WO2022236457A1

WO2022236457A1 - Combustion system for vehicle and vehicle

Info

Publication number: WO2022236457A1
Application number: PCT/CN2021/092307
Authority: WO
Inventors: 张沛毅; 王明明; 颜平涛; 田志松; 刘丽华; 李红洲; 张育春; 周武明; 肖逸阁; 王瑞平
Original assignee: 浙江吉利控股集团有限公司; 义乌吉利动力总成有限公司; 宁波吉利罗佑发动机零部件有限公司; 浙江吉利动力总成有限公司
Priority date: 2021-05-08
Filing date: 2021-05-08
Publication date: 2022-11-17
Also published as: EP4293209A1; CN116964305A; EP4293209A4; JP2024511210A; KR20230158582A

Abstract

A combustion system (100) and a vehicle. The combustion system (100) may comprise an air intake passage (10), an air exhaust passage (20), an air intake valve (30), and an air exhaust valve (40). The included angle between an axis of the air intake valve (30) and an axis of the air exhaust valve (40) is a preset angle. Furthermore, when the air intake valve (30) shuts down the air intake passage (10) and the air exhaust valve (40) shuts down the air exhaust passage (20), the center position of the air intake valve (30) is higher than the center position of the air exhaust valve (40). The combustion system (100) fixes the included angle between the axis of the air intake valve (30) and the axis of the air exhaust valve (40). Furthermore, the height of the center position of the air intake valve (30) is designed to be higher than the height of the center position of the air exhaust valve (40). Therefore, airflow at the upper part of the air intake valve (30) flows along the inner wall of a combustion chamber (50) and a wall surface of the air exhaust valve (40) to enter the combustion chamber (50). A flow rate dead zone near the air exhaust valve (40) is reduced, thereby achieving high tumble flow conditions of gas in the combustion chamber (50). The combustion speed of the gas in the combustion system (100) of an engine is increased, the engine efficiency is increased, and requirements for engine power are met.

Description

A combustion system for a vehicle and the vehicle

technical field

The invention relates to the technical field of vehicles, in particular to a combustion system for a vehicle and the vehicle.

Background technique

With the increasingly stringent fuel consumption and emission regulations and the promotion of hybrid technology, more and more OEMs have begun to develop hybrid gasoline engines to achieve lower fuel consumption, lower emissions and better drivability, which need to be achieved Performance requires the support of a more efficient combustion system.

The combustion system used in the existing small-bore (bore 70-75mm) engine, because of the structure of the intake valve, exhaust valve, intake port and combustion chamber, the gas enters the combustion chamber from the intake port of the combustion system After that, the flow coefficient of the gas decreases greatly, which leads to low combustion efficiency in the combustion chamber.

Contents of the invention

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

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

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

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

In particular, according to an aspect of an embodiment of the present invention, a combustion system for a vehicle is provided, including:

intake port, exhaust port, intake valve and exhaust valve, one end of the intake valve passes through one end of the intake port to open or close the intake port, one end of the exhaust valve passes through through the exhaust channel to open or close one end of the exhaust channel; wherein,

The included 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 port while the exhaust valve closes the exhaust port, 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 0.5-1mm.

Optionally, the preset angle is 35-50°.

Optionally, a combustion chamber is also included, and both the intake port and the exhaust port communicate with the combustion chamber;

The end of the intake valve protrudes into the combustion chamber through the outlet of the intake port, and the inner wall of the combustion chamber is configured to partially enclose the intake air near the exit of the intake port. The shielding structure at the end of the door.

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 an abutment platform, and a cross section cut along a plane along the axis of the intake valve is a stepped structure; the air guide wall is configured to be in contact with the intake valve the axes of the valves are parallel; and

The abutment platform is configured to conform to the contour of the end portion of the intake valve, and when the intake valve closes the intake passage, the intake valve abuts against the abutment Office.

Optionally, the section formed by cutting the shielding structure along the axis perpendicular to the intake valve is an arc shape suitable for the end structure of the intake valve, and the arc shape The corresponding central angle is 110°-180°.

Optionally, the shielding structure is further configured such that when the intake valve closes the intake passage, the minimum distance between the intake valve and the air guide wall is 0.6-1 mm.

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

Optionally, the included angle between the central axis of the inlet channel and the horizontal plane is 15-20°.

Optionally, a piston is also included;

A pit is arranged at the middle position of the top of the piston, and the vertical distance between the bottom end and the top end of the pit is 0.5-1 mm.

