Combustion System and Its Control Method

Abstract

The present invention discloses a combustion system and its control method. The combustion system includes a pre-chamber cavity having a pre-chamber and a main combustion chamber cavity having a main combustion chamber. A first concave hole is provided on the outer wall surface at one end of the main combustion chamber cavity, and one end of the pre-chamber cavity passes through the first concave hole and extends into the middle position inside the main combustion chamber. The combustion system further includes an intake pipe. At the end of the main combustion chamber cavity where the first concave hole is provided, a first intake hole and a second intake hole are further provided, and the first intake hole and the second intake hole are respectively located at positions close to the edge on the main combustion chamber cavity. The intake pipe includes a main pipe, a first branch pipe and a second branch pipe. One end of the first branch pipe is connected to the first intake hole, and one end of the second branch pipe is connected to the second intake hole; the other ends of the first branch pipe and the second branch pipe are respectively communicated with one end of the main pipe. This combustion system has the advantages that the tumble in the main combustion chamber is consistent, the occurrence of knocking can be reduced, and a strong tumble can be formed, thereby further improving the thermal efficiency.

Description

Technical Field

[0001] The present invention relates to the field of engines, and particularly to a combustion system and a control method thereof. Background Art

[0002] At present, the significant improvement of the thermal efficiency of gasoline engines is limited by knock and heat transfer losses. The setting of a pre-chamber can increase the flame propagation speed and reduce knock. However, different setting methods of the pre-chamber will cause varying degrees of disturbance to the gas flow in the main combustion chamber cavity, thereby reducing the tumble intensity in the main combustion chamber and restricting the further improvement of the thermal efficiency. In addition, the part of the pre-chamber extending into the main combustion chamber is prone to overheating due to the combustion heating of the mixed gas in the main combustion chamber.

[0003] Therefore, the combustion systems in the prior art have problems of relatively low tumble intensity in the main combustion chamber and easy occurrence of knock. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems of relatively low tumble intensity in the main combustion chamber and easy occurrence of knock existing in the combustion systems in the prior art.

[0005] To solve the above problems, an embodiment of the present invention provides a combustion system, which includes a pre-chamber cavity having a pre-chamber and a main combustion chamber cavity having a main combustion chamber. A first concave hole is provided on the outer wall surface at one end of the main combustion chamber cavity. One end of the pre-chamber cavity passes through the first concave hole and extends into the middle position inside the main combustion chamber. One end of the pre-chamber is communicated with the main combustion chamber, and the first concave hole is located at the middle position of the main combustion chamber cavity.

[0006] The combustion system further includes an intake pipe. A first intake hole and a second intake hole are further provided at the end of the main combustion chamber cavity where the first concave hole is provided, and the first intake hole and the second intake hole are respectively located at positions close to the edge on the main combustion chamber cavity. The intake pipe includes a main pipe, a first branch pipe, and a second branch pipe. One end of the first branch pipe is connected to the first intake hole and is communicated with the main combustion chamber cavity through the first intake hole. One end of the second branch pipe is connected to the second intake hole and is communicated with the main combustion chamber cavity through the second intake hole. The other end of the first branch pipe and the other end of the second branch pipe are respectively communicated with one end of the main pipe.

[0007] With the above technical solution, the first concave hole is located at the middle position of the main combustion chamber cavity, and one end of the pre-combustion chamber cavity passes through the first concave hole and extends into the middle position inside the main combustion chamber, which can make the end of the pre-combustion chamber cavity extending into the main combustion chamber play a certain blocking role in the airflow at the middle position inside the main combustion chamber. The first intake hole and the second intake hole are respectively located at the positions close to the edge of the main combustion chamber cavity, so that the gas flowing into the main combustion chamber from the first branch pipe and the second branch pipe can play a certain promoting role in the airflow at the edge position inside the main combustion chamber. This combustion system can improve the problem of inconsistent tumble caused by the large space at the middle position and the small space at the edge position inside the main combustion chamber. Therefore, this combustion system has the advantages of consistent tumble in the main combustion chamber, being able to reduce the occurrence of knocking, and being able to form a strong tumble, thereby further improving the thermal efficiency.

[0008] Another embodiment of the present invention provides a combustion system. The main pipe includes a base portion and two extending portions. The cross-sectional shape of the base portion is trapezoidal, and the cross-sectional shapes of the two extending portions are semi-circular. And the open ends of the two extending portions are respectively connected to the two ends of the base portion, and the other ends respectively extend obliquely outward in the direction of the main combustion chamber cavity.

[0009] With the above technical solution, the two extending portions of the main pipe can guide the gas entering the intake pipe, so that more gas flows into the edge position inside the main combustion chamber, further promoting the airflow at the edge position inside the main combustion chamber, thereby further improving the thermal efficiency of this combustion system.

[0010] Another embodiment of the present invention provides a combustion system. The combustion system further includes an injector. One end of the main combustion chamber cavity where the first concave hole is provided is further provided with a second concave hole; one end of the injector passes through the second concave hole and extends into the middle position inside the main combustion chamber, and the second concave hole is located at the middle position of the main combustion chamber cavity.

[0011] With the above technical solution, the second concave hole is located at the middle position of the main combustion chamber cavity, and one end of the injector passes through the second concave hole and extends into the middle position inside the main combustion chamber, which can make the end of the injector extending into the main combustion chamber play a certain blocking role in the airflow at the middle position inside the main combustion chamber, further hindering the airflow at the middle position inside the main combustion chamber, thereby further improving the thermal efficiency of this combustion system.

[0012] Another embodiment of the present invention provides a combustion system. At one end of the pre-chamber cavity extending into the main combustion chamber, there are a first injection hole, a second injection hole, a third injection hole, and a fourth injection hole, which are used to connect the pre-chamber and the main combustion chamber. Moreover, the first injection hole is arranged at a position on the pre-chamber cavity close to the first branch pipe; the second injection hole is arranged at a position on the pre-chamber cavity close to the fuel injector; the third injection hole is arranged at a position on the pre-chamber cavity farther from the first branch pipe than the first injection hole; the fourth injection hole is arranged at a position on the pre-chamber cavity farther from the fuel injector than the second injection hole. And the first injection hole and the third injection hole are oppositely arranged and are respectively located on two opposite sides of the axis of the pre-chamber cavity; the second injection hole and the fourth injection hole are oppositely arranged and are respectively located on the other two opposite sides of the axis of the pre-chamber cavity; and, the aperture sizes of the first injection hole and the second injection hole are larger than the aperture sizes of the third injection hole and the fourth injection hole.

