; also

When the intake valve turns off the intake channel and the exhaust valve turns off the exhaust channel at the same time, the center position of the intake valve is higher than the center position of the exhaust valve.

Optionally, the height difference between the central position of the intake valve and the central position of the exhaust valve is 0.5-1 mm.

Optionally, the preset angle is 35-50°.

Optionally, it also includes a combustion chamber, wherein both the intake channel and the exhaust channel are connected to the combustion chamber;

The end of the intake valve enters the combustion chamber through the outlet of the intake channel and is configured with a shielding structure that partially surrounds the end of the intake valve at a position close to the outlet of the intake channel on the inner wall of the combustion chamber.

Optionally, the shielding structure is located on a side of the intake valve away from the exhaust valve.

Optionally, the shielding structure includes an air guide wall and a joint, and the cross-section cut along the plane where the axis of the intake valve is located is a stepped structure; The air guide wall is structured parallel to the axis of the intake valve; also

The joint is configured to fit the contour of the end of the intake valve, and the intake valve is joined to the joint when the intake valve closes the intake channel.

Optionally, a cross section formed by cutting along an axis perpendicular to the intake valve of the shielding structure has an arcuate shape suitable for the end structure of the intake valve, and a centrifugal angle corresponding to the arcuate shape is 110° to 180°.

Optionally, the shielding structure is also configured so that the minimum distance between the intake valve and the air guide wall is 0.6-1 mm when the intake valve opens the intake channel.

Optionally, the height of the air guide wall of the shielding structure along the axis of the intake valve is 3-5 mm.

Optionally, the angle between the mid-axis of the intake channel and the horizontal is 15-20°.

Optionally, it also includes a piston;

A pit is installed in the middle of the top of the piston, and the vertical distance between the bottom and top of the pit is 0.5-1 mm.

Optionally, an escape groove is installed at the top of the piston, and the position of the escape groove matches the positions of the intake valve and the exhaust valve.

Optionally, the number of intake valves is two, sharing one intake channel;

The number of exhaust valves is two, sharing one exhaust channel;

The quantity of the escape grooves is the sum of the quantities of the intake valve and the exhaust valve.

Optionally, a compression structure is installed within the combustion chamber;

A compression surface is provided around the outside of the cavity at the top of the piston;

The compression structure and the compression surface match each other.

Optionally, also includes a spark plug and an oil nozzle;

Both the ignition hydrant and the oil nozzle are installed between the intake valve and the exhaust valve.

Optionally, the connecting line of the top centers of the two intake valves and the two exhaust valves is configured to be rectangular;

The ignition hydrant and the oil nozzle are installed side by side on one center line of the rectangle, and the ignition hydrant and the oil nozzle are located on both sides of the other center line of the rectangle.

In particular, the present invention also provides for a vehicle and includes a combustion system for 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 designs the height of the center position of the intake valve to be higher than the height of the center position of the exhaust valve, so that the upper airflow of the intake valve is directed to the inner wall of the combustion chamber. By allowing the gas to enter the combustion chamber along the exhaust valve wall, the flow velocity near the exhaust valve is reduced, the gas realizes a high rolling flow situation within the combustion chamber, the combustion speed of the gas in the engine's combustion system is improved, and the engine's efficiency is improved. It improves performance and at the same time satisfies the engine's dynamic demands.

Furthermore, the combustion system of the present invention can reduce the airflow under the intake valve by designing a shielding structure at the bottom of the intake valve. In particular, it reduces the airflow under the intake valve at low lift (lift < 3~5mm) and achieves flow separation. It promotes the flow of most airflow from the upper part of the intake valve into the combustion chamber, greatly improves the ratio of low-elevation rolling flow, accelerates oil and gas mixing, and improves the uniformity of mixed gas distribution to speed up combustion. At the same time, in this embodiment, the combustion system designs a shielding structure below the intake valve to reduce the airflow below the intake valve, guide the airflow to the exhaust side, and reduce the initial reverse rolling flow of the intake charge to create a large scale of forward rolling within the combustion chamber. It is advantageous in forming a flow.

Furthermore, according to the angle of the intake channel of the present invention, the inlet of the intake channel of the present invention is lowered. Because most of the airflow inside the high rolling flow channel passes through the upper part of the intake valve and enters the combustion chamber, when the inlet of the intake channel is lowered, the intake channel can lead most of the airflow to flow into the upper part of the intake valve, and the high rolling flow intake channel The flow coefficient can be effectively increased.