Optionally, an avoidance groove is provided on the top of the piston, and the position of the avoidance groove matches the positions of the intake valve and the exhaust valve.

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

The number of the exhaust valves is two, sharing one exhaust port;

The number of the avoidance grooves is the sum of the numbers of the intake valves and the exhaust valves.

Optionally, a squishing structure is arranged in the combustion chamber;

A squeeze surface is provided on the outer periphery of the pit at the top of the piston;

The squeeze structure and the squeeze surface match each other.

Optionally, spark plugs and fuel injectors are also included,

Both the spark plug and the fuel injector are disposed between the intake valve and the exhaust valve.

Optionally, a line connecting the top centers of the two intake valves and the two exhaust valves forms a rectangle;

The spark plug and the fuel injector are arranged side by side on one of the center lines of the rectangle, and the spark plug and the fuel injector are located on both sides of the other center line of the rectangle.

In particular, the present invention also provides a vehicle, comprising the above-mentioned combustion system for the vehicle.

In the combustion system of the present invention, the included angle between the axis of the intake valve and the axis of the exhaust valve is fixed, and the height of the center position of the intake valve is designed to be higher than the height of the center position of the exhaust valve, so that the intake air The airflow at the upper part of the door enters the combustion chamber along the inner wall of the combustion chamber and the wall of the exhaust valve, reducing the dead zone of flow velocity near the exhaust valve, realizing high tumble flow of gas in the combustion chamber, increasing the combustion speed of gas in the combustion system of the engine, and improving engine efficiency , and at the same time meet the power requirements of the engine.

Further, the combustion system of the present invention designs a shielding structure at the lower part of the intake valve, which can reduce the air flow at the lower part of the intake valve, especially when reducing the air flow at the lower part of the intake valve when the lift is low (lift<3-5mm), so as to promote flow separation. Most of the air flow enters the combustion chamber from the upper part of the intake valve, the low-lift tumble ratio is greatly improved, the mixing of oil and gas is accelerated, the uniformity of the mixture distribution is improved, and the combustion speed is accelerated. At the same time, the combustion system in this embodiment designs a shielding structure at the lower part of the intake valve, which can reduce the airflow at the lower part of the intake valve, guide the airflow to the exhaust side, reduce the reverse tumble flow at the beginning of the intake stroke, and facilitate the formation of a large-scale positive direction in the combustion chamber. tumble.

Further, according to the angle provided by the air inlet of the present invention, the inlet of the air inlet of the present invention is relatively low. Since most of the air flow inside the high tumble flow channel enters the combustion chamber through the upper part of the intake valve, after the inlet of the intake port is lowered, the intake port can guide most of the air flow to the upper part of the intake valve, effectively improving the flow rate of the high tumble flow intake port coefficient.

Further, the design of the four avoidance grooves and the central large pit of the piston of the present invention, after the gas enters the combustion chamber from the upper right of the intake valve end of the intake passage, will form a tumble flow along the inner wall of the combustion chamber, and The design of the shallow pit on the upper part of the piston can ensure that the tumble gas can flow along the shallow pit when it flows to the piston, making it easier to maintain the tumble flow during the intake stroke. Kinetic energy, to avoid quenching caused by contact with the top surface of the piston when the flame propagates in the initial stage, and improve combustion efficiency.

The fuel injector of the present invention is arranged in the middle, so that the combustion control strategy is more flexible. In actual use, multiple fuel injection strategies can be used to form a richer mixture in the center of the spark plug to improve combustion stability. At the same time, in the light-off working condition, it can accelerate the light-off of the three-way catalytic converter. At the same time, maintaining an appropriate distance between the fuel injector and the spark plug can prevent the oil film from being formed on the spark plug electrode due to the contact between the oil beam and the spark plug electrode, resulting in carbon deposition on the spark plug and other problems.

Further, the squeeze structure in the combustion chamber of the present invention can squeeze the gas flow to the center of the cylinder. When the piston moves to the top dead center, the tumble flow of the gas can be broken through the cooperation of the squeeze structure and the squeeze surface. The middle position of the chamber forms a strong turbulence intensity, which increases the speed of flame propagation and reduces the tendency of knocking. In addition, the matching design of the squeeze surface around the piston and the squeeze structure of the combustion chamber is conducive to maintaining tumble flow in the cylinder and forming a higher turbulent flow intensity. At the same time, it can avoid quenching caused by contact with the top surface of the piston when the flame propagates in the initial stage, and improve combustion efficiency. .

