CN222415001U - Piston combustion chamber for reducing nitrogen oxide and engine oil gray level emission - Google Patents
Piston combustion chamber for reducing nitrogen oxide and engine oil gray level emission Download PDFInfo
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- CN222415001U CN222415001U CN202421161055.6U CN202421161055U CN222415001U CN 222415001 U CN222415001 U CN 222415001U CN 202421161055 U CN202421161055 U CN 202421161055U CN 222415001 U CN222415001 U CN 222415001U
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- arc
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- piston
- boss
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 86
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 title claims abstract description 75
- 239000010705 motor oil Substances 0.000 title description 13
- 230000007704 transition Effects 0.000 claims abstract description 28
- 239000003921 oil Substances 0.000 description 15
- 239000012530 fluid Substances 0.000 description 11
- 239000000446 fuel Substances 0.000 description 8
- 239000000295 fuel oil Substances 0.000 description 7
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 239000007789 gas Substances 0.000 description 5
- 230000009286 beneficial effect Effects 0.000 description 4
- 239000003595 mist Substances 0.000 description 3
- 239000004071 soot Substances 0.000 description 2
- 229910000851 Alloy steel Inorganic materials 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
本实用新型公开了降低氮氧化物和机油灰度排放的活塞燃烧室，该燃烧室为设置在活塞上部的ω形的燃烧室，燃烧室的中心轴线与活塞中心轴线重合，燃烧室底部中央为锥形的第一凸台，第一凸台底部连接有第一圆弧，燃烧室底部设置有第二圆弧，第一圆弧与第二圆弧圆滑过渡，所述第二圆弧另一端圆滑过渡有喉口，喉口通过第一斜坡光滑衔接有第三圆弧，第三圆弧自由端光滑衔接有过度弧组底部，过度弧组上部光滑衔接有直坡，直坡延伸至与活塞顶部衔接，解决了现有技术中存在的燃烧室空间利用率低和机油灰度与氮氧化物的排放量大的问题。
The utility model discloses a piston combustion chamber for reducing the emission of nitrogen oxides and oil ash. The combustion chamber is an ω-shaped combustion chamber arranged on the upper part of the piston. The central axis of the combustion chamber coincides with the central axis of the piston. The center of the bottom of the combustion chamber is a conical first boss. The bottom of the first boss is connected with a first arc. The bottom of the combustion chamber is provided with a second arc. The first arc and the second arc are smoothly transitioned. The other end of the second arc smoothly transitions to a throat. The throat is smoothly connected to a third arc through a first slope. The free end of the third arc is smoothly connected to the bottom of a transition arc group. The upper part of the transition arc group is smoothly connected to a straight slope. The straight slope extends to connect with the top of the piston, thereby solving the problems of low combustion chamber space utilization and large emission of oil ash and nitrogen oxides in the prior art.
Description
Technical Field
The utility model belongs to the technical field of engines, and relates to a piston combustion chamber for reducing nitrogen oxide and engine oil gray scale emission.
Background
Under the background of global energy conservation, emission reduction and increasingly vigorous market competition, not only high requirements are put forward on engine performance and oil consumption, but also national emission regulations of the engine are more and more stringent, along with the continuous pursuit of the engine performance in the market, under the condition of a certain cylinder internal volume, the compression ratio of the engine needs to be continuously improved to ensure the market competitiveness of the engine, but also emission related challenges are brought. The compression ratio is increased, the combustion volume is reduced when the piston is at the top dead center, and the pressure and the temperature are correspondingly increased, so that the gas circulation in the combustion chamber is weakened, the oil-gas mixing is not facilitated, soot, nitrogen oxides and the like generated by combustion are increased, and the problems related to emission regulations are caused. Thus, the teeter-totter problem between engine performance and emissions is currently in need of engine development. Currently, engine combustion chambers are generally classified into three categories, circular arc, U-shaped, omega-shaped.
