Engine, engine ignition method, engine ignition control system, non-temporary computer readable storage medium, electronic equipment and vehicle

Abstract

The invention relates to an engine, an engine ignition method, an engine ignition control system, a non-temporary computer readable storage medium, electronic equipment and a vehicle. The engine is provided with an air cylinder body, a first ignition device and a second ignition device. The cylinder body is provided with a combustion chamber; a first pre-combustion chamber is formed in the first ignition device, and the first pre-combustion chamber has a first surface-to-volume ratio; the second ignition device is provided with a second pre-combustion chamber, and the second pre-combustion chamber has a second surface-to-volume ratio different from the first surface-to-volume ratio; the first pre-combustion chamber and the second pre-combustion chamber are both communicated with the combustion chamber. According to the technical scheme, the at least two pre-combustion chambers with different surface-to-volume ratios are integrated on the engine, in the ignition process, the air-fuel ratios of fuel and air mixtures entering from the combustion chamber in the two different pre-combustion chambers are different, the pre-combustion chambers matched with the working conditions are selectively used for igniting the fuel according to the different working conditions, and the combustion efficiency of the engine is improved. And different requirements of different working conditions on fuel combustion reaction can be met.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine, an engine ignition method, an engine ignition control system, a non-transitory computer-readable storage medium, an electronic device, and a vehicle. Background Art

[0002] In a conventional internal combustion engine, an ignition coil generates voltage, and a spark plug generates a discharge spark between a center electrode and a ground electrode. This spark ignites the gas mixture in the combustion chamber, igniting the engine's combustion chamber. Ideal engine operation requires ideal ignition, including ignition energy, ignition location, and ignition timing. The spark ignites the combustible gas mixture around the spark plug near the end of the compression stroke. From the ignition center, the flame front propagates at a corresponding speed toward the cylinder wall. In internal combustion engines, for efficiency reasons, it is desirable to initiate and complete the combustion process as early as possible. As is well known, ideal ignition depends on many factors. To achieve rapid flame front propagation and earlier ignition timing, one possible approach is to place additional spark plugs in the combustion chamber to simultaneously initiate ignition at different locations within the cylinder. However, in this case, flame propagation within the cylinder relies primarily on flame diffusion, and the improvement in combustion duration is not significant.

[0003] Pre-combustion chamber ignition system structure: The pre-combustion chamber has a relatively closed cavity with a certain volume. The ignition system is placed in the pre-combustion chamber cavity. There are several through holes between the cavity and the main combustion chamber. The cavity can be equipped with a separate injection system. The pre-combustion chamber is mainly divided into active pre-combustion chamber and passive pre-combustion chamber. The structure of the active pre-combustion chamber is very complex. Usually, two injection systems are required. One of them is integrated with the spark plug to provide a relatively rich mixture to the pre-combustion chamber, and the other needs to be arranged in the intake duct or cylinder to provide a homogeneous mixture. The passive pre-combustion chamber has a relatively simple structure. Only one injection system is needed to provide a mean mixture to the combustion chamber. The working fluid inside the pre-combustion chamber interacts with the piston movement.

[0004] The pre-chamber ignition principle is a relatively effective ignition method. The spark plug ignites the mixture in the pre-chamber cavity, generating high-temperature and high-pressure gas in the cavity. Under the action of the pressure difference, the gas enters the combustion chamber through several nozzles connected to the combustion chamber, which can produce a strong jet, which can enhance the initial flame propagation speed and has the characteristics of multi-point ignition. In summary, the pre-chamber can ignite the combustion chamber as quickly as possible, that is, without any delayed combustion. However, to date, pre-chambers are mainly used in large-volume industrial engines, especially very large gas engines. In the automotive field, pre-chambers are currently only partially used in racing cars. This is mainly because the pre-chamber still has shortcomings that have not yet been overcome. The main problems of active pre-chambers are: 1. High cost; 2. Poor reliability due to the complexity of the system; 3. Heat dissipation loss caused by strong jets.

