Method and device for controlling a jet ignition combustion chamber, jet ignition combustion chamber

Abstract

The application provides a jet ignition combustion chamber control method and device, a jet ignition combustion chamber, an electronic device and a storage medium. The combustion chamber comprises a pre-chamber and a main combustion chamber. A spark plug is arranged in the pre-chamber. A jet injection hole is arranged at the bottom of the pre-chamber. The pre-chamber and the main combustion chamber are communicated through the jet injection hole. The method comprises the following steps: obtaining the excess air coefficient of the pre-chamber; if the excess air coefficient reaches a preset threshold value, controlling the spark plug to ignite, so that the high-temperature jet generated by the pre-chamber enters the main combustion chamber through the jet injection hole, and the main combustion chamber is caused to occur multi-point spontaneous combustion. The technical scheme of the embodiment of the application can improve the thermal efficiency of the engine and reduce harmful gas emission.

Description

Technical Field

[0001] This application relates to the field of engine combustion mode control technology, and more specifically, to a jet ignition combustion chamber control method, device, jet ignition combustion chamber, electronic equipment, and storage medium. Background Technology

[0002] Engine combustion mode control ensures engine thermal efficiency and reduces emissions of harmful gases (such as carbon monoxide and nitrogen oxides) caused by incomplete combustion of gasoline. Current gasoline engine combustion processes involve mixing gasoline and air at a stoichiometric air-fuel ratio before combustion. This method results in low thermal efficiency, and traditional spark ignition energy is limited, failing to generate sufficient ignition to significantly increase the excess air coefficient and reduce harmful gas emissions.

[0003] Based on this, engineers have proposed various methods to improve engine combustion efficiency, such as Homogenous Charging Compression Ignition (HCCI), high-energy ignition lean combustion control technology for gasoline engines, and pre-combustion chamber jet ignition technology. Among these, HCCI achieves low-temperature, lean combustion by controlling intake air temperature and employing a premixed, compression ignition combustion method, effectively improving the engine's indicated thermal efficiency. High-energy ignition lean combustion control technology for gasoline engines achieves lean combustion with an excess air coefficient of 1.6 by using a 300–500 MJ (megajoules) high-energy ignition system, improving the engine's indicated thermal efficiency, but significantly increasing nitrogen oxide emissions. Existing pre-combustion chamber jet ignition technology can effectively suppress knocking in gasoline engines and optimize combustion phase, thus improving the engine's indicated thermal efficiency to a certain extent.

[0004] This shows that current engine fuel control modes still have limitations in addressing the issues of low engine thermal efficiency and excessive harmful gas emissions. Summary of the Invention

[0005] To address the aforementioned technical problems, embodiments of this application provide a jet ignition combustion chamber control method, apparatus, jet ignition combustion chamber, electronic equipment, and storage medium.

[0006] According to one aspect of the embodiments of this application, a jet ignition combustion chamber control method is provided. The combustion chamber includes a pre-combustion chamber and a main combustion chamber. A spark plug is disposed in the pre-combustion chamber, and a jet nozzle is disposed at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The method includes: obtaining the excess air coefficient of the pre-combustion chamber; if the excess air coefficient reaches a preset threshold, controlling the spark plug to ignite, so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle, and causes multi-point auto-ignition in the main combustion chamber.

[0007] According to one aspect of the embodiments of this application, a jet ignition combustion chamber is provided, including a pre-combustion chamber and a main combustion chamber. A spark plug is disposed in the pre-combustion chamber, and a jet nozzle is disposed at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The jet ignition combustion chamber further includes a controller, which is used to acquire the excess air coefficient of the pre-combustion chamber. When the excess air coefficient of the pre-combustion chamber reaches a preset threshold, the controller controls the spark plug to ignite, so that the pre-combustion chamber generates a high-temperature jet. The high-temperature jet enters the main combustion chamber through the jet nozzle, and multi-point auto-ignition occurs in the main combustion chamber.

[0008] In one embodiment, the jet ignition combustion chamber includes a cylinder block and a cylinder head; wherein,

[0009] A piston is disposed in the cylinder body. One end of the piston is connected to a connecting rod, and the other end of the piston forms the main combustion chamber with the cylinder head. The stroke-to-bore ratio of the main combustion chamber is 1.3 to 1.5.