[0013] With the above technical solution, since the third injection hole is closer to the exhaust end of the main combustion chamber than the first injection hole, the second injection hole, and the fourth injection hole, the fuel temperature at the third injection hole is higher, and knocking is more likely to occur. The fourth injection hole is the farthest from the fuel injector compared to the first injection hole, the second injection hole, and the third injection hole, the fuel is leaner, and the mixture temperature is relatively high, making knocking more likely to occur. Therefore, the aperture sizes of the first injection hole and the second injection hole are larger than the aperture sizes of the third injection hole and the fourth injection hole, which can make the flames ejected from the third injection hole and the fourth injection hole longer, making it easier for the flames to spread to one end of the main combustion chamber far from the pre-chamber cavity, so as to accelerate the combustion inside the main combustion chamber, thereby suppressing knocking and further improving the thermal efficiency of the combustion system.

[0014] Another embodiment of the present invention provides a combustion system. The angle of inclination of the axis of the first injection hole relative to the axis of the pre-chamber cavity is smaller than the angle of inclination of the axis of the third injection hole relative to the axis of the pre-chamber cavity. The angle of inclination of the axis of the second injection hole relative to the axis of the pre-chamber cavity is smaller than the angle of inclination of the axis of the fourth injection hole relative to the axis of the pre-chamber cavity.

[0015] With the above technical solution, the angle of inclination of the axis of the first injection hole relative to the axis of the pre-chamber cavity is smaller than the angle of inclination of the axis of the third injection hole relative to the axis of the pre-chamber cavity, which is beneficial for the flame ejected from the third injection hole to be sprayed into the area near the exhaust end inside the main combustion chamber more quickly, thereby suppressing knocking in this area. The angle of inclination of the axis of the second injection hole relative to the axis of the pre-chamber cavity is smaller than the angle of inclination of the axis of the fourth injection hole relative to the axis of the pre-chamber cavity, which is beneficial for the flame ejected from the fourth injection hole to be sprayed into the area far from the fuel injector inside the main combustion chamber more quickly, thereby suppressing knocking in this area.

[0016] Another embodiment of the present invention provides a combustion system. An annular cooling cavity is provided on the circumferential side of the end of the pre-combustion chamber cavity extending into the main combustion chamber. An external cooling cavity is provided at the end of the main combustion chamber cavity connected to the pre-combustion chamber cavity. One end of the external cooling cavity is communicated with the annular cooling cavity, and the other end is communicated with the outside of the main combustion chamber cavity.

[0017] Adopting the above technical solution, the arrangement of the annular cooling cavity and the external cooling cavity can enhance the heat dissipation capacity of the end of the pre-combustion chamber cavity extending into the main combustion chamber, thereby avoiding the heat dissipation problem caused by the over-deep extension of the pre-combustion chamber cavity into the main combustion chamber.

[0018] Another embodiment of the present invention provides a combustion system. The volume of the area of the annular cooling cavity close to the injector side is smaller than the volume of the area away from the injector side.

[0019] Adopting the above technical solution, the fuel is lean in the area of the main combustion chamber away from the injector, and the temperature of the air-fuel mixture is relatively high. Therefore, the smaller volume of the area of the annular cooling cavity close to the injector side compared to the area away from the injector side can make the heat dissipation of the end of the pre-combustion chamber cavity extending into the main combustion chamber more uniform.

[0020] Another embodiment of the present invention provides a combustion system. The combustion system further includes a supercharger, an intercooler, a first one-way valve, a first pipeline, a first flow regulating component, a second one-way valve, a second pipeline, a second flow regulating component, and a control device. Among them, the output end of the supercharger is respectively communicated with the input end of the first pipeline and the input end of the intercooler. The first flow regulating component and the first one-way valve are sequentially arranged on the first pipeline. And, the input end of the first flow regulating component is communicated with the input end of the first pipeline, the output end of the first flow regulating component is communicated with the input end of the first one-way valve, and the output end of the first one-way valve can be communicated with the pre-combustion chamber.

[0021] The output end of the intercooler is respectively communicated with the input end of the intake pipe and the input end of the second pipeline. The second flow regulating component and the second one-way valve are sequentially arranged on the second pipeline. And, the input end of the second flow regulating component is communicated with the input end of the second pipeline, the output end of the second flow regulating component is communicated with the input end of the second one-way valve, and the output end of the second one-way valve can be communicated with the pre-combustion chamber.

[0022] The control device includes a vehicle controller, a first control unit, and a second control unit. The vehicle controller is electrically connected to the intake valve of the main combustion chamber, the exhaust valve of the main combustion chamber, the first control unit, and the second control unit respectively. The first control unit is arranged on the first one-way valve and is electrically connected to the first one-way valve; the second control unit is arranged on the second one-way valve and is electrically connected to the second one-way valve.

[0023] With the above technical solution, when the gasoline engine is operating at a low load, in order to overcome the problem of low combustion efficiency in the pre-chamber, the first control unit can control the first one-way valve to be in an open state, and the high-pressure and high-temperature gas between the supercharger and the intercooler enters the interior of the pre-chamber cavity through the first flow regulating component and the first one-way valve, so that the density of the fuel-air mixture inside the pre-chamber cavity is higher than that of the fuel-air mixture inside the main combustion chamber cavity. Thereby, the energy density in the pre-chamber is increased, the jet flame energy is increased, and the heat transfer loss inside the pre-chamber cavity is overcome, so as to further improve the combustion thermal efficiency.

[0024] When the gasoline engine is operating at a low speed and high load, in order to overcome the problem of easy knocking inside the main combustion chamber cavity, the second control unit can control the second one-way valve to be in an open state, and the gas after the intercooler enters the interior of the pre-chamber cavity through the second flow regulating component and the second one-way valve, so that the density of the fuel-air mixture inside the pre-chamber cavity is higher than that of the fuel-air mixture inside the main combustion chamber cavity. Thereby, the energy density in the pre-chamber is increased, the jet flame energy and propagation distance are increased, the spontaneous combustion tendency of the mixture at one end of the main combustion chamber far from the pre-chamber cavity is reduced, and knocking is avoided.

[0025] Another embodiment of the present invention provides a combustion system. The first flow regulating component includes a first fuel delivery pipe and a first flow control valve. The first flow control valve is arranged on the first pipeline, and the output end of the first fuel delivery pipe communicates with the first pipeline at the input end of the first flow control valve.