The structure of the existing piston combustion chamber is omega-shaped, the combustion chamber is surrounded by a cylinder, a cylinder cover, a valve, an oil sprayer and a piston, the combustion chamber is positioned at the top of the piston and forms a central pit around a central shaft, and the combustion chamber sequentially comprises a central top surface, an alpha slope, an arc pit, a throat opening, a beta slope, a transition fillet, a straight slope and an oil sprayer central oil bundle from the top center to the outer edge. The central oil beam of the oil sprayer and the central axis of the combustion chamber are 72.5 degrees, the central oil beam of the oil sprayer is hit to the lower side of the throat, the oil mist sprayed by the actual oil sprayer in a fan shape is split at the throat, one part of the oil mist is guided to the lower part of the combustion chamber through the arc pit, the other part of the oil mist is guided to the upper part of the combustion chamber through the beta slope, and further, the gas entering the combustion chamber through the air inlet system has a certain flow velocity and is guided through the wall surface of the combustion chamber, so that vortex is formed between the gas and the fuel oil, and finally, the oil gas is fully mixed. However, the relative utilization rate of air in the area outside the vortex formed by the combustion chamber is low, which is not beneficial to reducing the emission products of NOx (nitrogen oxides), PM (PARTICLATE MASS particle smoke) and LOS (Lube oil soot) and is not beneficial to reducing the use cost of customers because lower LOS values, namely longer oil change periods, can not be realized.
Disclosure of utility model
The utility model aims to provide a piston combustion chamber capable of reducing emission of nitrogen oxides and engine oil gray scale, and solves the problems of low space utilization rate of the combustion chamber and large emission of engine oil gray scale and nitrogen oxides in the prior art.
The technical scheme includes that the piston combustion chamber for reducing emission of nitrogen oxides and engine oil gray scale is an omega-shaped combustion chamber arranged at the upper part of a piston, the central axis of the combustion chamber coincides with the central axis of the piston, the center of the bottom of the combustion chamber is a conical first boss, the bottom of the first boss is connected with a first arc, the bottom of the combustion chamber is provided with a second arc, the first arc and the second arc are in smooth transition, the other end of the second arc is in smooth transition with a throat, the throat is in smooth connection with a third arc through a first slope, the free end of the third arc is in smooth connection with the bottom of a transition arc group, the upper part of the transition arc group is in smooth connection with a straight slope, and the straight slope extends to be connected with the top of the piston.
The utility model is also characterized in that:
the transition arc group comprises a second slope, one end of the second slope is smoothly connected with a third arc, the other end of the second slope is smoothly connected with a second boss, the second boss is smoothly connected with the third slope, the third slope is smoothly connected with a fourth arc, and the free end of the fourth arc is smoothly connected with the straight slope.
The number of the excessive arc groups is not less than two.
The radius of the first arc is 2D/135-2.6D/135, wherein D represents the engine cylinder diameter.
The second boss is conical, and the radius of the second boss is 1D/135-1.3D/135.
The radius of the fourth arc is 1D/135-1.3D/135.
The fourth arc radius is not greater than the second boss radius.
The beneficial effects of the utility model are as follows:
By changing the shape of the arc pit at the bottom of the combustion chamber and the inclination angle of the beta slope, an arc beta boss is added at the juncture of the arc pit and the beta slope, so that the fluid flow path, the fluid speed and the direction of the arc beta boss are changed, the turbulence energy of fuel oil and air at the bottom of the combustion chamber is improved, the mixing degree of the arc beta boss is promoted, the beta boss is arranged between the beta slope and the gamma slope, so that the fluid flow path, the fluid speed and the direction of the arc beta boss are changed, two sections of vortex are formed at the arc beta boss, the turbulence energy of fuel oil and air at the upper part of the combustion chamber is improved, the mixing degree of the arc beta boss and the arc beta boss are promoted, and Nox, PM, LOS brought by emission can be effectively reduced.