[0010] In one embodiment, the cylinder head is provided with an intake valve and an exhaust valve; wherein,

[0011] One end of the intake valve is connected to the intake pipe so that air enters the main combustion chamber through the intake pipe and the intake valve;

[0012] One end of the exhaust valve is connected to the exhaust pipe so that the exhaust gas generated in the main combustion chamber is discharged from the exhaust pipe through the exhaust valve.

[0013] In one embodiment, the cylinder head is further provided with an injector, the injection pressure of which is greater than 50 MPa.

[0014] In one embodiment, the jet ignition combustion chamber further includes a single-hole injector and a spark plug; wherein,

[0015] One end of the single-hole injector is connected to the pre-combustion chamber so that fuel enters the pre-combustion chamber from the single-hole injector.

[0016] One end of the spark plug is disposed in the pre-combustion chamber, and a center electrode is disposed at the end of the spark plug disposed in the pre-combustion chamber.

[0017] In one embodiment, the volume ratio of the pre-combustion chamber to the main combustion chamber is 0.015 to 0.03;

[0018] The jet nozzles are multiple, and the included angle between the axes of each jet nozzle is 90° to 120°.

[0019] In one embodiment, the injection pressure of the single-hole injector is 8-10 MPa;

[0020] The spark plug is threaded into the pre-combustion chamber at one end via a thread with a diameter of 8-10 mm.

[0021] In one embodiment, the volume of the main combustion chamber is 22-33 ml, and the compression ratio is 16-18.

[0022] According to one aspect of the embodiments of this application, a jet ignition combustion chamber control device is provided. The combustion chamber includes a pre-combustion chamber and a main combustion chamber. A spark plug is disposed in the pre-combustion chamber, and a jet nozzle is disposed at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The device includes: an excess air coefficient acquisition module configured to acquire the excess air coefficient of the pre-combustion chamber; and a combustion control module configured to control the spark plug to ignite if the excess air coefficient reaches a preset threshold, so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle and causes multi-point auto-ignition in the main combustion chamber.

[0023] According to one aspect of the present application, an electronic device is provided, including one or more processors; and a storage device for storing one or more computer programs, which, when executed by the one or more processors, cause the electronic device to implement the jet ignition combustion chamber control method as described above.

[0024] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a computer processor, cause the computer to perform the jet ignition combustion chamber control method as described above.

[0025] According to one aspect of the embodiments of this application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium.

[0026] The processor of the computer device reads the computer instructions from a computer-readable storage medium, and executes the computer instructions, causing the computer device to perform the jet ignition combustion chamber control method provided in the various alternative embodiments described above.

[0027] According to one aspect of the embodiments of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the jet ignition combustion chamber control method as described above.

[0028] In the technical solution provided in the embodiments of this application, by setting a pre-combustion chamber and controlling the spark plug ignition by the excess air coefficient in the pre-combustion chamber, the high-temperature jet in the pre-combustion chamber is uniformly filled into the main combustion chamber. The huge energy brought by the high-temperature jet causes multi-point auto-ignition in the main combustion chamber, realizing large-area deep lean combustion, improving the engine combustion thermal efficiency, and reducing the emission of harmful gases.

[0029] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0031] Figure 1 This is a schematic diagram of the structure of a jet ignition combustion chamber shown in an exemplary embodiment of this application;

[0032] Figure 2 This is a schematic diagram of the pre-combustion chamber assembly shown in an exemplary embodiment of this application;

[0033] Figure 3 This is a top view of a jet nozzle shown in an exemplary embodiment of this application;

[0034] Figure 4 This is a front view of a jet nozzle shown in an exemplary embodiment of this application;

[0035] Figure 5 This is a schematic diagram illustrating the relationship between crankshaft rotation angle and pressure, as shown in an exemplary embodiment of this application;

[0036] Figure 6 This is a schematic diagram illustrating the relationship between crankshaft rotation angle and heat release efficiency in an exemplary embodiment of this application;

[0037] Figure 7This is a flowchart illustrating a jet ignition combustion chamber control method in an exemplary embodiment of this application;

[0038] Figure 8 This is a schematic diagram of the structure of a jet ignition combustion chamber control device shown in an exemplary embodiment of this application;

[0039] Figure 9 A schematic diagram of the structure of a computer-readable storage medium according to an example embodiment of the present disclosure is shown;

[0040] Figure 10 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown.