Furthermore, the four escape grooves and the central large hole design of the piston of the present invention form a rolling flow along the inner wall of the combustion chamber after the gas enters the combustion chamber at the upper right of the intake valve end of the intake channel, and the shallow cavity at the top of the piston The design of the pit ensures that the corresponding rolling flow gas can flow along the shallow pit when flowing into the piston, making it easy to maintain the intake cavity rolling flow, and when the piston reaches the compression upper stop, the strong air flow is broken, Generate strong turbulent kinetic energy and improve combustion efficiency by preventing quenching from contact with the top of the piston when the flame initially propagates.

The oil nozzle of the present invention has an intermediate arrangement, allowing for more flexibility in combustion control strategies. During actual use, multiple oil injection strategies can be used, and combustion stability is improved by forming a strong mixed gas at the center of the ignition plug. At the same time, the combustion start of the three-way catalyst can be accelerated in the combustion start state. In addition, if you maintain an appropriate distance between the oil nozzle and the ignition plug, you can prevent the problem of carbon accumulating on the ignition plug due to contact between the oil bundle and the ignition plug electrode and an oil film forming on the ignition plug electrode.

Furthermore, the compression structure in the combustion chamber of the present invention can push the flow of gas to the center of the cylinder, and when the movement of the piston reaches the upper stop, the rolling flow of gas is broken through the combination of the compression structure and compression surface. It can form a relatively strong turbulent intensity in the middle of the combustion chamber, increasing the speed of flame propagation and reducing the tendency for explosion. In addition, the compression surface around the piston and the compression structure of the combustion chamber are designed to match, so that the rolling flow within the cylinder is maintained and a relatively high turbulence intensity is formed, while preventing quenching caused by contact with the top surface of the piston during the initial flame propagation, thereby preventing combustion. Efficiency is improved.

In addition, when the oil nozzle of the combustion system of the present invention sprays, the oil bundle forms an air layer on the top of the piston according to the structure of the combustion system of this embodiment, thereby reducing the oil bundle and the top of the piston from touching the wall, and carbon smoke Reduces the risk of emissions. Increases combustion efficiency. Finally, using the combustion system of the present invention, the peak thermal efficiency of the combustion system can be improved to 2-3%.

The above description is only an outline of the technical solution of the present invention, so that the technical means of the present invention can be more clearly understood and implemented according to the contents of the description of the invention, and the detailed description and other objects, features and advantages of the present invention. In order to make it clearer and easier to understand, the following illustrates specific implementation methods of the present invention.

Based on the detailed description of specific embodiments of the present invention in combination with the text and drawings below, those skilled in the art will further clarify the above-mentioned and other objects, advantages and features of the present invention.

In the afterword, some specific embodiments of the present invention will be described in detail in an illustrative rather than restrictive manner with reference to the drawings. Identical drawing marks in the drawings indicate identical or finite parts or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawing,
1 is an exemplary cross-sectional view of a combustion system according to one embodiment of the present invention.
Figure 2 is an exemplary bird's eye view of a combustion system according to one embodiment of the present invention.
3 is an enlarged view of the shielding structure of a combustion system according to an embodiment of the present invention.
Figure 4 is an exemplary bird's eye view of a piston in a combustion system according to one embodiment of the present invention.
Figure 5 is an exemplary cross-sectional view of a combustion system according to one embodiment of the present invention.
FIG. 6 is an exemplary cross-sectional view after being cut along cross-section line AA of FIG. 2.
FIG. 7 is an exemplary cross-sectional view after being cut along cross-section line BB in FIG. 2.

The disclosed exemplary embodiments are described in more detail with reference to the accompanying drawings below. Although exemplary embodiments of the present disclosure are depicted in the accompanying drawings, it should be understood that the present disclosure may be implemented in various formats and should not be limited by the embodiments described herein. Rather, these embodiments are provided to provide a clearer understanding of the disclosure and to fully convey the scope of the disclosure to those skilled in the art.