Drawings
FIG. 1 is a schematic cross-sectional view of a piston combustion chamber for reducing NOx and engine oil gray scale emissions in accordance with the present utility model;
FIG. 2 is a schematic diagram of the structure of the excessive arc group in the piston combustion chamber for reducing the nitrogen oxide and engine oil gray scale emissions according to the present utility model.
In the figure, a piston 1, a combustion chamber 2, a first boss 3, a first arc 4, a second arc 5, a throat 6, a first slope 7, a third arc 8, a second slope 9, a transition arc group 10, a straight slope 11, a second boss 12, a third slope 13, and a fourth arc 14.
Detailed Description
The utility model will be described in detail below with reference to the drawings and the detailed description.
The utility model discloses a piston combustion chamber for reducing emission of nitrogen oxides and engine oil gray scale, which is shown in figure 1 and comprises an omega-shaped combustion chamber 2 arranged at the upper part of a piston 1, wherein the central axis of the combustion chamber 2 coincides with the central axis of the piston 1, the center of the bottom of the combustion chamber 2 is a conical first boss 3, the bottom of the first boss 3 is connected with a first circular arc 4, the bottom of the combustion chamber 2 is provided with a second circular arc 5, the first circular arc 4 and the second circular arc 5 are in smooth transition, the other end of the second circular arc 5 is in smooth transition with a throat 6, the throat 6 is in smooth connection with a third circular arc 8 through a first slope 7, the free end of the third circular arc 8 is in smooth connection with the bottom of a transition arc group 10, the upper part of the transition arc group 10 is in smooth connection with a straight slope 11, and the straight slope 11 extends to be connected with the top of the piston 1.
As shown in fig. 2, the transition arc group 10 includes a second slope 9, one end of the second slope 9 is smoothly connected with the third arc 8, the other end of the second slope 9 is smoothly connected with a second boss 12, the second boss 12 is smoothly connected with a third slope 13, the third slope 13 is smoothly connected with a fourth arc 14, and the free end of the fourth arc 14 is smoothly connected with the straight slope 11.
The excessive arc group 10 is not less than two groups.
The radius of the first circular arc 4 is 2D/135-2.6D/135, wherein D represents the engine cylinder diameter.
The second boss 12 is conical, and the radius of the second boss 12 is 1D/135-1.3D/135.
The radius of the fourth arc 14 is 1D/135-1.3D/135.
The fourth arc 14 has a radius no greater than the radius of the second boss 12.
In order to further reduce the compression ratio, when the piston 1 is at the top dead center, a certain safety margin needs to be ensured for the minimum clearance between the top of the piston 1 and the valve, otherwise, the top of the piston will interfere with the valve, so that the top of the piston 1 is provided with a valve avoiding pit, part of the characteristics of the boss will be cut off by the valve avoiding pit, at least more than half of the characteristics of the boss are required to be reserved, and therefore, the same beneficial effects of the combustion chamber are still achieved at the valve avoiding pit.
The method comprises the steps that at least two groups of excessive arc groups 10 are arranged between a third arc 8 and a straight slope 11, second bosses 12 are arranged in the excessive arc groups 10, the arrangement of the second bosses 12 changes the fluid flow path, the fluid speed and the fluid direction of the excessive arc groups, so that the turbulence energy of fuel and air at the bottom of a combustion chamber is improved, the mixing degree of the fuel and the air is promoted, multi-section vortex flows are formed at the second bosses 12, the turbulence energy of the fuel and the air at the upper part of the combustion chamber 2 is improved, the mixing degree of the fuel and the air is promoted, and Nox, PM, LOS brought by emission can be effectively reduced.
The feature of the straight slope 11 is maintained, and the straight slope 11 and the boss are combined to form vortex in the combustion chamber so as to further promote the mixing of fuel and air.
