Method and device for controlling mixture of precombustion chamber, vehicle, storage medium

Abstract

The application discloses a precombustion chamber mixed gas control method and device, a vehicle and a storage medium. The method relates to the field of vehicle engineering and comprises the following steps: acquiring a current driving condition of the vehicle; in response to the driving condition being a preset condition, acquiring a current mixed gas state of a mixing cavity and a current load state of an engine, wherein the preset condition is used for representing that the engine is currently providing power for the vehicle, the mixed gas state is used for representing whether the concentration of mixed gas contained in the mixing cavity is greater than or equal to a preset concentration, and the load state is used for representing whether the working efficiency of the engine is greater than or equal to a preset efficiency; and based on the mixed gas state and the load state, a gas transmission device is controlled to operate so as to control the mixed gas to enter a precombustion chamber, wherein the precombustion chamber is connected with the mixing cavity through the gas transmission device. The application solves the technical problem that the engine performance is low due to the poor formation quality of the mixed gas in the precombustion chamber.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more specifically, to a method and apparatus for controlling the mixture in a pre-combustion chamber, a vehicle, and a storage medium. Background Technology

[0002] In traditional spark-ignition engines, the spark plug directly ignites the combustible mixture in the main combustion chamber. However, due to the uneven distribution of the mixture and the limitation of the spark plug's ignition energy, the engine is prone to combustion instability and knocking under high load and high speed conditions, especially in modern engine designs that pursue high energy efficiency and low emissions. Pre-combustion chamber jet ignition technology, as a solution to improve ignition energy and combustion efficiency, pre-ignites the mixture in the pre-combustion chamber and then injects the high-temperature, high-pressure combustion products into the main combustion chamber through a small connecting orifice between the pre-combustion chamber and the main combustion chamber, thereby promoting rapid combustion of the mixture in the main combustion chamber. This method can significantly improve combustion speed, reduce incomplete combustion, thereby reducing emissions and improving engine performance.

[0003] However, in traditional pre-combustion chamber jet ignition systems, the pre-combustion chamber space is limited, and the fuel injected by the fuel injector is very likely to hit the walls, resulting in poor mixture formation quality, which in turn affects the improvement of engine performance.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a method and apparatus for controlling the mixture in the pre-combustion chamber, a vehicle, and a storage medium, to at least solve the technical problem of low engine performance caused by poor mixture formation quality in the pre-combustion chamber.

[0006] According to one aspect of the present invention, a mixture control method for a pre-combustion chamber is provided, comprising: acquiring the current driving condition of a vehicle; in response to the driving condition being a preset condition, acquiring the current mixture state of the mixing chamber and the current load state of the engine, wherein the preset condition is used to characterize that the engine is currently providing power to the vehicle, the mixture state is used to characterize whether the concentration of the mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to characterize whether the working efficiency of the engine is greater than or equal to a preset efficiency; controlling the operation of a gas transmission device based on the mixture state and the load state to control the mixture to enter the pre-combustion chamber, wherein the pre-combustion chamber is connected to the mixing chamber through the gas transmission device.

[0007] Furthermore, the gas transmission device includes: a phase control shaft and a controllable valve, the phase control shaft being connected to the controllable valve, and the controllable valve being connected to the mixing chamber and the pre-combustion chamber. The phase control shaft is used to control the opening time of the controllable valve into the open state, and the controllable valve is used to transmit the gas mixture into the pre-combustion chamber when in the open state. Controlling the operation of the gas transmission device based on a gas mixture transmission strategy includes: in response to a gas mixture state characterizing that the gas mixture concentration is greater than or equal to a preset concentration, and a load state characterizing that the engine's operating efficiency is greater than or equal to a preset threshold, obtaining the current operating condition of the engine; in response to the operating condition being a lean-burn condition, controlling the phase control shaft to rotate according to a first control parameter, thus delaying the opening time of the controllable valve.

[0008] Furthermore, the gas transmission device also includes a hydraulic oil control shaft connected to a controllable valve, wherein the hydraulic oil control shaft is used to control the duration of the controllable valve being in the open state; the method further includes: in response to the operating condition not being a lean-burn condition, controlling the hydraulic oil control shaft to rotate according to a second control parameter to extend the duration of the controllable valve being in the open state.

[0009] Furthermore, the method also includes: in response to the mixture state characterizing that the concentration of the mixture is greater than or equal to a preset concentration, and the load state characterizing that the working efficiency of the engine is less than a preset threshold, controlling the rotation of the phase control shaft according to the third control parameter to advance the opening time of the controllable valve.

[0010] Furthermore, the method also includes: responding to the condition that the concentration of the mixture is less than a preset concentration, controlling the operation of the fuel injection device according to a fourth control parameter, and extending the operating time of the fuel injection device, wherein the fuel injection device is used to increase the concentration of the mixture in the mixing chamber.

[0011] Furthermore, the method also includes: detecting the air volume in the pre-combustion chamber to obtain the air volume in the pre-combustion chamber; obtaining the difference between the air volume and a reference volume to obtain an air volume difference value, wherein the reference volume is used to characterize the air volume contained in the pre-combustion chamber under normal conditions; constructing a pressure relief parameter based on the air volume difference value; and controlling the operation of a pressure relief valve based on the pressure relief parameter, wherein the pressure relief valve is connected to the pre-combustion chamber and is used to remove air from inside the pre-combustion chamber.

[0012] According to another aspect of the present invention, a mixture control device for a pre-combustion chamber is also provided, comprising: a first acquisition module for acquiring the current driving conditions of a vehicle; a second acquisition module for acquiring the current mixture state of the mixing chamber and the current load state of the engine in response to the driving conditions being preset conditions, wherein the preset conditions are used to characterize that the engine is currently providing power to the vehicle, the mixture state is used to characterize whether the concentration of the mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to characterize whether the working efficiency of the engine is greater than or equal to a preset efficiency; and a device control module for controlling the operation of a gas transmission device based on the mixture state and the load state to control the mixture to enter the pre-combustion chamber, wherein the pre-combustion chamber is connected to the mixing chamber through the gas transmission device.

[0013] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0014] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0015] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0017] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0018] In this embodiment of the invention, the current driving conditions of the vehicle are acquired; in response to the driving conditions being preset, the current air-fuel mixture state of the mixing chamber and the current engine load state are acquired; the operation of the gas transmission device is controlled based on the air-fuel mixture state and the load state to control the air-fuel mixture entering the pre-combustion chamber. By combining external pre-forming of the air-fuel mixture with supply regulation, flexible control of the gas transmission device under different driving conditions is achieved, further realizing highly flexible adjustment of the mixing time and concentration of the air-fuel mixture. This ensures that the concentration of the air-fuel mixture in the pre-combustion chamber meets the target state under different driving conditions, thereby improving the formation quality and concentration adjustment flexibility of the air-fuel mixture in the pre-combustion chamber. This achieves the technical effect of highly flexible control of the air-fuel mixture concentration under different engine operating conditions and combustion modes, and solves the technical problem of poor engine performance caused by poor air-fuel mixture formation quality in the pre-combustion chamber. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0020] Figure 1 This is a flowchart of a mixture control method for a pre-combustion chamber according to an embodiment of the present invention;

[0021] Figure 2 This is a detailed flowchart of a mixture control method for a pre-combustion chamber according to an embodiment of the present invention;

[0022] Figure 3 This is a structural diagram of an optional mixed gas preparation and supply control system according to an embodiment of the present invention;

[0023] Figure 4 This is a detailed structural diagram of an optional mixed gas preparation and supply control system according to an embodiment of the present invention;

[0024] Figure 5 This is a structural diagram of an optional gas-mixing control system according to an embodiment of the present invention;

[0025] Figure 6 This is a structural diagram of an optional intake flow control system according to an embodiment of the present invention;

[0026] Figure 7 This is a structural diagram of the lower part of an optional pre-combustion chamber according to an embodiment of the present invention;