[0041] Explanation of reference numerals in the attached diagram: 1. Intake manifold, 2. Throttle valve, 3. Intake valve, 4. High-temperature jet, 5. Pre-combustion chamber assembly, 6. Exhaust valve, 7. Exhaust pipe, 8. Catalytic converter, 9. Main combustion chamber, 10. Piston, 11. Cylinder block, 12. Connecting rod, 13. Injector, 14. Cylinder head, 15. Single-hole injector, 16. Spark plug, 17. Center electrode, 18. Fuel jet, 19. Pre-combustion chamber, 20. Jet nozzle (front view), 21. Jet nozzle (top view). Detailed Implementation

[0042] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0043] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0044] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily need to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0045] It should also be noted that "multiple" as mentioned in this application refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0046] The existing engine combustion mode control technology has the following problems:

[0047] HCCI combustion achieves low-temperature, lean combustion in engines, primarily relying on controlling intake air temperature for compression ignition. However, because intake air temperature is difficult to control precisely, and the sensitivity of compression ignition to intake air temperature increases significantly with engine load, even slight differences in temperature control can lead to substantial variations in the compression ignition timing. Ultimately, this results in the inability to control the combustion initiation point and heat release rate in HCCI combustion. Furthermore, increased load can cause a sharp rise in combustion pressure, leading to uncontrollable and abnormal combustion processes similar to knocking.

[0048] High-energy ignition coils improve the depth of lean combustion to some extent, but due to the limited area and energy of the ignition coil, it is impossible to achieve a deep lean combustion with an excess air coefficient greater than 2, which limits the improvement of indicated thermal efficiency and results in higher NOx (nitrogen oxides) emissions.

[0049] Existing lean combustion technology for gasoline engines does not combine combustion chamber structure design with combustion mode control technology, thus failing to realize the potential to further improve indicated thermal efficiency and reduce pollutant emissions.

[0050] Please refer to the following first. Figure 1 , Figure 1 This is a schematic diagram of the structure of a jet ignition combustion chamber according to this application. In this embodiment, the jet ignition combustion chamber is installed in the engine of a vehicle. The jet ignition combustion chamber includes: an intake pipe 1, a throttle valve 2, an intake valve 3, a pre-combustion chamber assembly 5, an exhaust valve 6, an exhaust pipe 7, a catalytic converter 8, a main combustion chamber 9, a piston 10, a cylinder block 11, a connecting rod 12, a fuel injector 13, and a cylinder head 14.

[0051] Specifically, the piston 10 inside the cylinder block 11 is movable. One end of the piston 10 is connected to the connecting rod 12. When the piston 10 is pushed, it can provide power to the vehicle through the connecting rod 12. The other end of the piston 10 forms the main combustion chamber 9 between itself and the cylinder head 14. When the fuel in the main combustion chamber 9 burns, the high pressure generated will push the piston 10, thereby providing power through the connecting rod.

[0052] The cylinder head 14 is connected to the intake valve 3 and the exhaust valve 6 respectively. The exhaust valve 6 is connected to the exhaust pipe 7, and the intake valve 3 is connected to the intake pipe 1. When the intake valve 3 is open, air flows through the intake pipe 1 and enters the main combustion chamber 9 through the intake valve 3. The exhaust gas generated in the main combustion chamber 9 is discharged through the exhaust valve 6 and the exhaust pipe 7.

[0053] Furthermore, the intake pipe 1 is also equipped with a throttle valve 2, which can adjust the airflow rate entering the main combustion chamber 9. The exhaust pipe 8 is equipped with a catalytic converter 8, and the exhaust gas enters the catalytic converter 8 for treatment, such as converting some harmful gases into harmless gases (converting the three harmful gases CO (carbon monoxide), HC (hydrocarbons), and NOx in the exhaust into harmless gases carbon dioxide, nitrogen, hydrogen, and water), so as to reduce the content of harmful gases in the exhaust gas.