The shape of the second arc 5 at the bottom of the combustion chamber and the inclination angle of the bottom of the first boss 3 are designed, so that the first arc 4 is formed at the junction of the first arc and the second arc, the circulation path, the flow speed and the direction of fluid passing through the junction are changed, stronger vortex is formed, the mixing degree of fuel and air at the lower part of the combustion chamber is promoted, the inclination angles of the first slope 7 and the third slope 13 are designed, the second boss 12 is formed at the junction of the first slope 7 and the third slope 13, the circulation path, the flow speed and the direction of fluid passing through the junction are changed, stronger vortex is formed, the mixing degree of fuel and air at the upper part of the combustion chamber is promoted, and the mixing degree of fuel and air is further promoted. Therefore, the piston combustion chamber can improve the combustion efficiency of the engine, effectively improve the emission products of the engine and reduce NOx, PM, LOS emission.
Example 1
The utility model discloses a piston combustion chamber for reducing emission of nitrogen oxides and engine oil gray scale, which comprises a combustion chamber 2 which is omega-shaped and arranged at the upper part of a piston 1, wherein the central axis of the combustion chamber 2 coincides with the central axis of the piston 1, the center of the bottom of the combustion chamber 2 is a conical first boss 3, the bottom of the first boss 3 is connected with a first arc 4, the bottom of the combustion chamber 2 is provided with a second arc 5, the first arc 4 and the second arc 5 are in smooth transition, the other end of the second arc 5 is in smooth transition with a throat 6, the throat 6 is in smooth connection with a third arc 8 through a first slope 7, the free end of the third arc 8 is in smooth connection with the bottom of an excessive arc group 10, the upper part of the excessive arc group 10 is in smooth connection with a straight slope 11, and the straight slope 11 extends to be connected with the top of the piston 1.
Example 2
The utility model discloses a piston combustion chamber for reducing emission of nitrogen oxides and engine oil gray scale, which comprises a combustion chamber 2 which is omega-shaped and arranged at the upper part of a piston 1, wherein the central axis of the combustion chamber 2 coincides with the central axis of the piston 1, the center of the bottom of the combustion chamber 2 is a conical first boss 3, the bottom of the first boss 3 is connected with a first arc 4, the bottom of the combustion chamber 2 is provided with a second arc 5, the first arc 4 and the second arc 5 are in smooth transition, the other end of the second arc 5 is in smooth transition with a throat 6, the throat 6 is in smooth connection with a third arc 8 through a first slope 7, the free end of the third arc 8 is in smooth connection with the bottom of an excessive arc group 10, the upper part of the excessive arc group 10 is in smooth connection with a straight slope 11, and the straight slope 11 extends to be connected with the top of the piston 1.
The transition arc group 10 comprises a second slope 9, one end of the second slope 9 is smoothly connected with a third arc 8, the other end of the second slope 9 is smoothly connected with a second boss 12, the second boss 12 is smoothly connected with a third slope 13, the third slope 13 is smoothly connected with a fourth arc 14, and the free end of the fourth arc 14 is smoothly connected with a straight slope 11.
Example 3
The utility model discloses a piston combustion chamber for reducing emission of nitrogen oxides and engine oil gray scale, which comprises a combustion chamber 2 which is omega-shaped and arranged at the upper part of a piston 1, wherein the central axis of the combustion chamber 2 coincides with the central axis of the piston 1, the center of the bottom of the combustion chamber 2 is a conical first boss 3, the bottom of the first boss 3 is connected with a first arc 4, the bottom of the combustion chamber 2 is provided with a second arc 5, the first arc 4 and the second arc 5 are in smooth transition, the other end of the second arc 5 is in smooth transition with a throat 6, the throat 6 is in smooth connection with a third arc 8 through a first slope 7, the free end of the third arc 8 is in smooth connection with the bottom of an excessive arc group 10, the upper part of the excessive arc group 10 is in smooth connection with a straight slope 11, and the straight slope 11 extends to be connected with the top of the piston 1.