[0027] Figure 8 This is a structural diagram of an optional upper part of the pre-combustion chamber according to an embodiment of the present invention;

[0028] Figure 9This is a structural diagram of an optional valve according to an embodiment of the present invention;

[0029] Figure 10 This is a structural diagram of an optional hybrid gas disturbance shaft according to an embodiment of the present invention;

[0030] Figure 11a This is a structural diagram of an optional support block according to an embodiment of the present invention;

[0031] Figure 11b This is a structural diagram of another optional support block according to an embodiment of the present invention;

[0032] Figure 11c This is a structural diagram of another optional support block according to an embodiment of the present invention;

[0033] Figure 12 This is a structural diagram of an optional phase control axis according to an embodiment of the present invention;

[0034] Figure 13 This is a structural diagram of an optional one-way valve body according to an embodiment of the present invention;

[0035] Figure 14 This is a structural diagram of another optional one-way valve body according to an embodiment of the present invention;

[0036] Figure 15 This is a cross-sectional view of an optional front cover plate according to an embodiment of the present invention;

[0037] Figure 16 This is a structural diagram of an optional camshaft according to an embodiment of the present invention;

[0038] Figure 17 This is a structural diagram of an optional valve body according to an embodiment of the present invention;

[0039] Figure 18 This is a structural diagram of an optional annular stop according to an embodiment of the present invention;

[0040] Figure 19 This is a structural diagram of an optional fixing block according to an embodiment of the present invention;

[0041] Figure 20 This is a structural diagram of another optional fixing block according to an embodiment of the present invention;

[0042] Figure 21 This is a structural diagram of an optional hydraulic oil control shaft according to an embodiment of the present invention;

[0043] Figure 22 This is a schematic diagram of a pre-combustion chamber mixture control device according to an embodiment of the present invention. Detailed Implementation

[0044] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0045] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0046] According to an embodiment of the present invention, an embodiment of a mixture control method for a pre-combustion chamber is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0047] Figure 1 This is a flowchart of a pre-combustion chamber mixture control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0048] Step S102: Obtain the current driving conditions of the vehicle.

[0049] The aforementioned driving conditions can refer to the vehicle's operating state under different driving conditions, such as idling, acceleration, deceleration, constant speed, etc., but are not limited to these.

[0050] In one optional embodiment, considering that the engine has different requirements for air-fuel mixture concentration under different driving conditions, if the air-fuel mixture concentration is not adjusted according to the different driving conditions, it may lead to a decrease in ignition efficiency and incomplete combustion, thereby affecting the stability and efficiency of the engine. Therefore, the engine control system (hereinafter referred to as the control system) can obtain the current driving conditions of the vehicle through pre-set sensors.

[0051] For example, to monitor vehicle speed in real time, the aforementioned sensor could be a vehicle speed sensor, which can acquire vehicle speed information in real time and report it to the control system. The control system can then determine the vehicle's current driving condition based on the current vehicle speed information.

[0052] For example, to monitor the engine's status in real time, the aforementioned sensor could be an engine speed sensor. This sensor monitors the engine's rotational speed, identifies the engine load, and reports the identified load to the control system. The control system can then determine the vehicle's current operating condition based on the current engine load.

[0053] For example, to monitor the vehicle's driving status in real time, the aforementioned sensors can be a combination of an accelerator pedal position sensor and a brake pedal position sensor. The accelerator pedal position sensor detects the driver's input to the accelerator pedal, indirectly reflecting the vehicle's acceleration needs, while the brake pedal position sensor detects the degree of brake pedal depressing, used to identify deceleration or braking. Both sensors can report their real-time monitoring data to the control system, which can then determine the vehicle's current driving condition based on the current acceleration needs or braking status.

[0054] In another alternative embodiment, to improve the intelligence of vehicle operation, the control system may also include a pre-trained self-learning and prediction model based on artificial intelligence algorithms. This model predicts the driver's future behavior based on historical driving data and personal driving habits, and adjusts driving condition judgment and engine control strategies in a more intelligent way.

[0055] For example, the vehicle's computer can contain a pre-trained deep learning algorithm model that can learn the driver's behavior patterns (such as aggressive driving, economical driving, etc.), enabling the control system to more intelligently predict and adapt to the driver's driving habits, thereby improving the driving experience and vehicle performance.

[0056] For example, the onboard computer can contain a pre-trained machine learning algorithm model that can predict possible future driving conditions based on the road conditions ahead. If the GPS (Global Positioning System) indicates that there is a downhill section ahead, the control system can predictively adjust the engine speed and throttle response to achieve more efficient energy management.

[0057] In another alternative embodiment, considering that excessive computational load on the control system may affect its data processing and task execution, thereby increasing safety hazards during vehicle operation, the control system can also upload driving data to the cloud for data analysis. Based on big data and cloud computing technologies, the system can optimize the judgment of driving status, thereby realizing remote calculation and analysis of data.

[0058] For example, to reduce the computational load on the control system, the system can transmit driving data to a cloud server via an onboard communication module (such as a cellular network module or Wi-Fi module). This transmission of driving data can be real-time. After receiving the data, the cloud server can process and analyze it based on its powerful computing resources to determine the vehicle's current driving condition and return it to the vehicle's control system, thereby achieving intelligent and efficient driving condition identification.

[0059] Step S104: In response to the driving condition being a preset condition, the current air-fuel mixture state of the mixing chamber and the current load state of the engine are obtained. The preset condition is used to characterize that the engine is currently providing power to the vehicle, the air-fuel mixture state is used to characterize whether the concentration of the air-fuel mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to characterize whether the engine's working efficiency is greater than or equal to a preset efficiency.

[0060] The aforementioned preset operating conditions can be pre-set vehicle operating states, such as idling or lean-burn conditions, but are not limited to these. The aforementioned air-fuel mixture state can be the degree of mixing between fuel and air. The aforementioned load state can be the engine's operating efficiency. The aforementioned preset concentration can be a pre-set fuel-air mixing ratio. The aforementioned preset efficiency can be a pre-set engine operating efficiency.

[0061] In one optional embodiment, considering that the air-fuel mixture state (concentration and uniformity) directly affects combustion efficiency and engine performance, and that the engine's required air-fuel mixture concentration varies under different driving conditions, the control system needs to acquire the air-fuel mixture state and engine load state to dynamically adjust the engine's operating mode, thereby improving engine performance. The control system can first determine the acquired current driving conditions. When the driving conditions meet the preset conditions, the control system can further acquire the current air-fuel mixture state in the mixing chamber. This state can be used to characterize whether the concentration of the air-fuel mixture in the mixing chamber is greater than or equal to a preset concentration. Simultaneously, the control system can acquire the current engine load state, which can be used to characterize whether the engine's operating efficiency is greater than or equal to a preset efficiency.

[0062] For example, the control system has already acquired the vehicle's current driving conditions. To implement more complex and precise control strategies to cope with different driving scenarios and needs, the control system can directly measure the oxygen content in the air-fuel mixture based on an air-fuel ratio sensor pre-installed at the mixing chamber or its outlet, calculate the actual air-fuel ratio, thereby obtaining the current air-to-fuel ratio in the mixing chamber and determining the relationship between the concentration of the mixture and a preset concentration. Simultaneously, the control system can monitor the throttle opening based on a throttle position sensor, thereby obtaining the current engine load state based on the throttle opening, and determining the relationship between the engine efficiency and a preset efficiency based on the load state.

[0063] For example, the control system can use chemical sensors pre-installed at the mixing chamber or its outlet to detect and analyze the chemical components in the mixture to assess its concentration and quality, and determine the relationship between the concentration and a preset concentration. Simultaneously, the control system can use an engine speed sensor to obtain the engine's current load status and, based on this load status, determine the relationship between the engine's operating efficiency and a preset efficiency.

[0064] Step S106: Control the operation of the gas transmission device based on the mixed gas state and load state to control the mixed gas to enter the pre-combustion chamber, wherein the pre-combustion chamber is connected to the mixing chamber through the gas transmission device.