In addition, when the fuel injector of the combustion system of the present invention injects oil, according to the structure of the combustion system of this embodiment, the oil beam will form an air layer on the top of the piston, reducing the contact between the oil beam and the piston top, and reducing the risk of soot emission . Improve combustion efficiency. Finally, after using 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 an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention, it can be implemented according to the contents of the description, and in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable , the specific embodiments of the present invention are enumerated below.

Those skilled in the art will be more aware of the above and other objects, advantages and features of the present invention according to the following detailed description of specific embodiments of the present invention in conjunction with the accompanying drawings.

Description of drawings

Hereinafter, some specific embodiments of the present invention will be described in detail by way of illustration and not limitation with reference to the accompanying drawings. The same reference numerals in the drawings designate the same or similar parts or parts. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the attached picture:

Figure 1 is a schematic cross-sectional view of a combustion system according to one embodiment of the present invention;

Figure 2 is a schematic top view of a combustion system according to one embodiment of the present invention;

3 is an enlarged schematic view of a shielding structure of a combustion system according to an embodiment of the present invention;

Figure 4 is a schematic top view of a piston of a combustion system according to one embodiment of the present invention;

Figure 5 is a schematic cross-sectional diagram of a combustion system according to one embodiment of the present invention.

Fig. 6 is a schematic cross-sectional view after cutting according to the cutting line A-A in Fig. 2;

Fig. 7 is a schematic cross-sectional view taken along the section line B-B in Fig. 2 .

Detailed ways

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided for more thorough understanding of the present disclosure and to fully convey the scope of the present 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 may include an intake port 10, an exhaust port 20, an intake valve 30, an exhaust valve 40, and a combustion chamber 50 , fuel injector 60, spark plug 70 and 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 port 20 is located at the side of the exhaust valve 40 , and one end of the intake valve 30 passes through the outlet 11 of the intake port 10 to open and close the intake port 10 . Specifically, the exhaust passage 20 may be 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 and close the exhaust passage 20 . And specifically, there may be two intake valves 30 and two exhaust valves 40 in this embodiment. Both the intake passage 10 and the exhaust passage 20 communicate with the combustion chamber 50, and the gas enters the intake passage 10 from the inlet 12 of the intake passage 10, and then enters the combustion chamber 50 from the outlet 11 of the intake passage 10 to burn, and the gas burns Then enter the exhaust passage 20 through the inlet 21 of the exhaust passage 20, and then discharge through the outlet 22 of the exhaust passage 20. The intake valve 30 and the exhaust valve 40 are used to open and close the corresponding intake passage 10 and exhaust passage. Airway 20. Specifically, the combustion system 100 of this embodiment is more suitable for an engine with a small bore (bore 70-75mm).

Specifically, as shown in FIG. 1 , since the included angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 will affect the size of the tumble flow of gas entering the combustion chamber 50, the intake air of the combustion system 100 of this embodiment The included angle between the axis of the valve 30 and the axis of the exhaust valve 40 is a preset angle θ, and when the intake valve 30 closes (or blocks) the intake port 10 and the exhaust valve 40 closes (or blocks) In the exhaust port 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 . Likewise, the center position of the exhaust valve 40 may refer to the geometric center position of the exhaust valve 40 . Certainly, when the intake valve 30 and the exhaust valve 40 block the intake port 10 and the exhaust port 20 respectively, the height difference of the geometric centers of the intake valve 30 and the exhaust valve 40 is different from that of the intake valve 30 and the exhaust port. The height differences of the lowest point positions of the valves 40 are the same. When actually designing the height difference, the height difference can be designed between the position of the outlet 11 of the intake passage 10 and the position of the inlet 21 of the exhaust passage 20, so that the intake valve 30 closes the intake passage 10 while the exhaust valve 40 closes the exhaust valve. In the port 20, the center position of the intake valve 30 is higher than the center position of the exhaust valve 40.

In this embodiment, the 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, Make the airflow at the upper part of the intake valve 30 enter the combustion chamber along the inner wall surface of the combustion chamber 50 and the wall surface of the exhaust valve 40, reduce the flow velocity dead zone near the exhaust valve 40, realize the high tumble flow of gas in the combustion chamber 50, and improve the combustion system of the engine The combustion speed of the internal gas can be improved to improve the engine efficiency and meet the engine power requirements at the same time.

