Engine and vehicle

Abstract

The invention provides an engine and a vehicle, and belongs to the technical field of vehicles. An engine includes a main combustion chamber, a pre-combustion chamber, a plunger, and a plunger drive assembly. The pre-combustion chamber is fixed to the top of the main combustion chamber, a jet hole is formed in the bottom of the pre-combustion chamber, and the pre-combustion chamber communicates with the main combustion chamber through the jet hole. The plunger is located at the top of the pre-combustion chamber, when the compression stroke is close to the end, mixed gas flowing into the pre-combustion chamber from the jet flow hole is compressed again by the downwards-smashing plunger, and therefore the mixed gas is compressed and combusted in the pre-combustion chamber. The secondary compression effectively solves the problems of cold start difficulty and cylinder fire risk caused by difficulty in compression ignition of part of high-ignition-energy mixed gas. And meanwhile, the plunger rapidly pounds downwards, so that compression ignition in the pre-combustion chamber is rapid, and timing is controllable. And only high temperature and high pressure sufficient for compression ignition of the mixed gas need to be generated in the pre-combustion chamber, so that the temperature and pressure requirements on the main combustion chamber are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an engine and a vehicle. Background Art

[0002] In order to improve the ignition efficiency of the engine, more and more manufacturers are setting up a pre-combustion chamber in the engine, which is connected to the main combustion chamber. After the pre-combustion chamber is ignited, the spark will spray into the main combustion chamber, thereby accelerating the combustion speed of the main combustion chamber.

[0003] In order to reduce the fuel consumption of the engine in the related art, an EGR (Exhaust Gas Recirculation) solution is usually adopted, that is, the exhaust gas generated by the engine combustion is reintroduced into the engine for re-combustion.

[0004] High EGR rate significantly optimizes the thermal efficiency and emissions of the engine, but it also brings challenges to the ignition of the mixture. The lean mixture and the use of alternative fuels such as liquid ammonia make it difficult for traditional spark ignition to provide sufficient ignition efficiency, and combustion problems such as ignition difficulty, slow combustion speed, and large combustion cycle changes occur in lean combustion conditions.

[0005] The mainstream pre-combustion chamber technology is to form a stable mixture in the pre-combustion chamber that can be ignited by a traditional spark plug. For this purpose, a fuel injection device is usually used in the pre-combustion chamber to inject part of the fuel into the pre-combustion chamber to form a mixture in the pre-combustion chamber that is easily ignited by the spark plug. The shortcomings of the pre-combustion chamber combustion technology include: it is difficult to arrange various structures in the pre-combustion chamber reasonably, the liquid fuel absorbs heat, resulting in poor ignition stability in the pre-combustion chamber and more difficult cold starting, and some fuels require more reactive fuels to assist combustion.

[0006] In general, spark plug ignition has its limits. Summary of the invention

[0007] The present invention provides an engine and a vehicle, which can solve the technical problems existing in the related art. The technical solutions of the engine and the vehicle are as follows. In the first aspect, the present invention provides an engine, which includes a main combustion chamber, a pre-combustion chamber, a plunger and a plunger drive assembly; the plunger drive assembly includes a drive assembly bracket, a spring, an electromagnet, a rocker arm and a drive cam.

[0008] The pre-combustion chamber is fixed to the top of the main combustion chamber, the bottom of the pre-combustion chamber is provided with a jet hole, and the pre-combustion chamber is connected with the main combustion chamber through the jet hole;

[0009] The plunger is inserted from the top of the pre-combustion chamber, the plunger drive assembly and the plunger are mutually kinematic pairs, and the plunger contains ferromagnetic material. The plunger drive assembly is used to drive the plunger to rise to inhale the mixed gas into the pre-combustion chamber, and drive the plunger to hit down to compress and ignite the mixed gas in the pre-combustion chamber.