As a specific embodiment of the present invention, as shown in Figures 1 and 2, the combustion system 100 of this embodiment includes an intake channel 10, an exhaust channel 20, an intake valve 30, and an exhaust valve ( 40), a combustion chamber 50, an oil nozzle 60, an ignition plug 70, and a piston 80. The intake channel 10 is on the side of the intake valve 30. Specifically, as shown in FIG. 1, the intake channel 10 may be located to the left of the intake valve 30. The exhaust channel 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 channel 10 to turn the intake channel 10 on and off. Specifically, the exhaust channel 20 may be located on the right side of the exhaust valve 40, and one end of the exhaust valve 40 may pass through the inlet 21 of the exhaust channel 20 to form the exhaust channel 20. ) can be turned on and off. And specifically, the intake valve 30 and the exhaust valve 40 in this embodiment may include two. Both the intake channel 10 and the exhaust channel 20 are connected to the combustion chamber 50, and gas enters the intake channel 10 from the inlet 12 of the intake channel 10 and exits the intake channel 10 ( 11), it enters the combustion chamber 50 and is burned, and after the gas is burned, it again enters the exhaust channel 20 at the inlet 21 of the exhaust channel 20 and is discharged again through the outlet 22 of the exhaust channel 20. The intake valve 30 and exhaust valve 40 are used to turn on and off the corresponding intake channel 10 and exhaust channel 20. Specifically, the combustion system 100 of this embodiment is more suitable for engines with small cylinder diameters (cylinder diameter 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 size of the rolling flow of gas entering the combustion chamber 50, so the combustion of this embodiment 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 also allows the intake valve 30 to close (or block) the intake channel 10. At the same time, when the exhaust valve 40 closes (or blocks) the exhaust channel, the central position of the intake valve 30 is higher than the central position of the exhaust valve 40. In this embodiment, the center position of the intake valve 30 may indicate the geometric center position of the intake valve 30. Likewise, the central location of exhaust valve 40 may refer to the geometric center location of exhaust valve 40. When the intake valve 30 and the exhaust valve 40 block the intake channel 10 and the exhaust channel 20, respectively, the height difference between the geometric center positions of the intake valve 30 and the exhaust valve 40 is the intake valve ( 30) and the lowest point of the exhaust valve 40. In fact, when designing the height difference, the height difference between the outlet 11 of the intake channel 10 and the inlet 21 of the exhaust channel 20 is designed so that the intake valve 30 turns off the intake channel 10. At the same time, when the exhaust valve 40 closes the exhaust channel 20, the central position of the intake valve 30 is ensured to be higher than the central 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. Thus, 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, thereby reducing the flow velocity near the exhaust valve 40 and allowing the gas to flow within the combustion chamber 50. It realizes a high rolling flow situation, improves the combustion speed of gases in the engine's combustion system, improves engine efficiency, and at the same time satisfies the engine's dynamics demand.

Specifically, the preset angle θ in this embodiment may be 35 to 50°. For example, θ can 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 0.5-1 mm. For example, a can be 0.5mm, 0.8mm or 1mm. The corresponding narrow angle design of the axis of the intake valve 30 and the exhaust valve 40 of the present embodiment combines the corresponding height difference between the center position of the intake valve 30 and the center position of the exhaust valve 40 to allow the gas to be inhaled. When the upper airflow of the 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 dune near the exhaust valve 40 is reduced and the gas is high within the combustion chamber 50. A rolling flow situation can be implemented.

As one embodiment, as shown in FIGS. 1 and 3, in this embodiment, the end of the intake valve 30 passes through the outlet 11 of the intake channel 10 and enters the combustion chamber 50, and The inner wall of the combustion chamber 50 is composed of a shielding structure 90 that partially surrounds the end of the intake valve 30 at a position close to the outlet of the intake channel 10.

Specifically, the shielding structure 90 of this embodiment is installed only on the inner wall of the combustion chamber 50 along one side farthest from the exhaust valve 40 at the end of the intake valve 30. Specifically, as shown in FIGS. 1 and 3, the shielding structure 90 of this embodiment is located at the lower left position of the intake valve 30. No shielding structure is included in the upper right position of the end of the intake valve 30. Due to the presence of the shielding structure 90, most of the gas flowing from the intake channel 10 to the combustion chamber 50 enters the combustion chamber 50 at the upper right position of the end of the intake valve 40. 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, the gas entering the combustion chamber 50 from the upper right corner of the intake valve 30 flows along the inner wall of the combustion chamber 50. Because it flows, it is easier to form turbulence.