[0065] The aforementioned gas transmission device can be a device for transmitting the mixed gas from the intake system to the pre-combustion chamber, and for transmitting the high-temperature and high-pressure gas generated by combustion in the pre-combustion chamber to the main combustion chamber.

[0066] In an optional embodiment, considering that in related technologies, the air-fuel mixture concentration in the pre-combustion chamber is difficult to achieve the target state adapted to different driving conditions, thus affecting engine performance, the control system can control the operation of the gas transmission device based on the air-fuel mixture state and load state. The pre-combustion chamber can be connected to the mixing chamber via the gas transmission device; therefore, the detection system can control the air-fuel mixture entering the pre-combustion chamber by controlling the operation of the gas transmission device.

[0067] For example, if the aforementioned air-fuel mixture is not lean and the engine load is low, the control system can adjust the flow area of ​​the annular groove and the orifice in the hydraulic oil chamber by driving the motor, allowing the valve to open earlier. Simultaneously, the control system can also increase the flow area of ​​the oil passage and the oblique orifice by driving the motor, shortening the valve opening duration and ensuring a richer mixture enters the pre-combustion chamber.

[0068] For example, if the above driving conditions are not lean combustion conditions, the above air-fuel mixture is not lean mixture, and the above engine load is not low load, the control system can drive the motor to reduce the flow area of ​​the oil passage and the oblique hole, prolong the valve opening duration, and allow the lower concentration air-fuel mixture to enter the pre-combustion chamber.

[0069] In this embodiment of the invention, the current driving conditions of the vehicle are acquired; in response to the driving conditions being preset, the current air-fuel mixture state of the mixing chamber and the current engine load state are acquired; and the operation of the gas transmission device is controlled based on the air-fuel mixture state and load state to control the air-fuel mixture entering the pre-combustion chamber. By identifying different vehicle driving conditions and combining specific air-fuel mixture states and engine loads, the gas transmission device is dynamically adjusted, thereby improving the formation quality and concentration adjustment flexibility of the air-fuel mixture in the pre-combustion chamber. This achieves the technical effect of highly flexible control of the air-fuel mixture concentration under different engine conditions and combustion modes, and solves the technical problem of poor engine performance caused by poor air-fuel mixture formation quality in the pre-combustion chamber.

[0070] Furthermore, the gas transmission device includes: a phase control shaft and a controllable valve, the phase control shaft being connected to the controllable valve, and the controllable valve being connected to the mixing chamber and the pre-combustion chamber. The phase control shaft is used to control the opening time of the controllable valve into the open state, and the controllable valve is used to transmit the gas mixture into the pre-combustion chamber when in the open state. Controlling the operation of the gas transmission device based on a gas mixture transmission strategy includes: in response to a gas mixture state characterizing that the gas mixture concentration is greater than or equal to a preset concentration, and a load state characterizing that the engine's operating efficiency is greater than or equal to a preset threshold, obtaining the current operating condition of the engine; in response to the operating condition being a lean-burn condition, controlling the phase control shaft to rotate according to a first control parameter, thus delaying the opening time of the controllable valve.

[0071] The aforementioned phase control shaft can be a vehicle device that adjusts the opening and closing of the aforementioned controllable valve. The aforementioned controllable valve can be a vehicle device that controls the gas flow between the engine cylinder and the intake or exhaust valve. The aforementioned mixture delivery strategy can be a series of methods controlling the delivery of the mixture from the intake system to the pre-combustion chamber, and then from the pre-combustion chamber to the main combustion chamber. The aforementioned preset threshold can be a pre-set limit value for engine operating efficiency. The aforementioned first control parameter can be a control parameter of the aforementioned phase control shaft set based on the aforementioned lean-burn condition.

[0072] In an optional embodiment, considering that the engine uses a leaner mixture (i.e., more air mixed with less fuel) when operating at high efficiency, the combustion process can be optimized by adjusting the valves to ensure that the mixture is fully and evenly distributed in the pre-combustion chamber even with less fuel, thereby achieving more complete combustion. The control system has acquired the mixture concentration and the engine load status. If the mixture concentration is greater than or equal to the preset concentration, and the engine efficiency determined based on the engine load status is greater than or equal to a preset threshold, the control system can acquire the current operating condition of the engine. If the operating condition is a lean-burn condition, the phase control shaft is controlled to rotate according to the first control parameter, delaying the opening time of the controllable valve.

[0073] For example, to accurately control engine performance under lean-burn conditions, the first control parameter could be the flow area of ​​the orifices in the annular groove and hydraulic oil chamber. When the engine is not operating at idle, the control system has already obtained the concentration of the air-fuel mixture in the mixing chamber through the air-fuel ratio sensor, and simultaneously determined the engine efficiency through the throttle position sensor. If the air-fuel mixture concentration is greater than or equal to the preset concentration, and the engine efficiency is greater than or equal to the preset threshold, the control system can further obtain the current engine operating condition. If the operating condition is lean-burn, the control system can drive the motor to control the rotation of the phase control shaft to adjust the flow area of ​​the orifices in the annular groove and hydraulic oil chamber, allowing the controllable valve to open later.

[0074] Furthermore, the gas transmission device also includes a hydraulic oil control shaft connected to a controllable valve, wherein the hydraulic oil control shaft is used to control the duration of the controllable valve being in the open state; the method further includes: in response to the operating condition not being a lean-burn condition, controlling the hydraulic oil control shaft to rotate according to a second control parameter to extend the duration of the controllable valve being in the open state.

[0075] The aforementioned hydraulic control shaft can be a vehicle device that controls the opening duration of the aforementioned controllable valve. The aforementioned second control parameter can be a control parameter of the aforementioned hydraulic control shaft set based on the aforementioned non-lean combustion condition.

[0076] In an optional embodiment, considering that the engine requires more air and fuel to enter the cylinder to generate greater power output under acceleration or high-load conditions, it is necessary to adjust the valves to increase the intake valve opening time, allowing more air to enter the pre-combustion chamber and mix fully with the fuel, thereby improving combustion thermal efficiency and power performance. Furthermore, considering potential delays and shocks in the engine component structure that affect the accuracy and stability of valve control, this embodiment employs a hydraulic oil control shaft to quickly respond to control system commands, thereby dynamically adjusting the valves based on the engine's real-time operating conditions. If the air-fuel mixture concentration is greater than or equal to the preset concentration, and the engine operating efficiency determined based on the engine load state is greater than or equal to a preset threshold, the control system can obtain the engine's current operating conditions. If the operating conditions are not lean-burn conditions, the hydraulic oil control shaft is controlled to rotate according to the second control parameter, extending the duration of the controllable valve in the open state.

[0077] For example, to accurately regulate engine performance under non-lean-burn conditions, the second control parameter could be to reduce the flow area of ​​the oil passage and the oblique orifice. When the engine is not operating at idle, the control system has already obtained the concentration of the air-fuel ratio in the mixing chamber through the air-fuel ratio sensor, and simultaneously, the control system has determined the engine's operating efficiency through the throttle position sensor. If the concentration of the air-fuel ratio is greater than or equal to the preset concentration, and the engine's operating efficiency is greater than or equal to the preset threshold, the control system can further obtain the engine's current operating condition. If the operating condition is not lean-burn, the control system can drive the motor to control the rotation of the hydraulic oil control shaft to reduce the flow area of ​​the oil passage and the oblique orifice, prolonging the duration of the controllable valve opening, thereby reducing the concentration of the air-fuel ratio in the pre-combustion chamber.

[0078] Furthermore, the method also includes: in response to the mixture state characterizing that the concentration of the mixture is greater than or equal to a preset concentration, and the load state characterizing that the working efficiency of the engine is less than a preset threshold, controlling the rotation of the phase control shaft according to the third control parameter to advance the opening time of the controllable valve.

[0079] The third control parameter mentioned above can be the control parameter of the phase control axis set based on the above-mentioned air-fuel mixture state and engine load state.