[0054] In addition, the cylinder head is connected to the fuel injector 13, through which fuel can enter the main combustion chamber 9, and based on this, air and fuel can be burned in the main combustion chamber 9.

[0055] The jet ignition combustion chamber in this embodiment also includes a pre-combustion chamber assembly 5, such as Figure 1 The entire pre-combustion chamber assembly is located at the center of the top of cylinder 14. A structural schematic diagram of this pre-combustion chamber assembly 5 can be found here. Figure 2 , Figure 2 This is a front view of the pre-combustion chamber assembly 5, which includes a single-hole injector 15, a spark plug 16, a center electrode 17, a pre-combustion chamber 19, and a jet nozzle (front view) 20.

[0056] One end of the pre-combustion chamber 19 extends into the main combustion chamber 9, and the end extending into the main combustion chamber is provided with a jet nozzle 20. The main combustion chamber and the pre-combustion chamber are connected through the jet nozzle 20.

[0057] One end of the spark plug 16 extends into the pre-combustion chamber 19, and the end extending into the pre-combustion chamber 19 is provided with a center electrode 17. One end of the single-hole injector 15 also extends into the pre-combustion chamber 19, and can spray oil into the pre-combustion chamber through the single-hole injector 15 to form an oil jet 18.

[0058] The single-hole injector 15 and the center electrode 17 are close to each other in the pre-combustion chamber 19, so that the fuel jet 18 can be ignited through the center electrode 17 on the spark plug 16.

[0059] In this embodiment, when combustion occurs in the pre-combustion chamber 19, the following will be produced: Figure 1 The high-temperature jet 4 shown enters the main combustion chamber 9.

[0060] Figure 2 The number of jet nozzles 20 is multiple. In one specific embodiment, the number of jet nozzles 20 is 4 to 10, and the jet nozzles 20 are evenly distributed, such as... Figure 3The jet nozzle 20 is shown in top view.

[0061] Preferably, the included angle of the high-temperature jet 4 ejected from each jet nozzle 20 is 90° to 120°, that is, the included angle of the orifice axis of each jet nozzle 20 is 90° to 120°, such as... Figure 4 As shown.

[0062] In one specific embodiment, the volume of the pre-combustion chamber accounts for 1.5% to 3% of the volume of the main combustion chamber. The spark plug on the pre-combustion chamber is connected to the pre-combustion chamber by a thread with a diameter of 8 to 10 mm. The breakdown voltage of the spark plug is ≥20 kV. The injection pressure of the single-hole injector on the pre-combustion chamber is 8 to 10 MPa. The flow rate of the single-hole injector is ≤1 g / s @ 10 MPa-n-heptane. The circulating injection amount is 0.2 to 1 mg.

[0063] The engine displacement of the main combustion chamber is 1-2L, the volume of the main combustion chamber is 22-33ml, the compression ratio is 16-18, the stroke-to-bore ratio is 1.3-1.5, the surface-to-volume ratio is less than 0.4mm-1, the fuel injector of the main combustion chamber is a direct injection injector, the pressure is ≥350MPa, and the fuel injector flow rate is 4-15g / s@10MPa-n-heptane.

[0064] The spark plug in the pre-combustion chamber controls the ignition timing, indirectly controlling the cylinder pressure and temperature in the main combustion chamber within the ignition time window, thereby determining the mass fraction and time of auto-ignition of the air-fuel mixture in the main combustion chamber. Specifically, in this embodiment, the vehicle also includes a controller ( Figure 1 (Not shown in the image) The controller can control the ignition time of the spark plug. When the excess air coefficient in the pre-combustion chamber is maintained at 0.9 to 1.1, the spark plug ignition can be controlled.

[0065] The controller can also control the throttle valve, intake valve, and exhaust pipe to release gas, as well as control the fuel injectors and single-hole fuel injectors to inject fuel.

[0066] In one specific embodiment, the throttle valve and intake valve are open, air enters the main combustion chamber, and enters the pre-combustion chamber through the jet nozzle. At this time, the controller can receive the excess air coefficient in the pre-combustion chamber. This excess air coefficient can be measured by sensors or other devices. However, when the controller confirms that the excess air coefficient in the pre-combustion chamber reaches 0.9 to 1.1, the air-fuel mixture at this concentration is easy to ignite. That is, the controller controls the single-hole injector to inject fuel and controls the spark plug to ignite.