[0026] The second flow regulating component includes a second fuel delivery pipe and a second flow control valve. The second flow control valve is arranged on the second pipeline, and the output end of the second fuel delivery pipe communicates with the second pipeline at the input end of the second flow control valve.

[0027] With the above technical solution, the output end of the first fuel delivery pipe communicates with the first pipeline at the input end of the first flow control valve, which can enable the high-pressure and high-temperature air between the supercharger and the intercooler and the fuel delivered by the first fuel delivery pipe to form a uniform fuel-air mixture through the first pipeline and enter the interior of the pre-chamber cavity. The setting of the first flow control valve can facilitate the adjustment of the flow rate of the fuel-air mixture in the first pipeline. The output end of the second fuel delivery pipe communicates with the second pipeline at the input end of the second flow control valve, which can enable the air after the intercooler and the fuel delivered by the second fuel delivery pipe to form a uniform fuel-air mixture through the second pipeline and enter the interior of the pre-chamber cavity. The setting of the second flow control valve can facilitate the adjustment of the flow rate of the fuel-air mixture in the second pipeline.

[0028] An embodiment of the present invention also provides a control method for a combustion system. The combustion system is the combustion system in the above embodiment; the control method includes the following steps:

[0029] S1: Obtain the pressure value information of each unit volume in the pre - combustion chamber and the engine speed information in real - time, calculate the average pressure value of each unit volume in the pre - combustion chamber according to the pressure value information, and determine whether the average pressure value is greater than or equal to the pressure threshold;

[0030] If so, execute step S2;

[0031] If not, control the first one - way valve to be in the open state and control the second one - way valve to remain closed;

[0032] S2: Determine whether the engine speed value is greater than or equal to the speed threshold according to the speed information;

[0033] If so, control both the first one - way valve and the second one - way valve to remain closed;

[0034] If not, control the first one - way valve to remain closed and control the second one - way valve to be in the open state.

[0035] Adopting the above - mentioned technical solution, the control method of this combustion system can judge the state of the gasoline engine according to the pressure threshold and the speed threshold, and control the first one - way valve and the second one - way valve to remain closed or in the open state according to the state of the gasoline engine, thereby controlling the energy density inside the pre - combustion chamber cavity to improve the jet flame propagation energy and propagation distance of the pre - combustion chamber, and improving the problems of large cyclic variation and easy misfire during the idle - speed cold start of the gasoline engine.

[0036] The beneficial effects of the present invention are:

[0037] The combustion system provided by the present invention includes a pre-chamber cavity having a pre-chamber and a main combustion chamber cavity having a main combustion chamber. An outer wall surface at one end of the main combustion chamber cavity is provided with a first concave hole. One end of the pre-chamber cavity passes through the first concave hole and extends into the middle position inside the main combustion chamber. One end of the pre-chamber communicates with the main combustion chamber, and the first concave hole is located at the middle position of the main combustion chamber cavity. The combustion system further includes an intake pipe. One end of the main combustion chamber cavity provided with the first concave hole is further provided with a first intake hole and a second intake hole, and the first intake hole and the second intake hole are respectively located at positions close to the edge on the main combustion chamber cavity. The intake pipe includes a main pipe, a first branch pipe and a second branch pipe. One end of the first branch pipe is connected to the first intake hole and communicates with the main combustion chamber cavity through the first intake hole. One end of the second branch pipe is connected to the second intake hole and communicates with the main combustion chamber cavity through the second intake hole. The other end of the first branch pipe and the other end of the second branch pipe are respectively communicated with one end of the main pipe. The first concave hole is located at the middle position of the main combustion chamber cavity, and one end of the pre-chamber cavity passes through the first concave hole and extends into the middle position inside the main combustion chamber, which can enable one end of the pre-chamber cavity extending into the main combustion chamber to play a certain blocking role in the airflow inside the main combustion chamber at the middle position. The first intake hole and the second intake hole are respectively located at positions close to the edge on the main combustion chamber cavity, so that the gas flowing into the main combustion chamber from the first branch pipe and the second branch pipe can play a certain promoting role in the airflow inside the main combustion chamber at the edge position. This combustion system can improve the problem of inconsistent tumble caused by the large space at the middle position and the small space at the edge position inside the main combustion chamber. Therefore, this combustion system has the advantages of consistent tumble in the main combustion chamber, being able to reduce the occurrence of knocking and being able to form a strong tumble, thereby further improving the thermal efficiency.

[0038] Other features and corresponding beneficial effects of the present invention are described and explained in the following part of the specification, and it should be understood that at least some of the beneficial effects are obvious from the records in the specification of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a bottom view structural schematic diagram of the combustion system provided in Embodiment 1 of the present invention, in which the internal structure of the main combustion chamber cavity is shown;

[0040] Figure 2 It is a three-dimensional structural schematic diagram of the combustion system provided in Embodiment 1 of the present invention, in which the external structure of the main combustion chamber cavity is shown;

[0041] Figure 3 It is a tumble comparison diagram between the combustion system provided in Embodiment 1 of the present invention and the combustion system in the prior art;

[0042] Figure 4 It is a turbulent kinetic energy comparison diagram between the combustion system provided in Embodiment 1 of the present invention and the combustion system in the prior art;

[0043] Figure 5 Schematic structural diagram of the combustion system provided in Embodiment 1 of the present invention from another perspective;

[0044] Figure 6 Partial sectional structural diagram of the combustion system provided in Embodiment 1 of the present invention;

[0045] Figure 7 Schematic diagram of the pipeline connection structure of the combustion system provided in Embodiment 1 of the present invention;

[0046] Figure 8 Schematic flow diagram of the control method of the combustion system provided in Embodiment 2 of the present invention;

[0047] Figure 9 Engine speed curve graph of the gasoline engine under different working conditions of the control method of the combustion system provided in Embodiment 2 of the present invention;

[0048] Figure 10 Lift curve graph of the intake valve of the main combustion chamber of the gasoline engine under different working conditions of the control method of the combustion system provided in Embodiment 2 of the present invention;

[0049] Figure 11 Engine speed curve graph of the gasoline engine in one of the states under different working conditions of the control method of the combustion system provided in Embodiment 2 of the present invention.