[0010] In a possible implementation, the engine further includes a piston; the piston is located in the main combustion chamber, and the piston has an intake stroke, a compression stroke, a power stroke and an exhaust stroke in the main combustion chamber, in the intake stroke and the power stroke, the piston moves from the top dead center to the bottom dead center of the main combustion chamber, and in the compression stroke and the exhaust stroke, the piston moves from the bottom dead center to the top dead center; in one cycle, the time node of closing the jet nozzle is within the compression stroke, wherein one cycle includes the intake stroke, the compression stroke, the power stroke and the exhaust stroke, in the intake stroke and the power stroke, the piston moves from the top dead center to the bottom dead center of the main combustion chamber, and in the compression stroke and the exhaust stroke, the piston moves from the bottom dead center to the top dead center;

[0011] In one possible implementation, the time node when the plunger starts to drop is within the compression stroke or within the power stroke, and the time node when the plunger starts to rise is within the intake stroke, wherein one cycle includes the intake stroke, compression stroke, power stroke and exhaust stroke.

[0012] In a possible implementation, the driving cam is mounted on a camshaft of an engine.

[0013] The technical solution provided by the present invention can alleviate the problem of excess fuel gas remaining in the pre-combustion chamber during traditional pre-combustion chamber ignition and the backflow of burned exhaust gas from the main combustion chamber into the pre-combustion chamber after the pre-combustion chamber is ignited.

[0014] In a possible implementation manner, the bottom of the pre-combustion chamber has a plurality of the jet holes.

[0015] The technical solution provided by the present invention enables the pre-combustion chamber to form multiple ignition points relative to the main combustion chamber, thereby improving the ignition efficiency of the main combustion chamber and facilitating full combustion in the main combustion chamber.

[0016] In a second aspect, the present invention provides a vehicle, the vehicle comprising an engine as described in any one of the first aspects. The technical solution provided by the present invention includes at least the following beneficial effects: the present invention provides an engine, the plunger drive assembly sucks the mixture of fuel and air from the main combustion chamber into the pre-combustion chamber by controlling the position of the plunger. After the mixture compressed in the rear section of the compression stroke in the main combustion chamber enters the pre-combustion chamber, it is compressed again by the plunger that is rapidly smashed down at an appropriate time node, thereby compression igniting in the pre-combustion chamber. Although a small amount of mixture overflows from the jet hole during the plunger smashing process, the pressure in the pre-combustion chamber can still meet the compression ignition requirement during the rapid smashing of the plunger, ensuring reliable ignition. The time interval from the plunger starting to smash down to the mixture pressure in the pre-combustion chamber meeting the compression ignition requirement is extremely short, which ensures that the compression ignition ignition timing is controllable. The compression ignition scheme provided by the present invention allows a thinner and more diverse mixture relative to the traditional spark plug ignition scheme. It should be understood that the above general description and the detailed description below are only exemplary and explanatory and cannot limit the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present invention, and together with the description, are used to explain the principles of the present invention. In the drawings:

[0018] Figure 1 is a structural schematic diagram of an engine shown in an embodiment of the present invention;

[0019] Figure 2 is a schematic structural diagram of a pre-combustion chamber shown in an embodiment of the present invention;

[0020] Figure 3 It is a schematic diagram of a pre-combustion chamber shown in an embodiment of the present invention.

[0021] Legend:

[0022] 1. Main combustion chamber;

[0023] 2. pre-combustion chamber, 20. jet hole, 21. valve seat;

[0024] 3. plunger, 30, bottom cone;

[0025] 4. plunger drive assembly, 40. drive assembly bracket, 41. spring, 42. electromagnet, 43. rocker arm, 44. drive cam;

[0026] 5. Piston;

[0027] 6a, fuel nozzle;

[0028] 6b, air intake;

[0029] 6c, intake valve;

[0030] 7a, exhaust duct;

[0031] 7b. Exhaust valve.

[0032] The above drawings have shown clear embodiments of the present invention, which will be described in more detail below. These drawings and text descriptions are not intended to limit the scope of the present invention in any way, but to illustrate the concept of the present invention for those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical scheme and advantages of the present invention clearer, the following will further describe the embodiments of the present invention in detail in conjunction with the accompanying drawings. The terms used in the embodiments of the present invention are only used to explain the embodiments of the present invention, and are not intended to limit the present invention. Unless otherwise defined, the technical terms or scientific terms used herein should be the common meanings understood by people with ordinary skills in the field to which the present invention belongs. The words "first", "second", "third" and similar words used in the patent application specification and claims of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate a quantity limit, but indicate that there is at least one. Words such as "include" or "comprise" mean that the elements or objects appearing in front of "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Up”, “down”, “left”, “right”, etc. are only used to indicate relative position relationships. When the absolute position of the described object changes, the relative position relationship may also change accordingly.