[0005] Passive pre-combustion chambers obviously present significant technical challenges. To achieve efficient ignition in a passive pre-combustion chamber, the pre-combustion chamber volume, number of nozzles, nozzle cross-sectional diameter, nozzle location, and nozzle pattern must be designed and matched. However, if a pre-combustion chamber is designed for use in a higher speed or load range, while engine performance is excellent in this range, problems may arise in lower speed or load ranges, particularly at low temperatures or during engine startup, where the pre-combustion chamber may not always ignite reliably. If it is primarily designed for use in lower speed or load ranges, the engine's power advantage is lost at higher speeds. Consequently, in the automotive sector, matching the pre-combustion chamber across the entire engine speed, load, and temperature range has been difficult to achieve. This is primarily due to the relatively low dilute combustion limit resulting from the passive nature of the pre-combustion chamber's ventilation process. For example, conventional designs offer excellent performance at high speeds and high loads to meet power requirements, but performance at lower speeds, particularly during cold starts, is less than ideal. Consequently, pre-combustion chamber systems have been widely used only in racing. In summary, for an engine equipped with a passive pre-combustion chamber, the limited lean-burn capability makes the engine ignition and combustion unstable at medium and low loads, resulting in a small operating range for reliable operation of the passive pre-combustion chamber.

[0006] To address this issue, consideration has been given to placing an additional spark plug in the area outside the combustion chamber and pre-combustion chamber. This is intended to ensure reliable ignition in the lower partial load range while maintaining power, as shown in patent application EP3453856A1. However, this would mean that low-speed and low-load performance would be no different from that of a traditional spark plug, failing to realize the full potential of the passive pre-combustion chamber engine. Summary of the Invention

[0007] Therefore, in order to unleash the full potential of the passive pre-combustion chamber and to achieve reliable ignition of the fuel / air mixture in all engine speed and load ranges and in all temperature ranges as much as possible, the present invention provides a feasible embodiment in which two pre-combustion chambers operate in coordination.

[0008] The embodiments of the present application provide an engine, an engine ignition method, an engine ignition control system, a non-temporary computer-readable storage medium, an electronic device, and a vehicle, which improve the adaptability of engine ignition under different operating conditions, so as to at least partially solve the above-mentioned technical problems.

[0009] In order to achieve the above object, according to a first aspect of the present application, an engine is provided, wherein the engine is provided with:

[0010] a cylinder block, which houses a combustion chamber;

[0011] a first ignition device forming a first pre-combustion chamber, wherein the first pre-combustion chamber has a first area to volume ratio;

[0012] a second ignition device formed with a second pre-combustion chamber having a second area ratio different from the first area ratio;

[0013] Wherein, the first pre-combustion chamber and the second pre-combustion chamber are both communicated with the combustion chamber.

[0014] Optionally, the first aspect ratio is less than 15mm 2 / cm 3 .

[0015] Optionally, the second aspect ratio is greater than or equal to 15mm 2 / cm 3 .

[0016] Optionally, the difference between the second aspect ratio and the first aspect ratio is greater than 0 and less than or equal to 25 mm 2 / cm 3 .

[0017] Optionally, the difference between the second aspect ratio and the first aspect ratio ranges from 3 to 7 mm. 2 / cm 3 .

[0018] Optionally, a ratio of the effective volume of the first pre-combustion chamber to the displacement of the combustion chamber ranges from 0.0005 to 0.0025.

[0019] Optionally, a ratio of the effective volume of the second pre-combustion chamber to the displacement of the combustion chamber ranges from 0.0005 to 0.0025.

[0020] Optionally, the first ignition device includes:

[0021] a first shell, used to form the first pre-combustion chamber;

[0022] The second ignition device comprises:

[0023] a second shell, used to form the second pre-combustion chamber;

[0024] Wherein, the first housing and / or the second housing are formed on or connected to the cylinder block.

[0025] Optionally, the first ignition device further includes:

[0026] a first spark plug connected to the first housing;

[0027] The second ignition device further includes:

[0028] a second spark plug connected to the second housing;

[0029] At least a portion of the first spark plug is located in the first pre-combustion chamber, and at least a portion of the second spark plug is located in the second pre-combustion chamber.

[0030] Optionally, the cylinder block comprises:

[0031] a cylinder head, used for mounting the first ignition device and the second ignition device;

[0032] The cylinder body and the cylinder head together form the combustion chamber.

[0033] Optionally, the cylinder head is provided with an intake passage and an exhaust passage communicating with the combustion chamber;

[0034] In a first direction, the first ignition device and the second ignition device are located between the intake passage and the exhaust passage.