[0050] Explanation of reference numerals:

[0051] 10: Pre - combustion chamber cavity;

[0052] 110: First injection hole; 120: Second injection hole; 130: Third injection hole; 140: Fourth injection hole; 150: Annular cooling cavity;

[0053] 20: Main combustion chamber cavity;

[0054] 210: First concave hole; 220: First intake hole; 230: Second intake hole; 240: Second concave hole; 250: External cooling cavity;

[0055] 30: Intake pipe;

[0056] 310: Main pipe; 320: First branch pipe; 330: Second branch pipe;

[0057] 40: Injector;

[0058] 50: Supercharger;

[0059] 60: Inter - cooler;

[0060] 710: First check valve; 720: Second check valve;

[0061] 810: First pipeline; 820: Second pipeline;

[0062] 90: Control device;

[0063] A: High-speed and high-load state;

[0064] B: Low-load state;

[0065] C: Low-speed and high-load state;

[0066] a: High-speed and high-load point in the fuel economy zone;

[0067] b: Low-load point in the fuel economy zone;

[0068] c: Low-speed and high-load point. Detailed implementation manners

[0069] The following specific embodiments illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiments, this does not mean that the features of this invention are limited to this implementation manner. On the contrary, the purpose of introducing the invention in conjunction with the implementation manner is to cover other alternatives or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, many specific details will be included in the following description. The present invention can also be implemented without using these details. In addition, in order to avoid confusing or obscuring the key points of the present invention, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0070] It should be noted that in this specification, similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0071] In the description of this embodiment, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the invention product is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0072] The terms "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0073] In the description of this embodiment, it should also be noted that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in this embodiment can be understood according to specific situations.

[0074] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below in conjunction with the accompanying drawings.

[0075] Example 1

[0076] This embodiment provides a combustion system, as Figure 1 and Figure 2 shown, which includes a pre-chamber cavity 10 with a pre-chamber and a main combustion chamber cavity 20 with a main combustion chamber. A first concave hole 210 is provided on the outer wall surface at one end of the main combustion chamber cavity 20. One end of the pre-chamber cavity 10 passes through the first concave hole 210 and extends into the middle position inside the main combustion chamber. One end of the pre-chamber is communicated with the main combustion chamber, and moreover, the first concave hole 210 is located at the middle position of the main combustion chamber cavity 20.

[0077] The combustion system further includes an intake pipe 30. A first intake hole 220 and a second intake hole 230 are further provided at the end of the main combustion chamber cavity 20 where the first concave hole 210 is provided, and the first intake hole 220 and the second intake hole 230 are respectively located at positions close to the edge on the main combustion chamber cavity 20. The intake pipe 30 includes a main pipe 310, a first branch pipe 320, and a second branch pipe 330. One end of the first branch pipe 320 is connected to the first intake hole 220 and is communicated with the main combustion chamber cavity 20 through the first intake hole 220. One end of the second branch pipe 330 is connected to the second intake hole 230 and is communicated with the main combustion chamber cavity 20 through the second intake hole 230. The other ends of the first branch pipe 320 and the second branch pipe 330 are respectively communicated with one end of the main pipe 310.

[0078] Specifically, an interference fit exists between the first concave hole 210 and the outer side wall of the end of the pre-chamber cavity 10 extending into the main combustion chamber to prevent gas leakage between the main combustion chamber cavity 20 and the pre-chamber cavity 10.

[0079] More specifically, the diameter dimension of the end of the pre-chamber cavity 10 extending into the main combustion chamber cavity 20 corresponds to the diameter dimension of the cross-section of the intake pipe 30, and the depth dimension of the end of the pre-chamber cavity 10 extending into the main combustion chamber cavity 20 also corresponds to the diameter dimension of the cross-section of the intake pipe 30. That is, the larger the diameter dimension of the end of the pre-chamber cavity 10 extending into the main combustion chamber cavity 20, the deeper the pre-chamber cavity 10 extends into the main combustion chamber cavity 20, and the larger the diameter dimension of the cross-section of the intake pipe 30. For example, the ratio of the diameter dimension of the end of the pre-chamber cavity 10 extending into the main combustion chamber cavity 20 to the diameter dimension of the cross-section of the intake pipe 30 can be 1:5, and the ratio of the depth dimension of the end of the pre-chamber cavity 10 extending into the main combustion chamber cavity 20 to the diameter dimension of the cross-section of the intake pipe 30 can be 1:5.

[0080] More specifically, the axis of the first concave hole 210 can be set to completely coincide with the axis of the main combustion chamber cavity 20. At this time, the diameter dimensions of the cross-sections of the first branch pipe 320 and the second branch pipe 330 of the intake pipe 30 are the same, that is, the intake pipe 30 is symmetrically arranged. The axis of the first concave hole 210 can be set to be slightly deviated from the axis of the main combustion chamber cavity 20. At this time, the diameter dimensions of the cross-sections of the first branch pipe 320 and the second branch pipe 330 of the intake pipe 30 are different, and the diameter dimension of the branch pipe of the intake pipe 30 located in the direction of the first concave hole 210 is larger than the diameter dimension of the branch pipe of the other intake pipe 30.

[0081] More specifically, an injector 40 can also be provided at the end of the main combustion chamber cavity 20 where the first concave hole 210 is provided, and the injector 40 can be provided at the middle position of the end of the main combustion chamber cavity 20 where the first concave hole 210 is provided, or can be provided at other positions of the end of the main combustion chamber cavity 20 where the first concave hole 210 is provided. Preferably, the injector 40 in this embodiment is provided at the middle position of the end of the main combustion chamber cavity 20 where the first concave hole 210 is provided.

[0082] It should be noted that the first concave hole 210 is located at the middle position of the main combustion chamber cavity 20, and one end of the pre-chamber cavity 10 passes through the first concave hole 210 and extends into the middle position inside the main combustion chamber, which can enable one end of the pre-chamber cavity 10 extending into the main combustion chamber to play a certain blocking role in the airflow inside the main combustion chamber at the middle position. The first intake hole 220 and the second intake hole 230 are respectively located at positions close to the edge of the main combustion chamber cavity 20, so that the gas flowing into the main combustion chamber from the first branch pipe 320 and the second branch pipe 330 can play a certain promoting role in the airflow inside the main combustion chamber at the edge position. This combustion system can improve the problem of inconsistent tumble caused by the large space at the middle position and the small space at the edge position inside the main combustion chamber. As Figure 3As shown, the rollers of the combustion system in this embodiment are higher, which is more conducive to the full mixing of oil and gas. As Figure 4 As shown, the turbulent kinetic energy of the combustion system in this embodiment is higher, which is more conducive to increasing the combustion speed. Therefore, compared with the combustion system in the prior art, the tumble flow inside the main combustion chamber cavity 20 of this combustion system is consistent, thus reducing the occurrence of knocking and forming a strong tumble flow. In addition, the higher turbulent kinetic energy of this combustion system is more conducive to increasing the combustion speed inside the main combustion chamber cavity 20, thereby improving the thermal efficiency of this combustion system.