Specifically, the shielding structure 90 of this embodiment may include an air guide wall 91 and a joint 92, and the cross section cut along the plane where the axis of the intake valve 30 is located has a stepped structure. am. The air guide wall 91 is basically structured parallel to the central axis of the intake valve 30, and the joint 92 is basically a contour structure on one side close to the intake valve 10 at the end of the intake valve 30. It is structured to be suitable for, and when the intake valve 30 closes the intake channel 10, the intake valve 30 is joined to the joint 92.

Specifically, the shielding structure 90 is formed by cutting along the axis perpendicular to the intake valve 30, and the cross-section is an arch shape (shown in Figure 2) corresponding to the end structure of the intake valve 30, and corresponds to the arch shape. The centrifugal angle (i.e., the angle between the center of the arc and the fan formed by the arc) (β) is 110° to 180°. For example, β can be 110°, 120°, 150°, or 180°.

More specifically, when the shielding structure 90 of this embodiment blocks the intake channel 10 in the intake valve 30, the minimum distance between the intake valve 30 and the air guide wall 91 is b, where b is 0.6. It can be -1mm. For example, b can be 0.6mm, 0.8mm or 1mm. Additionally, the height (c) of the air guide wall 91 of the shielding structure 90 along the axis of the intake valve 30 may be 3-5 mm. For example, c could be 3mm, 4mm or 5mm.

The combustion system 100 of this embodiment can reduce the airflow below the intake valve 30 by designing a shielding structure 90 below the intake valve 30, especially when the intake valve is low (lift < 3 to 5 mm). (30) Reduces the lower airflow, promotes flow separation, so that most of the airflow flows into the combustion chamber (50) from the upper right side of the intake valve (30), and significantly improves the low-lift rolling flow ratio to improve oil and gas mixing. It accelerates combustion and improves the uniformity of mixed gas distribution to speed up combustion. At the same time, in this embodiment, the combustion system 100 designs a shielding structure 90 at the lower left side of the intake valve 30 to reduce the airflow below the intake valve 30, guide the airflow to the exhaust side, and It is advantageous to reduce the reverse rolling flow and form a large-scale forward rolling flow within the combustion chamber 50.

In one specific embodiment, the angle α between the central axis of the intake channel 10 and the horizontal plane is 15-20° (as shown in Figure 1). For example, α can be 15°, 16°, or 20°. According to the angle set in the intake channel 10 of this embodiment, the inlet 12 of the intake channel 10 of this embodiment is lowered. Since most of the gas flow inside the high rolling flow channel enters the combustion chamber 50 through the upper right part of the intake valve 30, after lowering the inlet 12 of the intake channel 10, the intake channel 10 has more The gas flow can be directed to the upper right side of the intake valve 30, effectively increasing the flow coefficient of the high rolling flow intake channel 10.

In this embodiment, based on the fact that the center height of the intake valve 30 is higher than the center height of the exhaust valve 40, by combining the design of the inlet 12 of the intake channel 10 to be low, the combustion system of this embodiment ( 100) ensures that the gases are in a state of high rolling flow and high flow coefficient when they enter the combustion chamber 50.

In one embodiment, combustion system 100 may also include a piston 80, as shown in FIGS. 4 and 5. The piston 80 can reciprocate within the cylinder of the engine, and the top surface of the piston 80 constitutes the bottom surface of the combustion chamber 50. When the piston 80 reciprocates within the cylinder of the engine, the volume of the combustion chamber 50 changes correspondingly.

In one embodiment, a pit 82 is also installed at the middle position of the top of the piston 80 in this embodiment, and the pit 82 starts at a position close to the side wall of the piston 80 and is recessed inward to form a large Forms a shallow pit. Specifically, the height of the bottom surface of the pit 82 is lower than the height of other locations. The vertical distance d between the bottom and top of the pit 82 may be 0.5-1 mm. For example, d could be 0.5mm, 0.8mm or 1mm.

As a specific embodiment, an escape groove 81 is installed at the top of the piston 80, and the position of the escape groove 81 matches the positions of the intake valve 30 and the exhaust valve 40. Specifically, in this embodiment, one intake channel 10, two intake valves 30, one exhaust channel 20 and two exhaust valves 40 are included. Two intake valves (30) share one intake channel (10), and two exhaust valves (40) share one exhaust channel (20). The number of escape grooves (81) is equal to the sum of the intake valves (30) and exhaust valves (40). Specifically, in this embodiment, four escape grooves 81 at the top of the piston 80 are installed, and the size and position of the four escape grooves 81 are respectively determined by the corresponding intake valve 30 and exhaust valve 40. ) is suitable for.