[0035] Optionally, the engine further comprises,

[0036] an injector, for injecting fuel into the combustion chamber / the intake passage;

[0037] Wherein, the fuel outlet of the injector is communicated with the combustion chamber / the intake passage.

[0038] Optionally, along the first direction, the portion of the injector located in the combustion chamber is closer to the intake passage relative to the exhaust passage.

[0039] Optionally, in a second direction different from the first direction, the injector is located between the first ignition device and the second ignition device.

[0040] According to a second aspect of the present application, there is provided an engine ignition method, applicable to the aforementioned engine, comprising:

[0041] controlling the first ignition device to ignite at a first preset ignition timing; and

[0042] The second ignition device is controlled to ignite at a second preset ignition timing.

[0043] Optionally, the first preset ignition timing and the second preset ignition timing are set differently.

[0044] Optionally, controlling the first ignition device to ignite at a first preset ignition time; and controlling the second ignition device to ignite at a second preset ignition time, comprises:

[0045] controlling the first ignition device and the second ignition device to ignite when the engine is in a first operating condition;

[0046] Wherein, in each cycle of the first operating condition, the second preset ignition timing is later than the first preset ignition timing.

[0047] Optionally, controlling the first ignition device to ignite at a first preset ignition time; and controlling the second ignition device to ignite at a second preset ignition time, comprises:

[0048] controlling the first ignition device and the second ignition device to ignite when the engine is in a second operating condition;

[0049] Wherein, in each cycle of the second operating condition, the first preset ignition timing is later than the second preset ignition timing.

[0050] According to a third aspect of the present application, there is provided an engine ignition control system, comprising:

[0051] An ignition control module is used to control the first ignition device to ignite at a first preset ignition time; and

[0052] The second ignition device is controlled to ignite at a second preset ignition timing.

[0053] According to a fourth aspect of the present application, a non-transitory computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the engine ignition method as described above is implemented.

[0054] According to a fifth aspect of the present application, an electronic device is provided, including:

[0055] a memory having a computer program stored thereon;

[0056] A processor is used to execute the computer program in the memory to implement the aforementioned engine ignition method.

[0057] According to a sixth aspect of the present application, a vehicle is provided, comprising the aforementioned engine, or for implementing the aforementioned engine ignition method, or comprising the aforementioned engine ignition control system.

[0058] In the engine of the embodiment of the present application, through the above-mentioned technical solution, at least two pre-combustion chambers with different effective volumes are integrated on the engine. During the ignition process, the concentrations of the fuel entering the combustion chamber in the two different pre-combustion chambers are different. According to different working conditions, one of the pre-combustion fuels is selectively used, which can adapt to the different requirements of different working conditions for fuel combustion speed, thereby improving the adaptability of the engine to different combustion conditions.

[0059] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0061] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0062] Figure 1 is a schematic diagram of a partial structure of an engine provided in an exemplary embodiment of the present application at a first viewing angle;

[0063] Figure 2 yes Figure 1 A schematic structural diagram of the first ignition device in the engine shown;

[0064] Figure 3 is a schematic structural diagram of a partial structure of an engine provided in an exemplary embodiment of the present application at a second viewing angle;

[0065] Figure 4 is a schematic structural diagram of a partial structure of an engine provided in an exemplary embodiment of the present application from a third viewing angle;

[0066] Figure 5 is a schematic structural diagram of a partial structure of an engine provided in an exemplary embodiment of the present application at a fourth viewing angle;

[0067] Figure 6 This is a schematic diagram of the main steps of an engine ignition method provided by one embodiment of the present application;

[0068] Figure 7 This is a schematic diagram of some steps of an engine ignition method provided by an embodiment of the present application;

[0069] Figure 8 This is a schematic diagram of some steps of an engine ignition method provided by an embodiment of the present application;

[0070] Figure 9 It is a schematic diagram of the external characteristic curve of an engine;

[0071] Figure 10 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application;

[0072] Figure 11 It is a schematic diagram of the overall structure of a vehicle provided in an exemplary embodiment of the present application.