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 central position of the intake valve 30 and the central position of the exhaust valve 40 is 0.5-1 mm. For example a can be 0.5 mm, 0.8 mm or 1 mm. The design of the included angle between the axis of the intake valve 30 and the axis of the exhaust valve 40 in this embodiment combined with the height difference between the center position of the intake valve 30 and the center position of the exhaust valve 40 can ensure that the gas passes through the intake valve. 30, when the upper airflow enters the combustion chamber along the inner wall surface of the combustion chamber 50 and the wall surface of the exhaust valve 40, the flow velocity dead zone near the exhaust valve 40 is reduced to realize high tumble flow of gas in the combustion chamber 50.

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

Specifically, the shielding structure 90 of this embodiment is only provided 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 FIG. 1 and FIG. 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 at the upper right position of the end of the intake valve 30 . Due to the existence of the shielding structure 90 , most of the gas flowing from the intake port 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 . And because the height of the central position of the intake valve 30 is higher than the height of the central position of the exhaust valve 40, the gas entering the combustion chamber 50 from the upper right of the intake valve 30 will flow along the inner wall of the combustion chamber 50, This makes turbulent flow easier.

Specifically, the shielding structure 90 of this embodiment may include an air guide wall 91 and an abutment platform 92 , and a cross section cut along a plane along the axis of the intake valve 30 is a stepped structure. The air guide wall 91 is configured to be basically parallel to the central axis of the intake valve 30, and the abutment platform 92 is configured to basically adapt to the contour structure of the end of the intake valve 30 on the side close to the intake port 10, and When the intake valve 30 blocks the intake passage 10 , the intake valve 30 abuts against the abutment platform 92 .

Specifically, the section formed by cutting the shielding structure 90 along the axis vertical to the intake valve 30 is an arc shape (as shown in FIG. 2 ) adapted to the end structure of the intake valve 30 . The central angle β corresponding to the arc (that is, the angle between the center of the circular arc and the sector formed by the circular arc) is 110°˜180°. For example β can be 110°, 120°, 150° or 180°.

More specifically, the shielding structure 90 of this embodiment is configured such that when the intake valve 30 blocks the intake passage 10 , the minimum distance between the intake valve 30 and the air guide wall 91 is b, where b may be 0.6-1 mm. For example b can be 0.6 mm, 0.8 mm or 1 mm. In addition, 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 can be 3mm, 4mm or 5mm.

The combustion system 100 of this embodiment designs a shielding structure 90 at the lower part of the intake valve 30, which can reduce the air flow at the lower part of the intake valve 30, especially reduce the air flow at the lower part of the intake valve 30 when the lift is low (lift < 3 ~ 5mm), and promote The flow separation allows most of the airflow to enter the combustion chamber 50 from the upper right part of the intake valve 30. The low-lift tumble ratio is greatly improved, which accelerates the mixing of oil and gas, improves the uniformity of the mixed gas distribution, and accelerates the combustion speed. At the same time, the combustion system 100 in this embodiment designs a shielding structure 90 at the lower left part of the intake valve 30, which can reduce the air flow at the lower part of the intake valve 30, guide the air flow to the exhaust side, and reduce the reverse tumble flow at the initial stage of the intake stroke, which is beneficial A large-scale positive tumble flow is formed in the combustion chamber 50 .

As a specific embodiment, the included angle α between the central axis of the inlet duct 10 and the horizontal plane is 15-20° (as shown in FIG. 1 ). For example α may be 15°, 16° or 20°. According to the angle provided by the air intake duct 10 in this embodiment, the inlet 12 of the air intake duct 10 in this embodiment is lower. Since most of the air flow inside the high tumble air passage passes through the upper right part of the intake valve 30 and enters the combustion chamber 50, after the inlet 12 of the intake passage 10 is lowered, the intake passage 10 can guide a larger portion of the airflow to the intake valve 30. The upper right part effectively improves the flow coefficient of the high tumble flow inlet 10 .

Based on this embodiment, the height of the center of the intake valve 30 is higher than the height of the center of the exhaust valve 40, combined with the lower design of the inlet 12 of the intake passage 10, the combustion system 100 of this embodiment ensures that the gas enters the combustion chamber 50 The gas is in a state of high tumble flow and high flow coefficient when inside.

As an example, as shown in FIGS. 4 and 5 , the combustion system 100 may further include a piston 80 . A piston 80 reciprocates within a cylinder of the engine, and the top surface of the piston 80 forms the bottom surface of the combustion chamber 50 . Piston 80 reciprocates within cylinders of the engine causing a corresponding change in the volume of combustion chamber 50 .