[0080] In an alternative embodiment, considering that the engine does not need to generate a large amount of power under low load conditions, the control system can more precisely control the combustion process to achieve higher efficiency. If the control system determines, based on the acquired mixture state and engine load state, that the concentration of the mixture is greater than or equal to a preset concentration, and the engine operating efficiency determined based on the load state is less than the preset threshold, the control system can control the phase control shaft to rotate according to the third control parameter, thus advancing the opening time of the controllable valve.

[0081] For example, to accurately control engine performance under low load conditions, the third control parameter mentioned above could be adjusting the flow area of ​​the holes in the annular groove and hydraulic oil chamber, while simultaneously increasing the flow area of ​​the oil passage and the inclined hole. When the engine is not operating at idle, the control system has already obtained the concentration of the air-fuel ratio in the mixing chamber through the air-fuel ratio sensor, and simultaneously determined the engine's operating efficiency through the throttle position sensor. If the concentration of the air-fuel mixture is greater than or equal to the preset concentration, and the engine's operating efficiency is less than the preset threshold, the control system can drive the motor to adjust the flow area of ​​the holes in the annular groove and hydraulic oil chamber, causing the valve to open earlier. At the same time, the control system can drive the motor to increase the flow area of ​​the oil passage and the inclined hole to shorten the valve opening duration, thereby ensuring a richer air-fuel mixture in the pre-combustion chamber.

[0082] Furthermore, the method also includes: responding to the condition that the concentration of the mixture is less than a preset concentration, controlling the operation of the fuel injection device according to a fourth control parameter, and extending the operating time of the fuel injection device, wherein the fuel injection device is used to increase the concentration of the mixture in the mixing chamber.

[0083] The fourth control parameter mentioned above can be a control parameter of the fuel injection device set based on the above-mentioned air-fuel mixture state. The above-mentioned fuel injection device can be a vehicle device that injects fuel into the combustion chamber or pre-combustion chamber in the form of atomization, such as a fuel injector or a high-pressure pump, but is not limited to these.

[0084] In an optional embodiment, considering that a longer time or more efficient airflow is required to ensure sufficient mixing of fuel and air to form a homogeneous combustible mixture when the concentration of the mixture is low, the control system can control the operation of the fuel injection device according to the fourth control parameter to extend the operating time of the fuel injection device, thereby increasing the concentration of the mixture in the mixing chamber.

[0085] For example, to precisely control the fuel injection quantity and timing, the aforementioned fuel injection device can be a fuel injector, and the fourth control parameter can be extending the fuel injector's injection time. When the engine is not operating at idle, the control system has already obtained the concentration of the air-fuel mixture in the mixing chamber through the air-fuel ratio sensor. If the concentration of the air-fuel mixture is less than the preset concentration, the control system can drive the fuel injector to extend the injection time until the mixture in the mixing chamber is rich.

[0086] For example, to provide stable fuel pressure, the aforementioned fuel injection device can be a high-pressure pump, and the fourth control parameter can be extending the injection time of the high-pressure pump. When the engine is not operating at idle, the control system has already obtained the concentration of the air-fuel mixture in the mixing chamber through the air-fuel ratio sensor. If the concentration of the air-fuel mixture is less than the preset concentration, the control system can drive the high-pressure pump to extend the injection time until the mixture in the mixing chamber is rich.

[0087] Furthermore, the method also includes: detecting the air volume in the pre-combustion chamber to obtain the air volume in the pre-combustion chamber; obtaining the difference between the air volume and a reference volume to obtain an air volume difference value, wherein the reference volume is used to characterize the air volume contained in the pre-combustion chamber under normal conditions; constructing a pressure relief parameter based on the air volume difference value; and controlling the operation of a pressure relief valve based on the pressure relief parameter, wherein the pressure relief valve is connected to the pre-combustion chamber and is used to remove air from inside the pre-combustion chamber.

[0088] The aforementioned air volume can be the actual volume of air that enters the pre-combustion chamber through the intake port and participates in fuel mixing during engine operation. The aforementioned reference quantity can be the amount of air contained in the pre-combustion chamber under normal conditions. The aforementioned pressure relief parameter can be a parameter that controls the opening or closing of the pressure relief valve. The aforementioned pressure relief valve can be a vehicle device that regulates the air pressure or oil pressure within the system.

[0089] In one alternative embodiment, considering that the pre-combustion chamber ignition system relies on the rapid combustion of the air-fuel mixture within the pre-combustion chamber to initiate combustion in the main combustion chamber, insufficient air volume may result in an overly rich mixture, leading to incomplete combustion and reduced combustion efficiency. Conversely, excessive air volume may result in an overly lean mixture, also potentially causing combustion problems. Therefore, the control system can optimize combustion efficiency by detecting the air volume in the pre-combustion chamber to ensure the mixture is at the target concentration. The control system can first detect the air volume in the pre-combustion chamber to obtain the actual air volume. Then, the control system can calculate the difference between the actual air volume and a reference volume to obtain the air volume difference value. Finally, the control system can construct a pressure relief parameter based on the air volume difference value and control the operation of the pressure relief valve based on this parameter to remove air from the pre-combustion chamber.

[0090] For example, to precisely adjust the air volume inside the pre-combustion chamber and thus improve combustion efficiency, the control system can pre-calculate a reference air volume for the current operating conditions. The calculation shows this reference volume to be 30 cubic centimeters. Then, based on a mass airflow sensor, the control system obtains the air volume in the pre-combustion chamber as 35 cubic centimeters and further calculates the difference between this air volume and the reference volume. This difference is found to be 5 cubic centimeters, meaning the air volume in the pre-combustion chamber is higher than the reference value, potentially leading to an overly lean mixture and affecting combustion efficiency and emissions performance. The control system can then construct a pressure relief parameter based on this air volume difference, which can be used to control the opening of the pressure relief valve. Finally, based on this pressure relief parameter, the control system can increase the opening of the pressure relief valve, allowing air from the pre-combustion chamber to be discharged through the valve until the air volume in the pre-combustion chamber drops to or approaches the reference volume.

[0091] For ease of understanding, Figure 2 This is a detailed flowchart of a mixture control method for a pre-combustion chamber according to an embodiment of the present invention, as shown below. Figure 2 As shown, the control system first acquires the current driving condition and then determines whether it is an idling condition. If it is an idling condition, the process ends. If it is not an idling condition, the control system acquires the air-fuel mixture state in the mixing chamber and further determines whether it is a lean mixture. If it is a lean mixture, the control system drives the injector to extend the injection time until the mixture in the mixing chamber is a rich mixture. If the mixture is not a lean mixture, the control system acquires the current engine load state and further determines whether it is a low load. If it is a low load, the control system drives the motor to adjust the flow area of ​​the annular groove and the orifice on the hydraulic oil chamber, causing the valve to open earlier. At the same time, the control system drives the motor to increase the flow area of ​​the oil passage and the oblique orifice to shorten the valve opening duration, thereby ensuring a richer mixture in the pre-combustion chamber. If the engine load condition described above is not low load, the control system can further acquire the current driving conditions and determine whether these conditions are lean-burn conditions. If the driving conditions are lean-burn conditions, the control system can drive the motor to adjust the flow area of ​​the annular groove and the orifice on the hydraulic oil chamber, causing the controllable valve to open later. If the driving conditions are not lean-burn conditions, the control system can drive the motor to reduce the flow area of ​​the oil passage and the oblique orifice, prolonging the duration of the controllable valve opening, thereby reducing the air-fuel mixture concentration in the pre-combustion chamber.