[0067] After spark plug ignition, the air-fuel mixture within the pre-combustion chamber boundary propagates via flame propagation, producing high-temperature combustion products. However, since the pre-combustion chamber volume only accounts for 1.5% to 3% of the main combustion chamber volume, the flame impacts the pre-combustion chamber boundary, creating a quenching effect and generating a large number of combustion free radicals. At this time, the combustion products and combustion free radicals (high-temperature jet) within the pre-combustion chamber are rapidly extinguished due to the rapid increase in pre-combustion chamber pressure. (See reference for details.) Figure 5 The diagram showing the relationship between crankshaft rotation angle and pressure indicates that, based on this pressure, a high-temperature jet containing free radicals and combustion products will be ejected from the jet nozzle on the pre-combustion chamber. This high-temperature jet will uniformly penetrate the entire main combustion chamber, thereby igniting the mixture in the main combustion chamber and forming a flame propagation.

[0068] Due to the enormous ignition energy brought by the high-temperature jet, the main combustion chamber can achieve an ultra-lean mixture with an excess air coefficient controlled to 2.6-3 or higher. The uniformly distributed high-temperature jet accelerates the flame propagation speed, burning a large amount of mixture in a very short time. For details, please refer to... Figure 6 The diagram showing crankshaft angle and heat release efficiency illustrates the flame propagation heat release peak. However, the volume of the main combustion chamber does not change significantly at this time, resulting in a near-isovolumic combustion heat release process. This leads to the flame propagation heat release peak within the main combustion chamber, as shown in the diagram. Figure 6 The partial auto-ignition heat release peak shown further accelerates the combustion process in the cylinder, further increases the heat release rate, and further improves the combustion isochoricity. Ultimately, it achieves a combined combustion process of jet ignition and auto-ignition of the mixture under ultra-lean mixture, effectively improving the engine's indicated thermal efficiency.

[0069] Throughout the combustion process, the excess air coefficient in the pre-combustion chamber is 0.9–1.1, while the excess air coefficient in the main combustion chamber is 2.6–3.0, resulting in stratified combustion of the mixture with the pre-combustion chamber boundary as the envelope. Simultaneously, due to the excess air coefficient of 2.6–3.0 in the main combustion chamber, the maximum combustion temperature is only 1400K–1600K, effectively suppressing NOx pollutant formation. Furthermore, since engine CO emissions depend on oxygen concentration, a higher excess air coefficient leads to a significant reduction in CO emissions compared to conventional engines.

[0070] based on Figures 1 to 6 This embodiment proposes a jet ignition combustion chamber control method, which is applied to the controller and can be referred to... Figure 7 The method includes steps S710 to S730, in one specific embodiment:

[0071] Step S710: Obtain the excess air coefficient of the pre-combustion chamber.

[0072] In this embodiment, when vehicle ignition is required, the throttle valve and intake valve of the jet ignition combustion chamber can be opened to allow air to enter the main combustion chamber and pre-combustion chamber. At this time, the controller will detect the excess air coefficient of the pre-combustion chamber. When the excess air coefficient of the pre-combustion chamber reaches a preset threshold, ignition operation can be performed.

[0073] Step S730: If the excess air coefficient reaches the preset threshold, control the spark plug to ignite so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle and causes multi-point auto-ignition in the main combustion chamber.

[0074] In this embodiment, the preset threshold is 0.9 to 1.1. When the excess air coefficient of the pre-combustion chamber is detected to reach 0.9 to 1.1, the spark plug can be controlled to ignite.

[0075] At the ignition time in the pre-combustion chamber, the crankshaft angle of the engine is 30°CA to 0°CA before top dead center. The mass fraction of the air-fuel mixture that is propagated and burned by the ignition flame in the pre-combustion chamber is 40% to 60%, and the mass fraction of the auto-ignition mixture is 40% to 60%.