The design of the four escape grooves 81 and the central large hole 82 of the piston 80 in this embodiment allows gas to enter the combustion chamber 50 from the upper right corner of the end of the intake valve 30 of the intake channel 10. It forms a rolling flow along the inner wall of the post-combustion chamber 50, and the design of the shallow pit 82 at the top of the piston 80 allows the rolling flow gas to flow along the shallow pit 82 when flowing into the piston 80. This ensures that it is easy to maintain the intake charge rolling flow. When the piston 80 reaches the compression top stop, the strong air current in the combustion chamber breaks down to generate strong turbulent kinetic energy, and when the flame initially propagates, it contacts the top surface of the piston 80 to prevent quenching, thereby improving combustion efficiency. improve.

In one embodiment, as shown in Figures 2, 6 and 7, a compression structure 51 is installed within the combustion chamber 50 (shown in Figure 2). A compression surface 83 is installed around the outer circumference of the pit 82 at the top of the piston 80, and the compression structure 51 and the compression surface 83 are matched to each other. Specifically, the compression structure 51 in the combustion chamber 50 is located at the side wall of the upper part of the combustion chamber. The compression structure 51 is installed as a stepped compression structure or an inclined compression structure coming into the interior. For example, in Figure 6, the left side is the stepped compression structure 511 and the right side is the inclined compression structure 512. In other words, the stepped compression structure 511 is set on the left side of the combustion chamber 50, and the inclined compression structure is set on the right side. Structure 512 is installed. In Figure 7, there is a stepped compression structure 511 on both sides, that is, a stepped compression structure 511 is installed both in front and behind the combustion chamber 50. The compression surface 83 around the outer periphery of the shallow pit 82 at the top of the piston 80 is flat. The corresponding planes are parallel to each other and the stepped compression structure 511. The compression structure 51 in the combustion chamber 50 of this embodiment can push the gas flow to the center of the cylinder, and when the movement of the piston 80 reaches the upper stop, the compression structure 51 and the compression surface 83 ), the rolling flow of gas is broken and a relatively strong turbulence intensity is formed at the middle position of the combustion chamber 50, thereby increasing the propagation speed of the flame and reducing the tendency for explosion. In addition, the compression surface 83 around the piston 80 and the compression structure 51 of the combustion chamber 50 are designed to match, so that the rolling flow in the cylinder is maintained and a relatively high turbulence intensity is formed, and at the same time, when the flame initially propagates, the piston (80) ) Combustion efficiency is improved by preventing quenching caused by contact with the top surface.

As a specific embodiment, both the ignition plug 70 and the oil nozzle 60 of the combustion system 100 of this embodiment are installed between the intake valve 30 and the exhaust valve 40 (as shown in FIG. 2). Specifically, the connecting line between the top centers of the two intake valves 30 and the two exhaust valves 40 has a rectangular shape. The ignition plug 70 and the oil nozzle 60 are installed side by side on one center line of the rectangle, and the ignition plug 70 and the oil nozzle 60 are located on both sides of the other center line of the rectangle.

The oil nozzle 60 of this embodiment is arranged in the middle, making the combustion control strategy more flexible. In actual use, multiple oil injection strategies can be used, and combustion stability is improved by forming a strong mixed gas at the center of the ignition plug (70). At the same time, the combustion start of the three-way catalyst can be accelerated in the combustion start state. In addition, if you maintain an appropriate distance between the oil nozzle (60) and the ignition plug (70), you can prevent the problem of carbon accumulating on the ignition plug (70) due to contact between the oil bundle and the ignition plug (70) electrode and an oil film forming on the ignition plug (70) electrode. there is.

In addition, due to the combination of the compression structure 51 and the compression surface 83, the rolling flow of gas may be broken, forming a strong turbulent intensity around the middle position of the combustion chamber 50, that is, around the ignition plug 70, thereby causing the flame to increase. It can increase the speed of propagation and reduce the tendency for explosions.

In addition, when the oil nozzle of the combustion system 100 of this embodiment sprays, the oil bundle forms an air layer at the top of the piston 80 according to the structure of the combustion system 100 of this embodiment, so that the oil bundle and the top of the piston are Reduces contact with walls, reduces risk of carbon smoke emissions, and increases combustion efficiency. Finally, using the combustion system of this embodiment, the highest thermal efficiency of the combustion system can be improved by 2-3%.