[0073] Description of reference numerals:

[0074] 10. Vehicles;

[0075] 100. Engine;

[0076] 110, cylinder block; 111, combustion chamber; 112, cylinder head; 113, cylinder block; 114, intake passage; 114a, first intake passage; 114b, second intake passage; 115, exhaust passage; 115a, first exhaust passage; 115b, second exhaust passage;

[0077] 120, first ignition device; 121, first pre-combustion chamber; 122, first through hole; 123, first housing; 124, first spark plug;

[0078] 130. Second ignition device; 131. Second pre-combustion chamber; 132. Second through hole; 133. Second housing; 134. Second spark plug;

[0079] 140, intake valve;

[0080] 150, exhaust valve;

[0081] 160, first ejector;

[0082] 170, second ejector;

[0083] L1, first direction;

[0084] L2, second direction. DETAILED DESCRIPTION

[0085] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0086] According to the first aspect of this application, reference Figures 1 to 5 The present application provides an engine 100 , including: a cylinder block 110 , a first ignition device 120 and a second ignition device 130 .

[0087] The cylinder block 110 is provided with a combustion chamber 111. When the engine is operating, fuel and air can enter the combustion chamber 111 and the fuel is mainly burned in the combustion chamber 111. The first ignition device 120 is formed with a first pre-combustion chamber 121 that is connected to the combustion chamber 111. It is understood that in the present application, in order to achieve ignition and ignition of the fuel in the combustion chamber 111 by using the first pre-combustion chamber 121, the first pre-combustion chamber 121 of the present application includes a first through hole 122 that connects it to the combustion chamber 111. The first ignition device 120 is also formed with a second pre-combustion chamber 131 that is connected to the combustion chamber 111. It is understood that in the present application, in order to achieve ignition and ignition of the fuel in the combustion chamber 111 by using the second pre-combustion chamber 131, the first pre-combustion chamber 121 of the present application includes a second through hole 132 that connects it to the second pre-combustion chamber 131. The first ignition device 120 and the second ignition device 130 are fixed to the cylinder body 110 and are at least partially inserted into the combustion chamber 111, so that the first pre-combustion chamber 121 is connected to the combustion chamber 111 through the first through hole 122, and the second pre-combustion chamber 131 is connected to the combustion chamber 111 through the second through hole 132, that is, the first pre-combustion chamber 121 and the second pre-combustion chamber 131 are both connected to the combustion chamber 111.

[0088] For the first ignition device 120 used in this application, refer to Figure 2 , the minimum area of the projection contour of the hole wall of the first through hole 122 formed by the first ignition device 120 on the projection plane with the straight line L3 of the direction of fuel entering and exiting the first through hole 122 as the normal is defined as the flow cross-sectional area of the first through hole 122.

[0089] When the number of first through-holes 122 in the first pre-combustion chamber 121 is one, the ratio of the flow cross-sectional area of a single first through-hole 122 to the volume of the first pre-combustion chamber 121 is defined as the first area-to-volume ratio of the first pre-combustion chamber 121. When the number of first through-holes 122 in the first pre-combustion chamber 121 is greater than one, the ratio of the sum of the flow cross-sectional areas of all first through-holes 122 to the volume of the first pre-combustion chamber 121 is defined as the first area-to-volume ratio of the first pre-combustion chamber 121.

[0090] Similarly, the minimum area of the projection contour of the hole wall of the second through hole 132 formed by the second ignition device 130 on the projection plane with the straight line of the direction of fuel entering and exiting the second through hole 132 as the normal is defined as the flow cross-sectional area of the second through hole 132.

[0091] When the number of the second through hole 132 in the second pre-combustion chamber 131 is one, the ratio of the flow cross-sectional area of a single second through hole 132 to the volume of the second pre-combustion chamber 131 is defined as the second area-to-volume ratio of the second pre-combustion chamber 131. When the number of the second through hole 132 in the second pre-combustion chamber 131 is greater than one, the ratio of the sum of the flow cross-sectional areas of all the second through holes 132 to the volume of the second pre-combustion chamber 131 is defined as the second area-to-volume ratio of the second pre-combustion chamber 131.

[0092] In the engine 100 provided in some embodiments of the present application, the first area ratio and the second area ratio are configured differently. That is, the ratio of the flow cross-sectional area of all first through-holes 122 to the volume of the first pre-combustion chamber 121, as well as the ratio of the flow cross-sectional area of all second through-holes 132 to the volume of the second pre-combustion chamber 131, are different. Thus, during the combustion of fuel in the engine 100, the fuel enters the corresponding pre-combustion chamber and is ignited. For each pre-combustion chamber with a different area ratio, the air-fuel ratio of the fuel-air mixture entering therein is different. Based on this, when the fuel in the corresponding pre-combustion chamber is ignited, different ignition operating conditions exist, such as lean burn and rich operation.