[0083] Furthermore, this embodiment also provides a combustion system, as Figure 5 As shown, the main pipe 310 includes a base and two extension parts. The cross-sectional shape of the base is trapezoidal, and the cross-sectional shapes of the two extension parts are semi-circular. The open ends of the two extension parts are respectively connected to the two ends of the base, and the other ends extend obliquely outward in the direction of the main combustion chamber cavity 20.

[0084] Specifically, the connection between the open ends of the two extension parts and the two ends of the base can be by welding or integrally formed. Preferably, to ensure the sealing performance of the main pipe 310, in this embodiment, the open ends of the two extension parts and the two ends of the base are integrally formed.

[0085] It should be noted that the two extension parts of the main pipe 310 can guide the gas entering the intake pipe 30, so that more gas flows into the positions at the edge inside the main combustion chamber, further promoting the air flow at the edge inside the main combustion chamber, thereby further improving the thermal efficiency of this combustion system.

[0086] Furthermore, this embodiment also provides a combustion system, as Figure 1 and Figure 2 As shown, the combustion system further includes an injector 40. One end of the main combustion chamber cavity 20 where the first concave hole 210 is provided is also provided with a second concave hole 240; one end of the injector 40 passes through the second concave hole 240 and extends into the middle position inside the main combustion chamber, and the second concave hole 240 is located in the middle of the main combustion chamber cavity 20.

[0087] It should be noted that the second concave hole 240 is located in the middle of the main combustion chamber cavity 20, and the first concave hole 210 and the second concave hole 240 are adjacent. One end of the injector 40 passes through the second concave hole 240 and extends into the middle position inside the main combustion chamber, which can make one end of the injector 40 extending into the main combustion chamber play a certain blocking role on the air flow in the middle position inside the main combustion chamber, further hindering the air flow in the middle position inside the main combustion chamber, thereby further improving the thermal efficiency of this combustion system.

[0088] Furthermore, this embodiment also provides a combustion system, asFigure 1 As shown in the figure, on one end of the pre - combustion chamber cavity 10 extending into the main combustion chamber, there are a first spray hole 110, a second spray hole 120, a third spray hole 130, and a fourth spray hole 140, which are used to connect the pre - combustion chamber and the main combustion chamber. Moreover, the first spray hole 110 is arranged at a position on the pre - combustion chamber cavity 10 close to the first branch pipe 320; the second spray hole 120 is arranged at a position on the pre - combustion chamber cavity 10 close to the fuel injector 40; the third spray hole 130 is arranged at a position on the pre - combustion chamber cavity 10 farther from the first branch pipe 320 than the first spray hole 110; the fourth spray hole 140 is arranged at a position on the pre - combustion chamber cavity 10 farther from the fuel injector 40 than the second spray hole 120. And the first spray hole 110 and the third spray hole 130 are oppositely arranged and are respectively located on two opposite sides of the axis of the pre - combustion chamber cavity 10; the second spray hole 120 and the fourth spray hole 140 are oppositely arranged and are respectively located on the other two opposite sides of the axis of the pre - combustion chamber cavity 10; and the aperture sizes of the first spray hole 110 and the second spray hole 120 are larger than the aperture sizes of the third spray hole 130 and the fourth spray hole 140.

[0089] Specifically, after the fuel - air mixture forms a flame inside the pre - combustion chamber cavity 10, it can be sprayed into the main combustion chamber cavity 20 through the first spray hole 110, the second spray hole 120, the third spray hole 130, and the fourth spray hole 140, for igniting the fuel - air mixture in the main combustion chamber cavity 20.

[0090] It should be noted that since the third spray hole 130 is closer to the exhaust end of the main combustion chamber than the first spray hole 110, the second spray hole 120, and the fourth spray hole 140, the fuel temperature at the third spray hole 130 is higher and it is more likely to cause knocking. The fourth spray hole 140 is the farthest from the fuel injector 40 compared to the first spray hole 110, the second spray hole 120, and the third spray hole 130, the fuel is leaner, and the mixture temperature is on the high side, making it more likely to cause knocking. Therefore, the aperture sizes of the first spray hole 110 and the second spray hole 120 being larger than the aperture sizes of the third spray hole 130 and the fourth spray hole 140 can make the flames ejected from the third spray hole 130 and the fourth spray hole 140 longer, making it easier for the flames to spread to one end of the main combustion chamber far from the pre - combustion chamber cavity 10, so as to accelerate the combustion inside the main combustion chamber, thereby suppressing knocking and further improving the thermal efficiency of this combustion system.

[0091] Furthermore, this embodiment also provides a combustion system. As Figure 1 shown, the angle of inclination of the axis of the first spray hole 110 relative to the axis of the pre - combustion chamber cavity 10 is smaller than the angle of inclination of the axis of the third spray hole 130 relative to the axis of the pre - combustion chamber cavity 10. The angle of inclination of the axis of the second spray hole 120 relative to the axis of the pre - combustion chamber cavity 10 is smaller than the angle of inclination of the axis of the fourth spray hole 140 relative to the axis of the pre - combustion chamber cavity 10.

[0092] It should be noted that the angle of inclination of the axis of the first injection hole 110 relative to the axis of the pre-chamber cavity 10 is smaller than the angle of inclination of the axis of the third injection hole 130 relative to the axis of the pre-chamber cavity 10, which is beneficial for the flame ejected from the third injection hole 130 to be ejected into the area near the exhaust end inside the main combustion chamber more quickly, thereby suppressing detonation in this area. The angle of inclination of the axis of the second injection hole 120 relative to the axis of the pre-chamber cavity 10 is smaller than the angle of inclination of the axis of the fourth injection hole 140 relative to the axis of the pre-chamber cavity 10, which is beneficial for the flame ejected from the fourth injection hole 140 to be ejected into the area far from the fuel injector 40 inside the main combustion chamber more quickly, thereby suppressing detonation in this area.