[0092] Figure 3 This is a structural diagram of an optional mixed gas preparation and supply control system according to an embodiment of the present invention, such as... Figure 3 As shown, the gas mixture preparation and supply control system includes: an intake flow control system 352, that is, Figure 3The portion above the dividing line is used to regulate the amount of air entering the pre-combustion chamber, ensuring that the air supply matches the required mixture concentration in the pre-combustion chamber. This is the mixture control system 353, i.e., Figure 3The section below the dividing line is responsible for controlling and optimizing the concentration and quantity of the air-fuel mixture entering the pre-combustion chamber. By controlling the mixing ratio of fuel injection and air, it ensures that the air-fuel mixture in the pre-combustion chamber is in a highly efficient state under different engine operating conditions. The lower part of the pre-combustion chamber 301, part of the pre-combustion chamber structure, connects to the cylinder head 302, providing space for the formation and combustion of the air-fuel mixture, while optimizing the combustion process through its structural design. The cylinder head 302, the top component of the engine, connects to the lower part of the pre-combustion chamber. A gasket 303 can be used to seal between the lower part of the pre-combustion chamber and the cylinder head, preventing leakage of combustion gases or the air-fuel mixture, ensuring the independence and airtightness of the combustion chamber and the pre-combustion chamber. The upper part of the pre-combustion chamber 304, another part of the pre-combustion chamber structure, connects to the lower part of the pre-combustion chamber 301, together forming the complete volume of the pre-combustion chamber. Valve 305 is used to control the passage of the air-fuel mixture into and out of the pre-combustion chamber; its opening and closing are controlled by the camshaft and hydraulic system, adjusting the supply quantity and timing of the air-fuel mixture. Spring 306, mounted on valve 305, ensures valve 305 is tightly closed when not in operation. Stop block 307 positions and supports hydraulic plunger 309, ensuring its proper function and preventing excessive plunger movement or displacement. Sealing ring 308, installed at the connection between the upper part 304 and the lower part 301 of the pre-combustion chamber, ensures the sealing of the pre-combustion chamber, preventing leakage of the mixture or combustion gases from the pre-combustion chamber's mating surface under high pressure. Hydraulic plunger 309, responsible for pressure conversion in the hydraulic system, is driven by the camshaft and controls the opening and closing of the valves. Sealing rings 310, 311, and 312 are mounted on fixing block 350 to seal the connection between fixing block 350 and the upper part of the pre-combustion chamber, ensuring the sealing of the mixture control system A and preventing hydraulic oil or air leakage. Mixture disturbance shaft 313, by rotation, changes the corresponding angle between the orifice and the through-hole, thereby affecting the mixture formation time and concentration, ensuring uniform mixture and optimized combustion. Bolts 314 and 323 are used to fasten and connect different components, ensuring structural stability and proper alignment between components. Cover plates 315 and 322 are used to close openings in the device structure. Bearings 316, 319, and 341 provide low-friction, smooth rotational movement between the rotating shaft and the stationary structure. Motor spline shafts 317 and 321 are the shafts from which the motor rotates. Motor 318 drives the mixed-gas disturbance shaft 313, and motor 320 drives the phase control shaft 325. Spring 328, mounted on the one-way valve body 329, ensures that the one-way valve body 329 remains closed when not in operation, preventing hydraulic oil backflow. Spring 331 contacts the bottom surface of hydraulic plunger 337. Its function may be to provide a certain elastic support to ensure the position of hydraulic plunger in non-working state. At the same time, when camshaft 342 rotates, it can enable hydraulic plunger to quickly reset, ensuring that hydraulic oil can be discharged from plunger cavity in time to maintain normal working pressure of system.Spring 333, installed between slider 332 and plug 336, provides elastic support for the slider, ensuring its fixation and reset in position. Spring 334, installed between one-way valve body 335 and support block 327, ensures that one-way valve body 335 is closed in the non-operating state, preventing backflow of compressed air or mixture and ensuring the unidirectionality of valve actuation and mixture supply. Spring 344, installed between valve body 345 and compressor plunger 343, provides support and reset force for compressor plunger 343, ensuring its position in the non-compressed state and enabling rapid reset after completing the compressed air supply task, preparing for the next working cycle. Spring 347, installed on valve body 345, maintains the stable position of valve body 345 or provides additional sealing force when valve body 345 is closed, ensuring that fresh air or mixture does not backflow or leak when supplied to the pre-combustion chamber. Plugs 324, 326, and 336 are used to seal specific holes or channels to prevent unnecessary substances from flowing in or out, such as for stabilizing air pressure in pressure regulating channels. Phase control shaft 325, by adjusting the alignment of its upper annular groove with the upper hole of the hydraulic oil chamber, changes the valve opening timing, affecting the timing of the air-fuel mixture entering the pre-combustion chamber. Support block 327 is used to fix and support other components in the system, such as hydraulic plungers and valve bodies, ensuring their stable operation. One-way valve bodies 329 and 335 are used to prevent reverse flow of hydraulic oil or air, ensuring the system operates in a predetermined direction. Annular blocks 330, 346, and 349 are used to fix or restrict the movement of other components and may also participate in the sealing structure to ensure the airtightness and liquid tightness of the system. Slider 332, in the hydraulic system, is used to position and guide the movement of the plunger, preventing the plunger from deviating from its normal trajectory under pressure. Hydraulic plunger 337, driven by the camshaft in a hydraulic system, pressurizes hydraulic oil to further control the opening and closing of valves. Front cover plate 338, used to enclose and support the front end of the hydraulic system, typically contains structures such as oil passages and air ports. Gear 339, used for transmission and positioning, such as gears transmitting the rotation of the engine crankshaft to the camshaft. Retaining ring 340, used for axial positioning of the camshaft. Camshaft 342, through rotation, drives the hydraulic plunger movement via its cam structure, changing the timing and duration of valve opening and closing. Compressor plunger 343, driven by the camshaft in the intake system, increases the air pressure entering the pre-combustion chamber, optimizing mixture formation. Valve body 345 controls and regulates the flow rate of hydraulic oil or air, ensuring proper supply and discharge of the medium within the system. Injector mounting port 348, used to install the injector, ensuring that fuel is accurately injected into the pre-combustion chamber to mix with air to form a mixture. Fixing blocks 350 and 351 are used to fix and support moving parts in the system, ensuring their correct position and stable operation.The inlet channel is the main path for hydraulic oil to enter the system, and its function is to deliver the high-pressure oil supplied by the hydraulic pump to the hydraulic control components. The return channel is the passage through which hydraulic oil returns from the system to the oil tank or oil pump. When the hydraulic oil completes its working cycle and no longer needs to provide pressure, it flows back through the return channel to prepare for the next cycle.

[0093] For ease of understanding Figure 3 , specifically Figure 4 This is a detailed structural diagram of an optional gas mixture preparation and supply control system according to an embodiment of the present invention, as shown below. Figure 4 As shown, the air-fuel mixture preparation and supply control system includes: a lower pre-combustion chamber 301, a cylinder head 302, a gasket 303, an upper pre-combustion chamber 304, a valve 305, a spring 306, a stop block 307, a sealing ring 308, a sealing ring 310, a fixing block 350, a mixture disturbance shaft 313, an injector mounting port 348, a camshaft 342, a phase control shaft 325, and a support block 327. Furthermore, the air-fuel mixture preparation and supply control system also includes: a plug 401, mounted on the cylinder head 302, used to seal an opening or pipe end to prevent fluid leakage or the entry of external impurities; and a sealing ring 402, assembled on the upper pre-combustion chamber 304, used to seal the connection between the spark plug 407 and the pre-combustion chamber, preventing combustion gas leakage and ensuring a high-pressure environment during ignition and the normal operation of the spark plug 407. The intake flow control valve 403 regulates the airflow into the pre-combustion chamber. By controlling the valve's opening, the air supply can be precisely adjusted to match the target air-fuel ratio required for mixture formation in the pre-combustion chamber. The hydraulic oil control shaft 404, through its rotational motion, regulates the flow of oil in the hydraulic system, thereby controlling the valve opening duration. The pressure regulating valve 405 regulates the pressure difference between the inside and outside of the pre-combustion chamber, ensuring appropriate air pressure is maintained during mixture preparation and supply. The sealing ring 406, mounted on the upper part 304 of the pre-combustion chamber, seals the connection between the pressure regulating valve 405 and the pre-combustion chamber, ensuring the sealing performance of the pressure regulating valve 405 when adjusting the pre-combustion chamber's air supply pressure, preventing leakage during pressure adjustment that could affect the mixture concentration and pressure within the pre-combustion chamber. The spark plug 407 generates an ignition spark in the pre-combustion chamber, igniting the mixture.