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

Accordingly, although exemplary embodiments of the present invention have been shown and described in detail in this document, those skilled in the art will understand that, without departing from the spirit and scope of the present invention, a method consistent with the principles of the present invention can be made based on the content disclosed herein. It should be recognized that many other variations or modifications may be directly confirmed or derived. Accordingly, the scope of the present invention should be understood and acknowledged to encompass all such other variations or modifications.

Claims (17)

In a vehicle combustion system,
It includes an intake channel, an exhaust channel, an intake valve and an exhaust valve, one end of the intake valve passes through one end of the intake channel to turn on or off the intake channel, and one end of the exhaust valve passes through the exhaust channel to turn the intake channel on or off. Turns one end of the exhaust channel on or off;
the angle between the axis of the intake valve and the axis of the exhaust valve is a preset angle; also
When the intake valve turns off the intake channel and the exhaust valve turns off the exhaust channel, the central position of the intake valve is higher than the central position of the exhaust valve. According to paragraph 1,
A combustion system for a vehicle, characterized in that the height difference between the center position of the intake valve and the center position of the exhaust valve is 0.5-1 mm. According to paragraph 1,
A combustion system for a vehicle, characterized in that the preset angle is 35 to 50°. According to paragraph 1,
Also includes a combustion chamber;
Both the intake channel and the exhaust channel are connected to the combustion chamber;
The end of the intake valve enters the combustion chamber through the outlet of the intake channel, and the inner wall of the combustion chamber is composed of a shielding structure that partially surrounds the end of the intake valve at a position close to the outlet of the intake channel. combustion system. According to paragraph 4,
The combustion system for a vehicle, wherein the shielding structure is located on one side of the intake valve far away from the exhaust valve. According to paragraph 4,
The shielding structure includes an air guide wall and a joint, and the cross section cut along the plane where the axis of the intake valve is located has a stepped structure;
The air guide wall is structured parallel to the axis of the intake valve; also
Combustion for a vehicle, wherein the joint is configured to fit the contour structure of one side close to the intake channel at the end of the intake valve, and the intake valve is joined to the joint when the intake valve turns off the intake channel. system. According to paragraph 4,
A combustion system for a vehicle, characterized in that a cross section formed by cutting along an axis perpendicular to the intake valve of the shielding structure is an arc shape suitable for the end structure of the intake valve, and a centrifugal angle corresponding to the arc shape is 110° to 180°. . According to clause 6,
The shielding structure is further configured to have a minimum distance between the intake valve and the air guide wall of 0.6-1 mm when the intake valve turns off the intake channel. According to clause 6,
A combustion system for a vehicle, wherein the height of the conductor wall of the shielding structure along the axis of the intake valve is 3-5 mm. According to any one of claims 1 to 9,
A combustion system for a vehicle, wherein the angle between the middle axis of the intake channel and the horizontal plane is 15-20°. According to paragraph 4,
Also includes a piston;
A combustion system for a vehicle, wherein a pit is installed in the middle of the top of the piston, and the vertical distance between the bottom and top of the pit is 0.5-1 mm. According to clause 11,
A combustion system for a vehicle, wherein an escape groove is installed at the top of the piston, and the position of the escape groove matches the positions of the intake valve and the exhaust valve. According to clause 12,
The number of intake valves is two, sharing one intake channel;
The number of exhaust valves is two, sharing one exhaust channel;
A combustion system for a vehicle, characterized in that the quantity of the escape grooves is the sum of the quantity of the intake valve and the exhaust valve. According to clause 11,
A compression structure is installed within the combustion chamber;
A compression surface is provided around the outside of the cavity at the top of the piston;
A combustion system for a vehicle, characterized in that the compression structure and the compression surface are matched to each other. According to clause 13,
Also includes spark plug and oil nozzle.
A combustion system for a vehicle, wherein both the ignition plug and the oil nozzle are installed between the intake valve and the exhaust valve. According to clause 15,
A connecting line between the top centers of the two intake valves and the two exhaust valves forms a rectangle;
The combustion system for a vehicle, wherein the ignition hydrant and the oil nozzle are installed side by side on one center line of the rectangle, and the ignition hydrant and the oil nozzle are located on both sides of the other center line of the rectangle. In vehicles,
A vehicle comprising the combustion system for a vehicle according to any one of claims 1 to 16.