As an example, a pit 82 is provided at the middle of the top of the piston 80 in this embodiment, and the pit 82 is recessed inward from the position close to the side wall of the piston 80 to form a large shallow pit. Specifically, the height of the bottom of the pit 82 is lower than that of other positions. The vertical distance d between the bottom end and the top end of the pit 82 may be 0.5-1 mm. For example, d may be 0.5 mm, 0.8 mm or 1 mm.

As a specific embodiment, an avoidance groove 81 is provided on the top of the piston 80 , and the position of the avoidance groove 81 matches the positions of the intake valve 30 and the exhaust valve 40 . Specifically, this embodiment includes one intake port 10 , two intake valves 30 , one exhaust port 20 and two exhaust valves 40 . Two intake valves 30 share one intake passage 10 , and two exhaust valves 40 share one exhaust passage 20 . The number of escape grooves 81 is the same as the sum of the numbers of intake valves 30 and exhaust valves 40 . Specifically, in this embodiment, four escape grooves 81 are designed on the top of the piston 80 , and the sizes and positions of the four escape grooves 81 are respectively adapted to the corresponding intake valve 30 and exhaust valve 40 .

The design of the four avoidance grooves 81 and the central large pit 82 of the piston 80 of this embodiment, after the gas enters the combustion chamber 50 from the upper right of the end of the intake valve 30 of the intake passage 10, it will flow along the combustion chamber 50. The inner wall forms a tumble flow, and the design of the shallow dimple 82 on the upper part of the piston 80 can ensure that the tumble gas can flow along the shallow dimple 82 when it flows to the piston 80, making it easier to maintain the tumble flow during the intake stroke. When the piston 80 reaches the top dead center of compression, the strong airflow in the combustion chamber is broken to generate strong turbulent kinetic energy, which prevents the flame from contacting with the top surface of the piston 80 during initial propagation and quenching, thereby improving the combustion efficiency.

As an example, as shown in FIG. 2 , FIG. 6 and FIG. 7 , an air-squeezing structure 51 (shown in FIG. 2 ) is arranged in the combustion chamber 50 . A squeeze surface 83 is provided on the outer periphery of the pit 82 on the top of the piston 80 , and the squeeze structure 51 and the squeeze surface 83 match each other. Specifically, the squish structure 51 in the combustion chamber 50 is located at the upper side wall of the combustion chamber. The air squeeze structure 51 is configured as a stepped air squeeze structure or an inwardly retracted inclined plane air squeeze structure. For example, in FIG. 6 , the left side is a step-like squishing structure 511 and the right side is an inclined plane squishing structure 512 . In FIG. 7 , both sides are stepped air-squeezing structures 511 , that is to say, the front and rear sides of the combustion chamber 50 are provided with stepped air-squeezing structures 511 . The squeeze surface 83 of the outer periphery of the shallow pit 82 on the top of the piston 80 is a plane. The plane and the stepped air squeeze structure 511 are parallel to each other. In this embodiment, the squeeze structure 51 in the combustion chamber 50 can squeeze the gas flow to the center of the cylinder. When the piston 80 moves to the top dead center, through the cooperation of the squeeze structure 51 and the squeeze surface 83, the tumble flow of the gas can be made Broken, a strong turbulence intensity is formed in the middle of the combustion chamber 50, which increases the speed of flame propagation and reduces the tendency of knocking. In addition, the matching design of the squeeze surface 83 around the piston 80 and the squeeze structure 51 of the combustion chamber 50 is conducive to maintaining the tumble flow in the cylinder, forming a higher turbulent flow intensity, and at the same time avoiding quenching caused by contact with the top surface of the piston 80 when the flame initially propagates. extinguish, improve combustion efficiency.

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

The fuel injector 60 of this embodiment adopts an intermediate arrangement, which makes the combustion control strategy more flexible. In actual use, multiple fuel injection strategies can be adopted to form a richer mixture in the center of the spark plug 70 to improve combustion stability. At the same time, in the light-off condition, the three-way catalytic converter is accelerated to light-off. At the same time, maintaining a proper distance between the fuel injector 60 and the spark plug 70 can prevent problems such as carbon deposition on the spark plug 70 caused by the oil film on the spark plug 70 electrode due to the contact between the oil beam and the spark plug 70 electrode.

In addition, due to the cooperation of the squeeze structure 51 and the squeeze surface 83, the tumble flow of the gas can be broken, and a strong turbulence intensity is formed in the middle of the combustion chamber 50, that is, around the spark plug 70, which can increase the speed of flame propagation and reduce the tendency of knocking. .