[0034] In order to improve the ignition efficiency of the engine, more and more manufacturers are setting up a pre-combustion chamber in the engine, which is connected to the main combustion chamber. After the pre-combustion chamber is ignited, the spark will spray into the main combustion chamber, thereby accelerating the combustion speed of the main combustion chamber. In order to reduce the fuel consumption of the engine in related technologies, the EGR (Exhaust Gas Recirculation) solution is usually adopted, that is, the exhaust gas generated by the engine combustion is re-introduced into the engine for re-combustion.

[0035] However, high EGR rates help optimize emissions and reduce fuel consumption, but they also challenge the reliability of spark ignition. Coupled with lean burn and alternative fuels that require high ignition energy (such as ammonia), traditional spark ignition is difficult to ignite reliably.

[0036] In view of the above technical problems, an embodiment of the present invention provides an engine, which can make the pre-combustion chamber ignite reliably. The engine provided by the embodiment of the present invention is exemplarily described below: Figure 1 and Figure 2 As shown, the engine includes a main combustion chamber 1, a pre-combustion chamber 2, a plunger 3 and a plunger drive assembly 4. The pre-combustion chamber 2 is fixed to the top of the main combustion chamber 1, and the bottom of the pre-combustion chamber 2 has a jet hole 20, and the pre-combustion chamber 2 is connected with the main combustion chamber 1 through the jet hole 20. The plunger 3 is inserted into the pre-combustion chamber from the top of the pre-combustion chamber 2, and the plunger drive assembly 4 and the plunger 3 are mutually kinematic pairs, and the plunger drive assembly is used to drive the plunger to rise and fall.

[0037] The gas burned in the main combustion chamber 1 is a mixture of gasoline and air.

[0038] When the plunger rises, the pre-combustion chamber 2 is filled with mixed gas from the main combustion chamber, and the plunger is pressed down to ignite the mixed gas in the pre-combustion chamber 2, so that flames are generated in the pre-combustion chamber 2. The flames in the pre-combustion chamber 2 are injected into the main combustion chamber 1 through the jet holes 20, thereby igniting the mixed gas in the main combustion chamber 1.

[0039] By adjusting the energization time of the electromagnet 42, the time point at which the plunger 3 starts to fall can be adjusted. (The time when the plunger 3 is adsorbed at the high position by the electromagnet)

[0040] In the technical solution provided by the embodiment of the present invention, the plunger driving assembly 4 controls the plunger to hit the sealing cone 30 and fully contact the valve seat 21 to form a cone seal. When the exhaust gas generated by the engine is directed to the main combustion chamber 1 of the engine again, even if part of the exhaust gas enters the pre-combustion chamber 2, the exhaust gas cannot penetrate into the pre-combustion chamber 2 because of the sealing of the valve seat 21 and the sealing cone 30.

[0041] When the pre-combustion chamber mixture needs to be compressed and ignited, even if part of the pre-combustion chamber mixture overflows from the jet hole during the compression process of the plunger, the pre-combustion chamber can quickly reach a temperature and pressure sufficient for compression and ignition of the mixture through the strong push of the spring 43, forming a stratified environment with low temperature and pressure in the main combustion chamber 1 and high temperature and pressure in the pre-combustion chamber 2, which can effectively solve the problem of unreliable ignition time node and ignition position of the HCCI (homogeneous charge compression ignition) engine. Improve the reliability of engine cold start, expand the range of available engine operating conditions, reduce fuel consumption, and optimize emissions and thermal efficiency.

[0042] In some examples, such as Figure 1As shown, the plunger drive assembly 4 includes a drive assembly bracket 40, a spring 41, an electromagnet 42, a rocker arm 43 and a drive cam 44. The drive cam 44 and the rocker arm 43 are mutually kinematic pairs. The drive cam 44 rotates to push the rocker arm 43 to swing upward, and the rocker arm 43 swings upward to lift the plunger 3, while compressing the spring 41 in contact with the plunger, and then the electromagnet 42 is energized to generate a magnetic field to adsorb the plunger 3 at a high position. Then the rocker arm 43 swings downward to the starting position as the drive cam rotates. When the mixture in the pre-combustion chamber needs to ignite, the electromagnet 42 is de-energized, the plunger is released and quickly smashed down under the push of the spring. The spring pushes the plunger down so that the plunger's acceleration is not limited by the contour line of the drive cam, so that the temperature and pressure in the pre-combustion chamber rise rapidly, so that the timing of the pressure ignition of the mixture in the pre-combustion chamber can be controlled.