[0094] For ease of understanding Figure 3 and Figure 4 , specifically Figure 5 This is a structural diagram of an optional gas-mixing control system according to an embodiment of the present invention, such as... Figure 5As shown, the gas-mixing control system includes: a support block 327, a cover plate 315, a bearing 316, a motor splined shaft 317, a motor 318, a gas-mixing disturbance shaft 313, a bearing 319, and a hydraulic oil control shaft 404. Furthermore, the gas-mixing control system also includes: a motor splined shaft 501 for connecting a motor 502 and a hydraulic oil control shaft 404. The motor 502 drives the hydraulic oil control shaft 404 to rotate. The cover plate 503 closes or protects the connection area between the hydraulic oil control shaft 404 and the motor 502.

[0095] For ease of understanding Figure 3 and Figure 4 , specifically Figure 6 This is a structural diagram of an optional intake flow control system according to an embodiment of the present invention, such as... Figure 6 As shown, the intake flow control system includes: intake flow control valve 403, support block 327, and compressor plunger 343.

[0096] Figure 7 This is a structural diagram of an optional lower part of the pre-combustion chamber according to an embodiment of the present invention, such as... Figure 7 As shown, the pre-combustion chamber includes: a through hole 701 for connecting the valve system and the internal cavity 703 of the pre-combustion chamber; a threaded hole 702 for mounting fasteners or connectors; the internal cavity 703 for receiving and mixing fuel and air to form a combustible mixture; and a sloping groove 704 for guiding and positioning, for example, a sloping groove on the lower part of the pre-combustion chamber can be used to guide the correct insertion and positioning of the mixture disturbance shaft, ensuring the fit between the shaft and the support block.

[0097] Figure 8 This is a structural diagram of the upper part of an alternative pre-combustion chamber according to an embodiment of the present invention, such as... Figure 8As shown, the pre-combustion chamber includes: a through-hole 801, a passage for a hot jet to be injected from the pre-combustion chamber into the main combustion chamber; a through-hole 802, an opening on the upper part of the pre-combustion chamber, primarily for allowing valve movement; a threaded hole 803, for securing the connection between the upper and lower parts of the pre-combustion chamber or the cylinder head; a through-hole 804, for the passage of other related components, ensuring they can perform specific functions within the pre-combustion chamber; a sealing ring 805, for ensuring a seal between the pre-combustion chamber and the main combustion chamber, preventing leakage of the air-fuel mixture or combustion products during combustion, while maintaining the internal pressure of the pre-combustion chamber; a sealing ring 806, for providing an additional seal to prevent leakage of hydraulic oil, air, or the air-fuel mixture during valve operation; a cavity 807, for mixing fuel and air to form a combustible mixture; a sealing ring 808, for sealing other components with the upper part of the pre-combustion chamber; and a through-hole 809, which can be used for mixing and optimizing the air-fuel mixture, ensuring uniform distribution and efficient combustion. Threaded hole 810 is used for mounting fasteners. Through hole 811 is used to guide airflow, gas mixture, or certain operating components into the pre-combustion chamber. Threaded holes 812 and 813 are used for mounting other threaded components, ensuring their secure connection and correct positioning with the upper part of the pre-combustion chamber.

[0098] Figure 9 This is a structural diagram of an optional valve according to an embodiment of the present invention, such as... Figure 9 As shown, the valve includes: a valve base 901, which is a component of the valve and directly contacts the valve seat to seal the gap between the valve and the valve seat, preventing gas leakage from the combustion chamber or pre-combustion chamber. This valve controls the passage of the air-fuel mixture (a mixture of air and fuel) from the intake manifold into the pre-combustion chamber. By opening and closing the valve, the timing and amount of the air-fuel mixture entering the pre-combustion chamber can be precisely controlled. A threaded hole 902 is used to install the valve guide sleeve and valve spring, ensuring proper valve alignment and spring installation position, allowing the valve to open and close smoothly.

[0099] Figure 10 This is a structural diagram of an optional hybrid gas disturbance shaft according to an embodiment of the present invention, such as... Figure 10 As shown, the mixed-gas disturbance shaft includes: an external limiting boss 1001 for preventing excessive movement or rotation of the component; a motor keyway 1002 for reliable transmission between the motor drive shaft and the disturbance shaft; an internal cavity 1003 for storing fluid or accommodating internal structures; and a through hole 1004 as a channel for airflow or oilflow.

[0100] Figure 11a This is a structural diagram of an optional support block according to an embodiment of the present invention. Figure 11b This is a structural diagram of another optional support block according to an embodiment of the present invention. Figure 11cThis is a structural diagram of another optional support block according to an embodiment of the present invention, such as... Figure 11a , Figure 11b and Figure 11c As shown, the support block includes: 1101 a bearing groove for mounting bearings, ensuring smooth rotation of rotating components and reducing friction and wear; 1102 an oil passage, one of the paths for hydraulic oil to flow within the support block; cavities 1103 and 1109 for storing and guiding other fluids or airflows; through holes 1104, 1118, 1123, and 1127, used for mounting and connecting various components on the support block, ensuring precise alignment and a secure connection; 1105 a camshaft mounting cavity for mounting the camshaft; 1106 an air port for connecting the pre-combustion chamber to an external air supply system, ensuring sufficient air for fuel mixing and combustion; a mixing chamber 1107 for mixing fuel and air and preparing for combustion; and an injection port 1108 and a threaded hole 1110 for fixing or mounting connectors between the support block and other components. The disturbance shaft mounting cavity 1111 is used to assemble the aforementioned gas-mixing disturbance shaft, ensuring that the disturbance shaft can rotate and effectively disturb the gas-mixing mixture in the pre-combustion chamber, improving the uniformity of the gas-mixing mixture. The spline hole 1112 is used to connect the aforementioned motor spline shaft to the aforementioned hydraulic oil control shaft or the aforementioned gas-mixing disturbance shaft, etc. The hydraulic oil cavity 1113 stores and transmits hydraulic oil. Oil passages 1114, 1116, and 1122 allow hydraulic oil to flow between different components within the support block 27, ensuring the normal operation of the hydraulic system and controlling the opening and closing of the aforementioned valves. One-way valve mounting cavities 1115, 1121, and 1126 are used to install one-way valve assemblies. The plug mounting hole 1117 is used to install plugs, ensuring the sealing of the hydraulic oil cavity and other oil passage systems, preventing hydraulic oil leakage, and maintaining stable oil pressure. The oil hole 1119 is used to control the flow direction of the hydraulic oil. Plunger chambers 1120 and 1124 are cavities for installing the aforementioned hydraulic plunger and air plunger. Grooves 1125 and 1133 allow for the flow of hydraulic oil. Through hole 1128 guides or positions the internal components of the aforementioned support block. Pressure regulating channel 1129 is a passage for adjusting the internal air pressure of the pre-combustion chamber. Angled holes 1130 and 1131 alter the direction of the oil passage, affecting the flow path of the hydraulic oil and thus influencing the duration and duration of valve opening. Through hole 1132 allows for the passage of gas or liquid fluid.

[0101] Figure 12 This is a structural diagram of an optional phase control axis according to an embodiment of the present invention, such as... Figure 12As shown, the phase control shaft includes: a through hole 1201, serving as a channel for fluid or signal transmission within the phase control shaft; a spline groove 1202, for mating with the aforementioned motor spline shaft, allowing power transmission between the phase control shaft and the aforementioned motor; annular grooves 1203 and 1204, for controlling the flow of hydraulic oil; a through hole 1205, for positioning or guiding the aforementioned phase control shaft, ensuring smooth and stable rotation of the rotating shaft during function execution, and avoiding improper friction or displacement; and a cavity 1206 for accommodating components or fluid.