[0093] Furthermore, this embodiment also provides a combustion system. As Figure 6 shown, an annular cooling cavity 150 is provided on the circumferential side of the end of the pre-chamber cavity 10 extending into the main combustion chamber. An external cooling cavity 250 is provided at the end of the main combustion chamber cavity 20 connected to the pre-chamber cavity 10, and one end of the external cooling cavity 250 communicates with the annular cooling cavity 150, and the other end communicates with the outside of the main combustion chamber cavity 20.

[0094] Specifically, the shape of the cross-section of the annular cooling cavity 150 in the axial direction of the pre-chamber cavity 10 can be rectangular, circular, triangular or other shapes, which can be specifically set according to actual design and usage requirements, and this embodiment does not make specific limitations in this regard.

[0095] More specifically, the shape of the cross-section of the external cooling cavity 250 in the axial direction of the pre-chamber cavity 10 can be set according to the setting requirements and actual situation of the pre-chamber cavity 10 and the main combustion chamber cavity 20, which can be specifically set according to actual design and usage requirements, and this embodiment does not make specific limitations in this regard.

[0096] It should be noted that the settings of the annular cooling cavity 150 and the external cooling cavity 250 can enhance the heat dissipation capacity of the end of the pre-chamber cavity 10 extending into the main combustion chamber, thereby avoiding the heat dissipation problem caused by the pre-chamber cavity 10 extending too deep into the main combustion chamber.

[0097] Furthermore, this embodiment also provides a combustion system. As Figure 6 shown, the volume of the area of the annular cooling cavity 150 on the side close to the fuel injector 40 is smaller than the volume of the area on the side far from the fuel injector 40.

[0098] Specifically, along the circumferential direction of the pre-chamber cavity 10, the cross-sectional area dimension of the annular cooling cavity 150 gradually increases from the position on the side close to the fuel injector 40 to the position on the side far from the fuel injector 40.

[0099] It should be noted that the fuel is leaner in the area of the main combustion chamber away from the fuel injector 40, and the temperature of the air-fuel mixture is relatively high. Therefore, the volume of the area of the annular cooling cavity 150 closer to the fuel injector 40 is smaller than that of the area away from the fuel injector 40, which can make the heat dissipation at the end of the pre-chamber cavity 10 extending into the main combustion chamber more uniform.

[0100] Furthermore, this embodiment also provides a combustion system. As Figure 7 shown, the combustion system further includes a supercharger 50, an intercooler 60, a first one-way valve 710, a first pipeline 810, a first flow rate regulating assembly, a second one-way valve 720, a second pipeline 820, a second flow rate regulating assembly, and a control device 90. Among them, the output end of the supercharger 50 is respectively communicated with the input end of the first pipeline 810 and the input end of the intercooler 60. The first flow rate regulating assembly and the first one-way valve 710 are sequentially arranged on the first pipeline 810. And the input end of the first flow rate regulating assembly is communicated with the input end of the first pipeline 810, the output end of the first flow rate regulating assembly is communicated with the input end of the first one-way valve 710, and the output end of the first one-way valve 710 can be communicated with the pre-chamber.

[0101] The output end of the intercooler 60 is respectively communicated with the input end of the intake pipe 30 and the input end of the second pipeline 820. The second flow rate regulating assembly and the second one-way valve 720 are sequentially arranged on the second pipeline 820. And the input end of the second flow rate regulating assembly is communicated with the input end of the second pipeline 820, the output end of the second flow rate regulating assembly is communicated with the input end of the second one-way valve 720, and the output end of the second one-way valve 720 can be communicated with the pre-chamber.

[0102] The control device 90 includes a vehicle controller, a first control unit, and a second control unit. The vehicle controller is electrically connected to the intake valve of the main combustion chamber, the exhaust valve of the main combustion chamber, the first control unit, and the second control unit respectively. The first control unit is arranged on the first one-way valve 710 and is electrically connected to the first one-way valve 710; the second control unit is arranged on the second one-way valve 720 and is electrically connected to the second one-way valve 720.

[0103] Specifically, the first flow rate regulating assembly and the second flow rate regulating assembly respectively include a flow rate control unit and a fuel supply unit. Among them, the fuel supply unit is used to transport fuel into the first pipeline 810 and the second pipeline 820 and mix it evenly with the air in the first pipeline 810 and the second pipeline 820. The flow rate control unit can control the flow rate of the air-fuel mixture transported into the first one-way valve 710 and the second one-way valve 720.

[0104] It should be noted that when the gasoline engine operates under low-load conditions, in order to overcome the problem of low combustion efficiency in the pre-chamber, the first control unit can control the first one-way valve 710 to be in an open state. The high-pressure and high-temperature gas between the supercharger 50 and the intercooler 60 enters the interior of the pre-chamber cavity 10 through the first flow regulating component and the first one-way valve 710, making the density of the oil-gas mixture inside the pre-chamber cavity 10 higher than that of the oil-gas mixture inside the main combustion chamber cavity. Thus, the energy density in the pre-chamber is increased, the jet flame energy is increased, and the heat transfer loss inside the pre-chamber cavity 10 is overcome, thereby further improving the combustion thermal efficiency.

[0105] When the gasoline engine operates under low-speed and high-load conditions, in order to overcome the problem of easy knocking in the main combustion chamber cavity 20, the second control unit can control the second one-way valve 720 to be in an open state. The gas after the intercooler 60 enters the interior of the pre-chamber cavity 10 through the second flow regulating component and the second one-way valve 720, making the density of the oil-gas mixture inside the pre-chamber cavity 10 higher than that of the oil-gas mixture inside the main combustion chamber cavity. Thus, the energy density in the pre-chamber is increased, the jet flame energy and propagation distance are increased, the spontaneous combustion tendency of the mixture at the end of the main combustion chamber far from the pre-chamber cavity 10 is reduced, and knocking is avoided.

[0106] Furthermore, this embodiment also provides a combustion system, as Figure 7 shown. The first flow regulating component includes a first fuel delivery pipe and a first flow control valve. The first flow control valve is arranged on the first pipeline 810, and the output end of the first fuel delivery pipe communicates with the first pipeline 810 at the input end of the first flow control valve.

[0107] The second flow regulating component includes a second fuel delivery pipe and a second flow control valve. The second flow control valve is arranged on the second pipeline 820, and the output end of the second fuel delivery pipe communicates with the second pipeline 820 at the input end of the second flow control valve.