[0076] The high-temperature jet generated by combustion in the pre-combustion chamber causes a rapid increase in pressure within the chamber, which in turn propels the jet into the main combustion chamber through the jet nozzles. Due to the enormous ignition energy brought by the high-temperature jet, the excess air coefficient in the main combustion chamber is controlled between 2.6 and 3. The high-temperature jet causes a sharp increase in temperature and pressure in the main combustion chamber. Simultaneously, the main combustion chamber structure, which is matched with a small aspect ratio, long stroke bore ratio, and compression ratio, allows the unburned mixture in the main combustion chamber to undergo multi-point auto-ignition under the radiation of this high temperature and high pressure, resulting in deep lean combustion in the main combustion chamber.

[0077] Measurements showed that the engine's indicated thermal efficiency was ≥50%, while the maximum combustion temperature in the main combustion chamber was controlled between 1400K and 1600K. Engine NOx emissions were controlled below 50ppm (concentration unit), and engine CO emissions were controlled below 100ppm. This demonstrates that the jet ignition combustion chamber control method proposed in this case, which achieves deep lean combustion through pre-combustion chamber jet ignition and improves the working fluid polyvariance index, can enhance engine thermal efficiency. Deep lean combustion also lowers the maximum combustion temperature, reduces NOx emissions, and the high excess air coefficient is beneficial for reducing CO emissions. This achieves the controllable application of deep lean combustion in gasoline engines and reduces pollutant emissions.

[0078] Figure 8 This is a schematic diagram illustrating the structure of a jet ignition combustion chamber control device according to an exemplary embodiment. Figure 8 As shown, in an exemplary embodiment, the jet ignition combustion chamber control device includes:

[0079] The excess air coefficient acquisition module 810 is configured to acquire the excess air coefficient of the pre-combustion chamber.

[0080] The combustion control module 830 is configured to control the spark plug to ignite if the excess air coefficient reaches a preset threshold, so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle and causes multi-point auto-ignition in the main combustion chamber.

[0081] This jet ignition combustion chamber control device can improve the engine's thermal efficiency and reduce the emission of harmful gases during engine operation.

[0082] It should be noted that the test device for jet ignition combustion chamber control provided in the above embodiments and the jet ignition combustion chamber control method provided in the above embodiments belong to the same concept. The specific way in which each module and unit performs operations has been described in detail in the method embodiments, and will not be repeated here.

[0083] Embodiments of this application also provide an electronic device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by one or more processors, cause the electronic device to implement the jet ignition combustion chamber control method provided in the above embodiments.

[0084] Another aspect of this application provides a computer-readable storage medium, such as... Figure 9 As shown, a computer program 900 is stored thereon, which, when executed by a processor, implements the jet ignition combustion chamber control method as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not assembled into the electronic device.

[0085] Figure 10 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown.

[0086] It should be noted that, Figure 10 The computer system 1000 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0087] like Figure 10As shown, the computer system 1000 includes a Central Processing Unit (CPU) 1001, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 1002 or programs loaded from Storage Unit 1008 into Random Access Memory (RAM) 1003. The RAM 1003 also stores various programs and data required for system operation. The CPU 1001, ROM 1002, and RAM 1003 are interconnected via a bus 1004. An Input / Output (I / O) interface 1005 is also connected to the bus 1004.

[0088] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. Removable media 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1010 as needed so that computer programs read from them can be installed into storage section 1008 as needed.

[0089] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1009, and / or installed from removable medium 1011. When the computer program is executed by central processing unit (CPU) 1001, it performs various functions defined in the system of this application.

[0090] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0091] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0092] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0093] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the jet ignition combustion chamber control method provided in the various embodiments described above.

[0094] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A method for controlling a jet ignition combustion chamber, characterized in that, The combustion chamber includes a pre-combustion chamber and a main combustion chamber. A spark plug is installed in the pre-combustion chamber, and a jet nozzle is located at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The main combustion chamber has a compression ratio of 16-18, a stroke-to-bore ratio of 1.3-1.5, and a surface-to-volume ratio less than 0.4 mm⁻¹. The method includes: Obtain the excess air coefficient of the pre-combustion chamber; If the excess air coefficient is between 0.9 and 1.1, the spark plug is controlled to ignite so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle and causes multi-point auto-ignition in the main combustion chamber. The excess air coefficient of the main combustion chamber during the combustion process is controlled to be between 2.6 and 3.