[0102] Figure 13 This is a structural diagram of an optional one-way valve body according to an embodiment of the present invention, such as... Figure 13 As shown, the one-way valve body includes: a valve body front end 1301, which is the part of the one-way valve body that directly contacts the hydraulic oil flow direction; a limiting groove 1302, used to limit the movement range of the one-way valve body, ensuring that the one-way valve can be stably opened or closed during operation, preventing excessive displacement or jamming; and a cavity 1303, used to contain hydraulic oil.

[0103] akin, Figure 14 This is a structural diagram of another optional one-way valve body according to an embodiment of the present invention, such as... Figure 14 As shown, the one-way valve body includes: a valve body front end 1401, a limiting groove 1402, and a cavity 1403. The functions of the above components are as follows: Figure 13 The functions of the corresponding components described in [the previous section] are consistent, and will not be repeated here. It is important to note that... Figure 13 The described one-way valve body and Figure 14 The described one-way valve body can operate in different positions and under different conditions. For example, Figure 13 The described one-way valve body functions during the valve opening process described above, ensuring that hydraulic oil enters in one direction only. Figure 14 The described one-way valve body can operate when the above-mentioned valve is closed and the pressure in the above-mentioned hydraulic oil chamber needs to be released, ensuring that the hydraulic oil can flow out in one direction when the pressure is too high, thus maintaining the stability of the hydraulic system.

[0104] Figure 15 This is a cross-sectional view of an optional front cover plate according to an embodiment of the present invention, such as... Figure 15 As shown, the front cover includes: oil passages 1501, 1502, 1504, 1506, and 1507 for guiding the internal flow of hydraulic oil; a cavity 1503 for accommodating components or fluid; a recess 1505 for mounting other control elements, providing positioning and fixation for these components; a through hole 1508 for the passage of hydraulic oil or airflow, providing the necessary fluid path for other components in the hydraulic system; and a through hole 1509 for connecting external components, such as sensors, actuators, etc., or as an inlet / outlet channel for hydraulic oil or other fluids.

[0105] Figure 16 This is a structural diagram of an optional camshaft according to an embodiment of the present invention, such as... Figure 16 As shown, the camshaft includes: a compressor cam 1601 for driving the compressor plunger to introduce fresh air into the mixing chamber of the pre-combustion chamber, where it mixes with fuel injected by the injector to form a combustible mixture; a disc 1602 for ensuring smooth rotation of the camshaft and effective operation of each cam; a through-hole 1603, one of the channels for hydraulic oil to flow from the hydraulic oil chamber back to the cavity 1608; a through-hole 1604, serving as a channel for hydraulic oil to flow out of the cavity 1608; a threaded hole 1605 for mounting fasteners; a groove 1606, serving as a path for hydraulic oil to flow out of the hydraulic oil chamber; a through-hole 1607 for the passage of hydraulic oil or airflow inside the camshaft, connecting different cavities and oil passages; a cavity 1608 for containing hydraulic oil; a pressure cam 1609 for driving the pressure plunger; and an annular groove 1610 for controlling the outflow of hydraulic oil. Keyway 1611 is used to connect the aforementioned gears so that power can be transmitted to the aforementioned camshaft via a chain at the crankshaft end of the engine, ensuring that the camshaft can rotate synchronously to drive the hydraulic cam 1609 and the air cam 1601 on it. Annular groove 1612 is used to mate with the annular groove of the aforementioned phase control shaft to adjust the timing of hydraulic oil entering the valve plunger chamber.

[0106] Figure 17 This is a structural diagram of an optional valve body according to an embodiment of the present invention, such as... Figure 17 As shown, the valve body includes: an annular groove 1701, which can be used to install and fix a spring, or serve as one of the paths for airflow or oil flow; a limiting portion 1702, which limits the movement range of the aforementioned compressor plunger, ensuring that the compressor plunger can work stably when driving fresh air into the aforementioned mixing chamber, preventing excessive displacement or jamming, thereby ensuring precise control of air supply; and a valve body front end 1703, which is the part of the valve body that directly contacts the external environment or other parts of the system, and can affect the opening pressure and flow direction of airflow and oil flow, thereby controlling the valve opening time through cooperation with the aforementioned compressor plunger.

[0107] Figure 18 This is a structural diagram of an optional annular stop according to an embodiment of the present invention, such as... Figure 18 As shown, the annular stop includes: a threaded hole 1801 for fixing the annular stop, allowing it to be stably installed on the fixed block while facilitating disassembly and maintenance; an annular groove 1802 for accommodating the sealing ring to ensure a tight seal between the annular stop and the hydraulic plunger and support block; and a through hole 1803 for the passage of hydraulic oil or other fluids.

[0108] Figure 19This is a structural diagram of an optional fixing block according to an embodiment of the present invention, such as... Figure 19 As shown, the fixing block includes threaded holes 1901 and 1902 for bolt installation. Through the engagement with the bolts, the fixing block can be securely connected to other components, ensuring the stability and sealing of the entire system structure. A cavity 1903 accommodates the hydraulic oil control shaft or other related components, providing them with working space within the fixing block. An oil passage 1904 is one of the flow paths for hydraulic oil within the fixing block, ensuring smooth oil flow.

[0109] Figure 20 This is a structural diagram of another optional fixing block according to an embodiment of the present invention, such as... Figure 20 As shown, the fixing block includes: a through hole 2001 for the passage of the valve, which is the channel through which the valve passes during opening and closing, ensuring that the valve can move freely up and down to control the supply of the air-fuel mixture; an annular groove 2002 for installing an annular stop or sealing ring to prevent air-fuel mixture leakage and maintain the air pressure and air-fuel mixture concentration in the pre-combustion chamber; a threaded hole 2003 for connecting the fixing block to the upper part of the pre-combustion chamber or other structures; a groove 2004 for positioning the valve when it is open, ensuring the accurate position of the valve during the opening process and preventing deviations in the valve opening angle that could affect the supply of the air-fuel mixture and combustion efficiency; and a cavity 2005 for accommodating a spring or other valve-related components, controlling the closing of the valve through the spring force to ensure that the valve can be tightly closed when not in operation, preventing accidental leakage of the air-fuel mixture. The valve chamber 2006 is the working space for the valve within the fixed block. It not only provides a path for the valve's movement but also controls the valve's range of motion through its interaction with the valve's bottom surface, ensuring the valve's proper opening and closing. The threaded hole 2007 provides a fixed point for the connection between the fixed block and other structural components, ensuring the stability of the entire system structure and precise valve control.

[0110] Figure 21 This is a structural diagram of an optional hydraulic oil control shaft according to an embodiment of the present invention, such as... Figure 21 As shown, the hydraulic oil control shaft includes: a spline groove 2101 for keyed connection between the hydraulic oil control shaft and the motor spline shaft; an oil passage 2102, which is the flow path of hydraulic oil inside the hydraulic oil control shaft, connected to the plunger cavity and oil hole on the support block; and a cavity 2103 for storing and transferring hydraulic oil.

[0111] This application also provides a mixture control device for a pre-combustion chamber. It should be noted that this device can be used to execute the aforementioned mixture control method for the pre-combustion chamber. The specific implementation and application scenarios are the same as in the above embodiments, and will not be repeated here. Figure 22 This is a schematic diagram of a pre-combustion chamber mixture control device according to an embodiment of the present invention, as shown below. Figure 22 As shown, the device includes:

[0112] The first acquisition module 2202 is used to acquire the current driving conditions of the vehicle.

[0113] The second acquisition module 2204 is used to acquire the current air-fuel mixture state of the mixing chamber and the current load state of the engine in response to the driving condition being a preset condition. The preset condition is used to characterize that the engine is currently providing power to the vehicle, the air-fuel mixture state is used to characterize whether the concentration of the air-fuel mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to characterize whether the engine's working efficiency is greater than or equal to a preset efficiency.