[0108] It should be noted that the output end of the first fuel delivery pipe communicates with the first pipeline 810 at the input end of the first flow control valve, which enables the high-pressure and high-temperature air between the supercharger 50 and the intercooler 60 and the fuel delivered by the first fuel delivery pipe to form a uniform oil-gas mixture through the first pipeline 810 and enter the interior of the pre-chamber cavity 10. The setting of the first flow control valve facilitates the adjustment of the flow rate of the oil-gas mixture in the first pipeline 810. The output end of the second fuel delivery pipe communicates with the second pipeline 820 at the input end of the second flow control valve, which enables the air after the intercooler 60 and the fuel delivered by the second fuel delivery pipe to form a uniform oil-gas mixture through the second pipeline 820 and enter the interior of the pre-chamber cavity 10. The setting of the second flow control valve facilitates the adjustment of the flow rate of the oil-gas mixture in the second pipeline 820.

[0109] Example 2

[0110] This embodiment provides a control method for a combustion system, and the combustion system is the combustion system in Embodiment 1; as Figure 8 shown, the control method includes the following steps:

[0111] S1: Real-time obtain the pressure value information of each unit volume in the pre-chamber and the engine speed information, calculate the average pressure value of the unit volume in the pre-chamber according to the pressure value information, and determine whether the average pressure value is greater than or equal to the pressure threshold;

[0112] If so, execute step S2;

[0113] If not, control the first one-way valve 710 to be in the open state and control the second one-way valve 720 to remain closed;

[0114] S2: Determine whether the engine speed value is greater than or equal to the speed threshold according to the speed information;

[0115] If so, control both the first one-way valve 710 and the second one-way valve 720 to remain closed;

[0116] If not, control the first one-way valve 710 to remain closed and control the second one-way valve 720 to be in the open state.

[0117] Specifically, the pressure threshold is set to 9 bar and the speed threshold is set to 1500 rpm. As Figure 9 shown, when the average pressure value of the unit volume in the pre-chamber is less than the pressure threshold of 9 bar, the gasoline engine is in the low-load state B. At this time, when the engine is at the end of the compression stroke, the control device 90 controls the first one-way valve 710 to be in the open state and controls the second one-way valve 720 to remain closed. The high-pressure and high-temperature gas between the supercharger 50 and the intercooler 60 enters the pre-chamber cavity 10 through the first flow regulating component and the first one-way valve 710, so that the density of the oil-gas mixture inside the pre-chamber cavity 10 is higher than that of the oil-gas mixture inside the main combustion chamber cavity, thereby increasing the energy density inside the pre-chamber cavity 10 and increasing the jet flame energy to overcome the heat transfer loss inside the pre-chamber cavity 10, thereby improving the combustion thermal efficiency.

[0118] When the average pressure value per unit volume in the pre - combustion chamber is greater than or equal to the pressure threshold of 9 bar, and the engine speed value is greater than or equal to the speed threshold of 1500 rpm, the gasoline engine is in the high - speed high - load state A. At this time, the intake air volume of the intake pipe 30 is more than that in the low - load state B. The energy released by the combustion of the mixture in the pre - combustion chamber cavity 10 is sufficient to overcome the heat transfer loss of the pre - combustion chamber. Therefore, the control device 90 controls both the first one - way valve 710 and the second one - way valve 720 to remain in the closed state.

[0119] When the average pressure value per unit volume in the pre - combustion chamber is greater than or equal to the pressure threshold of 9 bar, and the engine speed value is less than the speed threshold of 1500 rpm, the gasoline engine is in the low - speed high - load state C. In the low - speed high - load state C, knocking is likely to occur. At this time, when the engine is at the end of the compression stroke, the control device 90 controls the second one - way valve 720 to be in the open state and the first one - way valve 710 to remain in the closed state. The air after the inter - cooler 60 forms a uniform oil - gas mixture through the second flow - regulating component and the second one - way valve 720 and enters the inside of the pre - combustion chamber cavity 10, making the density of the oil - gas mixture inside the pre - combustion chamber cavity 10 higher than that of the oil - gas mixture inside the main combustion chamber cavity. Thereby, the energy density inside the pre - combustion chamber cavity 10 is increased, the jet flame energy and propagation distance are increased, the spontaneous combustion tendency of the end - mixture is reduced, and knocking is avoided.

[0120] More specifically, before the engine cylinder ignites, the control device 90 must control both the first one - way valve 710 and the second one - way valve 720 to remain in the closed state, so that the flame can only be ejected from the first injection hole 110, the second injection hole 120, the third injection hole 130, and the fourth injection hole 140 on the pre - combustion chamber cavity 10 that communicate with the main combustion chamber cavity.

[0121] More specifically, as Figure 10 shown, when the gasoline engine is in the high - speed high - load state A, the lift curve shown by the Atkinson deep cycle is adopted, that is, the control device 90 controls the intake valve of the main combustion chamber to close after the bottom dead center of the exhaust stroke (crankshaft angle is - 180°). When the gasoline engine is in the low - load state B, the lift curve shown by the Miller cycle is adopted, that is, the control device 90 controls the intake valve of the main combustion chamber to close before the bottom dead center of the exhaust stroke.

[0122] More specifically, as Figure 11 shown, the high - speed high - load state A takes the high - speed high - load point a in the fuel - economy zone as an example, the low - load state B takes the low - load point b in the fuel - economy zone as an example, and the low - speed high - load state C takes the low - speed high - load point c as an example.

[0123] More specifically, the pressure value information per unit volume in the pre-chamber can be obtained by a pressure sensor, and the engine speed information can be obtained by a speed sensor. The average pressure value per unit volume in the pre-chamber can be calculated by the control device 90.

[0124] It should be noted that the control method of this combustion system can judge the state of the gasoline engine according to the pressure threshold and the speed threshold, and control the first one-way valve 710 and the second one-way valve 720 to remain closed or open according to the state of the gasoline engine, so as to control the energy density inside the pre-chamber cavity 10, improve the jet flame propagation energy and propagation distance of the pre-chamber, and improve the problem of large cycle variation and easy misfire during the idle cold start of the gasoline engine.