0. At the ignition time in the pre-combustion chamber, the crankshaft angle of the engine is between 30°CA and 0°CA before top dead center.

2. A jet ignition combustion chamber, characterized in that, It includes a pre-combustion chamber and a main combustion chamber. A spark plug is installed in the pre-combustion chamber, and a jet nozzle is installed at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The compression ratio of the main combustion chamber is 16 to 18, the stroke-to-bore ratio is 1.3 to 1.5, and the surface-to-volume ratio is less than 0.4 mm to the power of negative 1. The jet ignition combustion chamber also includes a controller, which is used to obtain the excess air coefficient of the pre-combustion chamber. When the excess air coefficient of the pre-combustion chamber is between 0.9 and 1.1, the controller controls the spark plug to ignite, so that the pre-combustion chamber generates a high-temperature jet. The high-temperature jet enters the main combustion chamber through the jet nozzle, and multi-point auto-ignition occurs in the main combustion chamber. The excess air coefficient of the main combustion chamber during the combustion process is between 2.6 and 3.

0. At the ignition time of the pre-combustion chamber, the crankshaft angle of the engine is between 30°CA and 0°CA before top dead center.

3. The jet ignition combustion chamber according to claim 2, characterized in that, The jet ignition combustion chamber includes a cylinder block and a cylinder head; wherein... A piston is disposed in the cylinder body, one end of the piston is connected to a connecting rod, and the other end of the piston forms the main combustion chamber with the cylinder head.

4. The jet ignition combustion chamber according to claim 3, characterized in that, The cylinder head is equipped with intake valves and exhaust valves; wherein... One end of the intake valve is connected to the intake pipe so that air enters the main combustion chamber through the intake pipe and the intake valve; One end of the exhaust valve is connected to the exhaust pipe so that the exhaust gas generated in the main combustion chamber is discharged from the exhaust pipe through the exhaust valve.

5. The jet ignition combustion chamber according to claim 3, characterized in that, The cylinder head is also equipped with a fuel injector, and the injection pressure of the fuel injector is greater than 50 MPa.

6. The jet ignition combustion chamber according to claim 2, characterized in that, The jet ignition combustion chamber also includes a single-hole injector and a spark plug; wherein... One end of the single-hole injector is connected to the pre-combustion chamber so that fuel enters the pre-combustion chamber from the single-hole injector. One end of the spark plug is disposed in the pre-combustion chamber, and a center electrode is disposed at the end of the spark plug disposed in the pre-combustion chamber.

7. The jet ignition combustion chamber according to any one of claims 2-6, characterized in that, The volume ratio of the pre-combustion chamber to the main combustion chamber is 0.015~0.03; The number of jet nozzles is multiple, and the included angle between the axes of each jet nozzle is 90° to 120°.

8. A jet ignition combustion chamber control device, characterized in that, The combustion chamber includes a pre-combustion chamber and a main combustion chamber. A spark plug is installed in the pre-combustion chamber, and a jet nozzle is located at the bottom of the pre-combustion chamber. The pre-combustion chamber and the main combustion chamber are connected through the jet nozzle. The main combustion chamber has a compression ratio of 16-18, a stroke-to-bore ratio of 1.3-1.5, and a surface-to-volume ratio less than 0.4 mm⁻¹. The device includes: An excess air coefficient acquisition module is configured to acquire the excess air coefficient of the pre-combustion chamber; The combustion control module is configured to control the spark plug to ignite if the excess air coefficient is between 0.9 and 1.1, so that the high-temperature jet generated in the pre-combustion chamber enters the main combustion chamber through the jet nozzle and causes multi-point auto-ignition in the main combustion chamber, and controls the excess air coefficient of the main combustion chamber to be between 2.6 and 3.0 during the combustion process; wherein, at the ignition time in the pre-combustion chamber, the crankshaft angle of the engine is between 30°CA and 0°CA before top dead center.

9. An electronic device, characterized in that, include: One or more processors; A storage device for storing one or more computer programs that, when executed by the one or more processors, cause the electronic device to perform the method as described in claim 1.

10. A computer-readable storage medium, characterized in that, It stores computer-readable instructions that, when executed by the computer's processor, cause the computer to perform the method of claim 1.

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