[0114] The device control module 2206 is used to control the operation of the gas transmission device based on the mixed gas state and load state, so as to control the mixed gas to enter the pre-combustion chamber, wherein the pre-combustion chamber is connected to the mixing chamber through the gas transmission device.

[0115] Furthermore, the gas transmission device includes: a phase control shaft and a controllable valve, the phase control shaft being connected to the controllable valve, and the controllable valve being connected to the mixing chamber and the pre-combustion chamber. The phase control shaft is used to control the opening time of the controllable valve into the open state, and the controllable valve is used to transmit the gas mixture into the pre-combustion chamber when it is in the open state. The device control module is also used to: obtain the current operating condition of the engine in response to the gas mixture state indicating that the gas mixture concentration is greater than or equal to a preset concentration, and the load state indicating that the engine's operating efficiency is greater than or equal to a preset threshold; and control the phase control shaft to rotate according to a first control parameter in response to the operating condition being a lean-burn condition, thus delaying the opening time of the controllable valve.

[0116] Furthermore, the gas transmission device also includes: a hydraulic oil control shaft connected to a controllable valve, wherein the hydraulic oil control shaft is used to control the duration of the controllable valve being in the open state; the device also includes: a hydraulic oil control shaft control module, used to control the rotation of the hydraulic oil control shaft according to a second control parameter in response to the operating condition not being a lean-burn condition, thereby extending the duration of the controllable valve being in the open state.

[0117] Furthermore, the above-mentioned device also includes: a phase control shaft control module, used to control the phase control shaft to rotate according to a third control parameter in response to the mixture state characterizing that the mixture concentration is greater than or equal to a preset concentration and the load state characterizing that the engine working efficiency is less than a preset threshold, thereby advancing the opening time of the controllable valve.

[0118] Furthermore, the above-mentioned device also includes: a fuel injection device control module, used to control the operation of the fuel injection device according to a fourth control parameter in response to the mixture state characterization that the concentration of the mixture is less than a preset concentration, thereby extending the operating time of the fuel injection device, wherein the fuel injection device is used to increase the concentration of the mixture in the mixing chamber.

[0119] Furthermore, the above-mentioned device also includes: a third acquisition module, used to detect the air volume of the pre-combustion chamber to obtain the air volume of the pre-combustion chamber; to acquire the difference between the air volume and a reference quantity to obtain an air volume difference value, wherein the reference quantity is used to characterize the air volume contained in the pre-combustion chamber under normal conditions; and to construct a pressure relief parameter based on the air volume difference value; the above-mentioned device also includes: a pressure relief valve control module, used to control the operation of the pressure relief valve based on the pressure relief parameter, wherein the pressure relief valve is connected to the pre-combustion chamber and is used to remove air from inside the pre-combustion chamber.

[0120] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0121] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0122] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0123] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0124] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0125] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0126] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0127] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0128] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0129] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0130] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0131] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method of controlling a mixture in a prechamber, characterized by, The method comprises: acquiring a current driving condition of a vehicle; in response to the driving condition being a preset condition, acquiring a current state of a mixture in a mixing chamber and a current load state of an engine, wherein the preset condition is used to represent that the engine is currently providing power for the vehicle, the state of the mixture is used to represent whether a concentration of the mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to represent whether a working efficiency of the engine is greater than or equal to a preset threshold; controlling a gas transmission device to operate based on the state of the mixture and the load state, so as to control the mixture to enter a pre-chamber, wherein the pre-chamber is connected to the mixing chamber through the gas transmission device; wherein the gas transmission device comprises a phase control shaft and a controllable valve, the phase control shaft is connected to the controllable valve, and the controllable valve is connected to the mixing chamber and the pre-chamber, wherein the phase control shaft is used to control an opening time at which the controllable valve enters an open state, and the controllable valve is used to transmit the mixture into the pre-chamber in the open state; controlling the gas transmission device to operate based on a mixture transmission strategy, comprising: in response to the state of the mixture representing that the concentration of the mixture is greater than or equal to the preset concentration, and the load state representing that the working efficiency of the engine is greater than or equal to the preset threshold, acquiring a current operation condition of the engine; and in response to the operation condition being a lean-burn condition, controlling the phase control shaft to rotate according to a first control parameter, so as to delay the opening time of the controllable valve.

2. The method of claim 1, wherein, The gas transmission device further comprises a hydraulic oil control shaft, and the hydraulic oil control shaft is connected to the controllable valve, wherein the hydraulic oil control shaft is used to control a duration of the controllable valve in the open state; The method further comprises: in response to the operation condition not being the lean-burn condition, controlling the hydraulic oil control shaft to rotate according to a second control parameter, so as to prolong the duration of the controllable valve in the open state.

3. The method of claim 1, wherein, The method further comprises: in response to the state of the mixture representing that the concentration of the mixture is greater than or equal to the preset concentration, and the load state representing that the working efficiency of the engine is less than the preset threshold, controlling the phase control shaft to rotate according to a third control parameter, so as to advance the opening time of the controllable valve.

4. The method of claim 1, wherein, The method further comprises: in response to the state of the mixture representing that the concentration of the mixture is less than the preset concentration, controlling an oil injection device to operate according to a fourth control parameter, so as to prolong an operation time of the oil injection device, wherein the oil injection device is used to increase the concentration of the mixture in the mixing chamber.

5. The method of claim 1, wherein, The method further comprises: detecting an air amount of the pre-chamber to obtain an air amount of the pre-chamber; acquiring a difference between the air amount and a reference amount to obtain an air amount difference value, wherein the reference amount is used to represent an air amount contained in the pre-chamber under normal circumstances; constructing a pressure relief parameter based on the air amount difference value; controlling a pressure relief valve to operate based on the pressure relief parameter, wherein the pressure relief valve is connected to the pre-chamber and is used to discharge air inside the pre-chamber.

6. A mixture control device for a pre-chamber, characterized by The method comprises: The first obtaining module is configured to obtain a current driving condition of a vehicle. The second obtaining module is configured to, in response to the driving condition being a preset condition, obtain a current state of a mixture in a mixing chamber and a current load state of an engine, wherein the preset condition is used to represent that the engine is currently providing power for the vehicle, the state of the mixture is used to represent whether a concentration of the mixture contained in the mixing chamber is greater than or equal to a preset concentration, and the load state is used to represent whether a working efficiency of the engine is greater than or equal to a preset efficiency. The device control module is configured to control a gas transmission device to operate based on the state of the mixture and the load state, so as to control the mixture to enter a pre-combustion chamber, wherein the pre-combustion chamber is connected to the mixing chamber through the gas transmission device. The gas transmission device includes a phase control shaft and a controllable valve, the phase control shaft is connected to the controllable valve, and the controllable valve is connected to the mixing chamber and the pre-combustion chamber, wherein the phase control shaft is used to control an opening time at which the controllable valve enters an open state, and the controllable valve is used to transmit the mixture into the pre-combustion chamber in the open state. The device control module is further configured to, in response to the state of the mixture representing that the concentration of the mixture is greater than or equal to the preset concentration and the load state representing that the working efficiency of the engine is greater than or equal to a preset threshold, obtain a current operating condition of the engine; and in response to the operating condition being a lean-burn condition, control the phase control shaft to rotate according to a first control parameter, so as to delay the opening time of the controllable valve.

7. A vehicle characterized by comprising: The memory stores an executable program. The processor is configured to run the program, and the program performs the method of any one of claims 1 to 5 when running. The computer-readable storage medium includes a stored executable program, and the executable program controls a device where the storage medium is located to perform the method of any one of claims 1 to 5 when running.

8. A computer-readable storage medium, characterized in that, The computer program is executed by the processor to implement the method of any one of claims 1 to 5.

9. A computer program product, characterised in that, ​

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