[0093] Through the above technical solution, at least two pre-combustion chambers with different aspect ratios are integrated on the engine 100. During the ignition process, the mixture entering the two different pre-combustion chambers from the combustion chamber 111 has different air-fuel ratios. According to different working conditions, one of the ignition fuels is selectively used to adapt to the different requirements of different working conditions for fuel combustion speed, thereby improving the adaptability of the engine 100 to different combustion conditions and improving ignition reliability.

[0094] As an example, during engine design and use, the first through hole 122 and the second through hole 132 may generally be configured as cylindrical holes. In this case, the line along the wall of the first through hole 122, in the direction of fuel entering and exiting the first through hole 122, is the axis of the cylindrical hole, and the flow cross-sectional area of the first through hole 122 is the circular area of the cylindrical hole. The line along the wall of the second through hole 132, in the direction of fuel entering and exiting the second through hole 132, is the axis of the cylindrical hole, and the flow cross-sectional area of the second through hole 132 is the circular area of the cylindrical hole.

[0095] Accordingly, when the number of first through holes 122 is one or more, the first surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all first through holes 122 to the volume of the first pre-combustion chamber 121; and when the number of second through holes 132 is one or more, the second surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all second through holes 132 to the volume of the second pre-combustion chamber 131.

[0096] The first through hole 122 and the second through hole 132 may also be designed and manufactured as conical holes. In this case, the line along the wall of the first through hole 122, which is the direction in which fuel enters and exits the first through hole 122, is the axis of the conical hole. The flow cross-sectional area of the first through hole 122 is the area of the smallest circular hole along the axis of the conical hole. The line along the wall of the second through hole 132, which is the direction in which fuel enters and exits the second through hole 132, is the axis of the conical hole. The flow cross-sectional area of the second through hole 132 is the area of the smallest circular hole along the axis of the conical hole.

[0097] Accordingly, when the number of first through holes 122 is one or more, the first surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all first through holes 122 to the volume of the first pre-combustion chamber 121; and when the number of second through holes 132 is one or more, the second surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all second through holes 132 to the volume of the second pre-combustion chamber 131.

[0098] The first through hole 122 and the second through hole 132 may also be designed and manufactured as irregularly shaped holes. For example, the fuel may not flow through the first through hole 122 and the second through hole 132 in a predetermined straight line, but rather in a curved manner. That is, the first through hole 122 and the second through hole 132 are not rotational holes formed by rotating a generatrix around an axis. Furthermore, for example, the cross-section of the first through hole 122 and the second through hole 132 may be polygonal. In this case, the line formed by connecting the center point of the inner wall contour of the end where the first through hole 122 / the second through hole 132 connects to the combustion chamber 111 and the center point of the inner wall contour of the end where the first through hole 122 / the second through hole 132 connects to the first pre-combustion chamber 121 / the second pre-combustion chamber 131 can be considered as the fitting line for the direction of fuel entering and exiting the first through hole 122 / the second through hole 132. This fitting line is used as a reference for calculating the first area ratio / the second area ratio.

[0099] Accordingly, when the number of first through holes 122 is one or more, the first surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all first through holes 122 to the volume of the first pre-combustion chamber 121; and when the number of second through holes 132 is one or more, the second surface-to-volume ratio is the ratio of the sum of the flow cross-sectional areas of all second through holes 132 to the volume of the second pre-combustion chamber 131.

[0100] In a specific embodiment, for example, under low-load or high-load operating conditions, the smaller of the first and second pre-chambers 121, 131 can be used to ignite the fuel first. This pre-chamber has a relatively high air-fuel ratio, allowing for relatively rapid ignition. Under medium-load operating conditions, the larger of the first and second pre-chambers 121, 131 can be used to ignite the fuel first. This pre-chamber has a relatively low air-fuel ratio, allowing for relatively slow ignition. This ensures stable combustion under varying load conditions, facilitating stable switching between equivalence ratio and lean burn, and between high and medium-low loads.