In addition, when the fuel injector of the combustion system 100 of this embodiment injects oil, according to the structure of the combustion system 100 of this embodiment, the oil jet will form an air layer on the top of the piston 80, reducing the contact between the oil jet and the top of the piston, reducing the Reduce the risk of soot emission and improve combustion efficiency. Finally, after using the combustion system of this embodiment, the maximum thermal efficiency of the combustion system can be increased by 2% to 3%.

As a specific embodiment, this embodiment also provides a vehicle, which includes the above combustion system 100 .

So far, those skilled in the art should appreciate that although the exemplary embodiments of the present invention have been shown and described in detail herein, without departing from the spirit and scope of the present invention, the content disclosed in the present invention can still be used directly. Numerous other variations or modifications consistent with the principles of the invention are identified or derived. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.

Claims

A combustion system for a vehicle comprising:

intake port, exhaust port, intake valve and exhaust valve, one end of the intake valve passes through one end of the intake port to open or close the intake port, one end of the exhaust valve passes through through the exhaust channel to open or close one end of the exhaust channel; wherein,

The included 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 port while the exhaust valve closes the exhaust port, the center position of the intake valve is higher than the center position of the exhaust valve.
The combustion system for a vehicle according to claim 1, wherein,

The height difference between the central position of the intake valve and the central position of the exhaust valve is 0.5-1mm.
The combustion system for a vehicle according to claim 1, wherein,

The preset angle is 35° to 50°.
The combustion system for a vehicle according to claim 1, further comprising a combustion chamber; wherein,

Both the intake port and the exhaust port communicate with the combustion chamber;

The end of the intake valve protrudes into the combustion chamber through the outlet of the intake port, and the inner wall of the combustion chamber is configured to partially enclose the intake air near the exit of the intake port. The shielding structure at the end of the door.
The combustion system for a vehicle according to claim 4, wherein,

The shielding structure is located on a side of the intake valve away from the exhaust valve.
The combustion system for a vehicle according to claim 4, wherein,

The shielding structure includes an air guide wall and an abutment platform, and the section cut along the plane where the axis of the intake valve is located is a stepped structure;

the air guide wall is configured parallel to the axis of the intake valve; and

The abutment platform is configured to adapt to the contour structure of the end of the intake valve near the intake port, and when the intake valve closes the intake port, the intake valve abuts at the abutment station.
The combustion system for a vehicle according to claim 4, wherein,

The section formed by cutting the shielding structure along the axis perpendicular to the intake valve is an arc shape suitable for the end structure of the intake valve, and the central angle of the arc shape is It is 110°～180°.
The combustion system for a vehicle according to claim 6, wherein,

The shielding structure is further configured such that when the intake valve closes the intake passage, the minimum distance between the intake valve and the air guiding wall is 0.6-1 mm.
The combustion system for a vehicle according to claim 6, wherein,

The height of the air guide wall of the shielding structure along the axis of the intake valve is 3-5mm.
The combustion system for a vehicle according to any one of claims 1-9, wherein,

The included angle between the central axis of the air inlet and the horizontal plane is 15-20°.
The combustion system for a vehicle according to claim 4, further comprising a piston;

A pit is arranged at the middle position of the top of the piston, and the vertical distance between the bottom end and the top end of the pit is 0.5-1mm.
The combustion system for a vehicle according to claim 11, wherein,

An escape groove is provided on the top of the piston, and the position of the avoidance groove matches the position of the intake valve and the exhaust valve.
The combustion system for a vehicle according to claim 12, wherein,

There are two intake valves, sharing one intake port;

The number of the exhaust valves is two, sharing one exhaust port;

The number of the avoidance grooves is the sum of the numbers of the intake valves and the exhaust valves.
The combustion system for a vehicle according to claim 11, wherein,

A squeeze structure is arranged in the combustion chamber;

A squeeze surface is provided on the outer periphery of the pit at the top of the piston;

The squeeze structure and the squeeze surface match each other.
The combustion system for a vehicle according to claim 13, further comprising a spark plug and an oil injector,

Both the spark plug and the fuel injector are disposed between the intake valve and the exhaust valve.
The combustion system for a vehicle according to claim 15, wherein,

The line connecting the top centers of the two intake valves and the two exhaust valves forms a rectangle;

The spark plug and the fuel injector are arranged side by side on one of the center lines of the rectangle, and the spark plug and the fuel injector are located on both sides of the other center line of the rectangle.
A vehicle, comprising the combustion system for a vehicle according to any one of claims 1-16.