[0043] The engine provided by the embodiment of the present invention also supports the lean combustion mode. In the lean combustion mode, by reducing the amount of fuel injection of the fuel nozzle 6a, a lean mixture is formed in the main combustion chamber 1. At this time, because the burning speed of the lean mixture is slower than that of the equivalent mixture, the electromagnet 42 can be controlled to be powered off in advance so that the plunger 3 starts to plunge at an earlier time point, thereby ensuring that the mixture in the main combustion chamber 1 has accurate ignition timing.

[0044] The embodiment of the present invention also provides a vehicle including the above-mentioned engine. Among them, the vehicle also includes an exhaust gas recirculation system, and the exhaust gas recirculation system is connected to the main combustion chamber 1 of the engine. The technical solution provided by the embodiment of the present invention is that the pre-combustion chamber 2 in the engine introduces a mixture of fuel and air from the main combustion chamber 1 of the engine through the jet hole 20. The mixed gas is compressed during the compression stroke of the engine, and a part of it is pressed into the pre-combustion chamber, and the part entering the pre-combustion chamber is compressed again to the compression ignition temperature in the pre-combustion chamber when the plunger 3 is smashed down. Even if a small amount of mixed gas overflows from the jet hole 20 to the main combustion chamber 1 during the smashing process of the plunger 3, the pre-combustion chamber 2 can still obtain a temperature and pressure sufficient to compress and ignite the mixed gas in the pre-combustion chamber 2, so that the mixed gas in the main combustion chamber 1 and the pre-combustion chamber 2 can ignite reliably and the ignition time is accurate.

[0045] The above descriptions are merely optional embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An engine, characterized in that: The engine comprises a main combustion chamber (1), a pre-combustion chamber (2), a plunger (3), and a plunger drive assembly (4); The pre-combustion chamber (2) is fixed to the top of the main combustion chamber (1), the bottom of the pre-combustion chamber (2) has a jet hole (20), the bottom of the plunger (3) has a sealing cone surface (30), the inner wall of the pre-combustion chamber (2) has a valve seat (21) which forms a cone surface seal with the cone surface (30) at the bottom end of the plunger, and the pre-combustion chamber (2) is connected to the main combustion chamber (1) through the jet hole (20); The plunger (3) is fixed to the top of the pre-combustion chamber (2), and the plunger drive assembly (4) is connected to the plunger (3). The plunger drive assembly (4) is used to drive the plunger (3) to compress and ignite the mixed gas.

2. The engine according to claim 1, characterized in that The plunger drive assembly (4) comprises a drive assembly bracket (40), a spring (41), an electromagnet (42), a rocker arm (43) and a drive cam (44).

3. The engine according to claim 1, characterized in that The engine also includes a piston (5); The piston (5) is located in the main combustion chamber (1), and the piston (5) has an intake stroke, a compression stroke, a power stroke and an exhaust stroke in the main combustion chamber (1). In the intake stroke and the power stroke, the piston (5) moves from the top dead center to the bottom dead center of the main combustion chamber (1), and in the compression stroke and the exhaust stroke, the piston (5) moves from the bottom dead center to the top dead center; In a cycle, the time point when the plunger (3) starts to plunge down is within the compression stroke or within the power stroke, wherein a cycle includes an intake stroke, a compression stroke, a power stroke and an exhaust stroke.

4. The engine according to claim 3, characterized in that The time point at which the plunger (3) starts to plunge downward is determined based on the engine speed and the pressure in the main combustion chamber (1), wherein when the mixed gas in the pre-combustion chamber (2) reaches a first charge volume, the plunger (3) is able to compress and ignite the mixed gas in the pre-combustion chamber (2).

5. The plunger drive device according to claim 2, wherein the driving cam (44) is driven by the crankshaft or camshaft of the engine according to claim 1, and the rocker arm is rotated at an angular velocity half that of the crankshaft to drive the plunger (3) to rise and compress the spring (41).

6. A vehicle, characterized in that: The vehicle comprises an engine as claimed in any one of claims 1-5.

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