The transition arc group 10 comprises a second slope 9, one end of the second slope 9 is smoothly connected with a third arc 8, the other end of the second slope 9 is smoothly connected with a second boss 12, the second boss 12 is smoothly connected with a third slope 13, the third slope 13 is smoothly connected with a fourth arc 14, and the free end of the fourth arc 14 is smoothly connected with a straight slope 11.
The number of the transition arc groups 10 is not less than two, the radius of the first arc 4 is 2D/135-2.6D/135, D represents the engine cylinder diameter, the second boss 12 is conical, the radius of the second boss 12 is 1D/135-1.3D/135, the radius of the fourth arc 14 is 1D/135-1.3D/135, and the radius of the fourth arc 14 is not greater than the radius of the second boss 12.
The basic parameters of the engine are listed in table 1, the performance and emission values of the engine of the existing combustion chamber and the piston thereof and the piston combustion chamber of the utility model are transversely compared under the same calibration and the same working condition, specific calibration parameters and working conditions are listed in table 2, specific engine performance parameters are listed in table 3, and specific emission parameters are listed in table 4.
Table 1 basic parameters of the engine
| No. | Item | Unit | Parameter |
| 1 | Cylinder diameter | mm | 135 |
| 2 | High compression | mm | 61 |
| 3 | Length of connecting rod | mm | 226.8 |
| 4 | Crank radius | mm | 72.5 |
| 5 | Compression ratio | - | 20.5 |
| 6 | Vortex ratio | - | |
| 7 | Number of cylinders | Personal (S) | 6 |
| 8 | Number of valves | Personal (S) | 24 |
| 11 | Eccentricity of piston pin | mm | 0 |
| 12 | Piston material | - | Alloy steel |
| 133 | Eccentricity of crankshaft | mm | 0 |
Table 2 calibration parameters and conditions
| No. | Item | Unit | Parameter |
| 1 | Rotational speed | rpm | 1800 |
| 2 | Torque moment | Nm | 2150 |
| 3 | Power of | kW | 405 |
| 4 | Oil injection quantity | mg/str | 255.7 |
| 5 | Advance angle | °CA | 8 |
| 6 | Rail pressure | bar | 1150 |
TABLE 3 Engine performance parameters
TABLE 4 emission parameters
As can be seen by combining the analysis shown in tables 1-4, under the premise of ensuring that the engine performance is consistent and PM meets the regulation requirement, the piston combustion chamber for reducing the emission of nitrogen oxides and engine oil gray is effectively reduced by 14.47% compared with the existing combustion chamber, LOS is effectively reduced by 87.5%, namely, by changing the shape of the circular arc pit at the bottom of the combustion chamber and the inclination angle of the beta slope, the circular arc beta boss is added at the juncture of the circular arc beta boss, so that the fluid flow path, the fluid speed and the direction of the bottom of the combustion chamber are changed, the turbulence energy of fuel oil and air at the bottom of the combustion chamber is further improved, the mixing degree of the fuel oil and the air is promoted, and by arranging the beta boss between the beta slope and the gamma slope, two sections of vortex are formed, the turbulence energy of the fuel oil and the air at the upper part of the combustion chamber is further improved, and the mixing degree of the fuel oil and the air is further improved, and Nox, PM, LOS caused by emission can be effectively reduced.
Claims (7)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202421161055.6U CN222415001U (en) | 2024-05-24 | 2024-05-24 | Piston combustion chamber for reducing nitrogen oxide and engine oil gray level emission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202421161055.6U CN222415001U (en) | 2024-05-24 | 2024-05-24 | Piston combustion chamber for reducing nitrogen oxide and engine oil gray level emission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN222415001U true CN222415001U (en) | 2025-01-28 |
Family
ID=94370315
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202421161055.6U Active CN222415001U (en) | 2024-05-24 | 2024-05-24 | Piston combustion chamber for reducing nitrogen oxide and engine oil gray level emission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN222415001U (en) |
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2024
- 2024-05-24 CN CN202421161055.6U patent/CN222415001U/en active Active
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