[0125] Although the present invention has been illustrated and described by referring to some preferred embodiments of the present invention, those of ordinary skill in the art should understand that the above content is a further detailed description of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is only limited to these descriptions. Those skilled in the art can make various changes in form and detail, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A combustion system, comprising a pre-combustion chamber cavity having a pre-combustion chamber and a main combustion chamber cavity having a main combustion chamber, characterized in that: An outer wall surface at one end of the main combustion chamber cavity is provided with a first concave hole, one end of the pre-combustion chamber cavity passes through the first concave hole and extends into an intermediate position inside the main combustion chamber, one end of the pre-combustion chamber is communicated with the main combustion chamber, and the first concave hole is located at an intermediate position of the main combustion chamber cavity; The combustion system further includes an intake pipe. The end of the main combustion chamber cavity where the first concave hole is provided is further provided with a first intake hole and a second intake hole, and the first intake hole and the second intake hole are respectively located at positions close to the edge of the main combustion chamber cavity; the intake pipe includes a main pipe, a first branch pipe and a second branch pipe. One end of the first branch pipe is connected to the first intake hole and is communicated with the main combustion chamber cavity through the first intake hole. One end of the second branch pipe is connected to the second intake hole and is communicated with the main combustion chamber cavity through the second intake hole; the other ends of the first branch pipe and the second branch pipe are respectively communicated with one end of the main pipe; and, The combustion system further includes a supercharger, an intercooler, a first one-way valve, a first pipeline, a first flow regulating assembly, a second one-way valve, a second pipeline and a second flow regulating assembly. Among them, the output end of the supercharger is respectively communicated with the input end of the first pipeline and the input end of the intercooler. The first flow regulating assembly and the first one-way valve are sequentially arranged on the first pipeline, and the output end of the first one-way valve is communicated with the pre-combustion chamber; the output end of the intercooler is respectively communicated with the input end of the intake pipe and the input end of the second pipeline. The second flow regulating assembly and the second one-way valve are sequentially arranged on the second pipeline, and the output end of the second one-way valve can be communicated with the pre-combustion chamber.

2. The combustion system according to claim 1, characterized in that, The main pipe includes a base portion and two extending portions. The cross-sectional shape of the base portion is trapezoidal, and the cross-sectional shapes of the two extending portions are semi-circular. One ends of the two extending portions where the openings are located are respectively connected to both ends of the base portion, and the other ends respectively extend obliquely outward in the direction of the main combustion chamber cavity.

3. The combustion system according to claim 2, wherein, The combustion system further includes an injector. The end of the main combustion chamber cavity where the first concave hole is provided is further provided with a second concave hole; one end of the injector passes through the second concave hole and extends into an intermediate position inside the main combustion chamber, and the second concave hole is located at an intermediate position of the main combustion chamber cavity.

4. The combustion system according to claim 3, wherein The end of the pre-combustion chamber cavity extending into the main combustion chamber is provided with a first spray hole, a second spray hole, a third spray hole and a fourth spray hole for communicating the pre-combustion chamber and the main combustion chamber, and, The first spray hole is arranged at a position on the pre-combustion chamber cavity close to the first branch pipe; The second spray hole is arranged at a position on the pre-combustion chamber cavity close to the injector; the third spray hole is arranged at a position on the pre-combustion chamber cavity farther from the first branch pipe than the first spray hole; The fourth injection hole is arranged on the pre-combustion chamber cavity at a position farther from the injector than the second injection hole, and the first injection hole and the third injection hole are oppositely arranged and are respectively located on two opposite sides of the axis of the pre-combustion chamber cavity. The second injection hole and the fourth injection hole are oppositely arranged and are respectively located on the other two opposite sides of the axis of the pre-combustion chamber cavity. Moreover, the aperture sizes of the first injection hole and the second injection hole are larger than those of the third injection hole and the fourth injection hole.

5. The combustion system according to claim 4, wherein, The inclination angle of the axis of the first injection hole relative to the axis of the pre-combustion chamber cavity is smaller than the inclination angle of the axis of the third injection hole relative to the axis of the pre-combustion chamber cavity; the inclination angle of the axis of the second injection hole relative to the axis of the pre-combustion chamber cavity is smaller than the inclination angle of the axis of the fourth injection hole relative to the axis of the pre-combustion chamber cavity.

6. The combustion system according to any one of claims 3-5, characterized in that, An annular cooling cavity is arranged on the circumferential side of the end of the pre-combustion chamber cavity extending into the main combustion chamber. An external cooling cavity is arranged at the end of the main combustion chamber cavity connected to the pre-combustion chamber cavity, and one end of the external cooling cavity is communicated with the annular cooling cavity, and the other end is communicated with the outside of the main combustion chamber cavity.

7. The combustion system according to claim 6, characterized in that, The volume of the region of the annular cooling cavity closer to the injector side is smaller than the volume of the region farther from the injector side.

8. The combustion system according to claim 7, characterized in that, The input end of the first flow regulating assembly is communicated with the input end of the first pipeline, and the output end of the first flow regulating assembly is communicated with the input end of the first one-way valve; Moreover, the input end of the second flow regulating assembly is communicated with the input end of the second pipeline, and the output end of the second flow regulating assembly is communicated with the input end of the second one-way valve; The combustion system further includes a control device, which includes a vehicle controller, a first control unit, and a second control unit. The vehicle controller is electrically connected to the intake valve of the main combustion chamber, the exhaust valve of the main combustion chamber, the first control unit, and the second control unit respectively; the first control unit is arranged on the first one-way valve and is electrically connected to the first one-way valve; the second control unit is arranged on the second one-way valve and is electrically connected to the second one-way valve.

9. The combustion system according to claim 8, wherein The first flow regulating assembly includes a first fuel delivery pipe and a first flow control valve; the first flow control valve is arranged on the first pipeline, and the output end of the first fuel delivery pipe is communicated with the first pipeline at the input end of the first flow control valve; The second flow regulating assembly includes a second fuel delivery pipe and a second flow control valve; the second flow control valve is arranged on the second pipeline, and the output end of the second fuel delivery pipe is communicated with the second pipeline at the input end of the second flow control valve.

10. A control method for a combustion system, characterized in that, The combustion system is the combustion system according to claim 8 or 9; the control method includes the following steps: S1: Obtain the pressure value information of each unit volume in the pre-chamber and the engine speed information in real time, calculate the average pressure value of the unit volume in the pre-chamber according to the pressure value information, and determine whether the average pressure value is greater than or equal to the pressure threshold; If so, execute step S2; If not, control the first one-way valve to be in the open state and control the second one-way valve to remain closed; S2: Determine whether the engine speed value is greater than or equal to the speed threshold according to the speed information; If so, control both the first one-way valve and the second one-way valve to remain closed; If not, control the first one-way valve to remain closed and control the second one-way valve to be in the open state.

Images