[0101] It is understood that after the fuel is ignited in one of the pre-combustion chambers, the fuel in the remaining pre-combustion chambers still needs to be ignited to ensure that the fuel in the combustion chamber 111 and each pre-combustion chamber is fully burned. In other words, under different operating conditions, each pre-combustion chamber will participate in the fuel ignition, but the timing of ignition varies.

[0102] The present application does not impose any specific restrictions on the area ratio of each pre-combustion chamber. For example, in some exemplary embodiments, the first area ratio may be less than 15 mm. 2 / cm 3 Correspondingly, the second aspect ratio may be greater than or equal to 15mm 2 / cm 3 .

[0103] In some embodiments, the difference between the second aspect ratio and the first aspect ratio is greater than 0 and less than or equal to 25 mm. 2 / cm 3 For the engine 100, if the difference between the air-fuel ratio in the first pre-combustion chamber 121 and the second pre-combustion chamber 131 during ignition is too small, the improvement of the combustion condition by adjusting the ignition sequence is not obvious. If the difference between the air-fuel ratio in the first pre-combustion chamber 121 and the second pre-combustion chamber 131 is too large, the difference in the speed of the flame propagation during ignition of the two pre-combustion chambers may be large, which may lead to excessive combustion and cause problems such as knocking. Therefore, the difference between the second area ratio and the first area ratio should be greater than 0 and less than or equal to 25mm. 2 / cm 3 In a more specific solution, the difference between the second aspect ratio and the first aspect ratio can be in the range of 3 to 7 mm. 2 / cm 3 By limiting the difference between the second area ratio and the first area ratio, it is possible to further ensure that the engine has relatively stable combustion performance under different combustion conditions.

[0104] In some embodiments, the ratio of the effective volume of the first pre-combustion chamber 121 to the displacement of the combustion chamber ranges from 0.0010 to 0.0020.

[0105] In some embodiments, the ratio of the effective volume of the second pre-combustion chamber 131 to the displacement of the combustion chamber ranges from 0.0010 to 0.0020.

[0106] The effective volume of the first pre-combustion chamber 121 and the effective volume of the second pre-combustion chamber 131 mentioned in this application refer to the volume value of the space that can accommodate fuel in the corresponding first pre-combustion chamber 121 or second pre-combustion chamber 131. Considering that in order to achieve the ignition of the fuel, a spark plug and other structures are often provided in the pre-combustion chamber, which limits the size of the space available for the fuel flow in the pre-combustion chamber, by limiting the ratio of the effective volume of the first pre-combustion chamber 121 / the second pre-combustion chamber 131 to the displacement of the combustion chamber, there is enough space in each pre-combustion chamber to accommodate the fuel, and at the same time, the volume of each pre-combustion chamber is prevented from being too large, so that the concentration of the fuel and air mixture entering each pre-combustion chamber is insufficient during the working cycle of the engine introducing fuel, compressing fuel, igniting and burning fuel, and then discharging fuel and then reintroducing fuel, resulting in an unsatisfactory ignition effect, thereby further ensuring the stability of the combustion effect.

[0107] In some embodiments, the first ignition device 120 includes a first housing 123 . The second ignition device 130 includes a second housing 133 .

[0108] The first housing 123 is used to form the first pre-combustion chamber 121. Specifically, the first pre-combustion chamber 121 is disposed within the first housing 123. Accordingly, the first through-hole 122 is disposed on the first housing 123, connecting the combustion chamber 111 and the first pre-combustion chamber 121. The second housing 133 is used to form the second pre-combustion chamber 131. Specifically, the second pre-combustion chamber 131 is disposed within the second housing 133. Accordingly, the second through-hole 132 is disposed on the second housing 133, connecting the combustion chamber 111 and the second pre-combustion chamber 131. In some embodiments of the present application, the first housing 123 and / or the second housing 133 are formed in or connected to the cylinder block 110. In other words, the first pre-combustion chamber 121 and / or the second pre-combustion chamber 131 may be integrally provided with the combustion chamber 111, or separately provided, which is not limited in this application. The figures of this application illustrate only exemplary embodiments in which the first pre-combustion chamber 121 and the second pre-combustion chamber 131 are separately provided relative to the combustion chamber.

[0109] In some embodiments, the first ignition device 120 further includes a first spark plug 124. The second ignition device 130 further includes a second spark plug 134. The first spark plug 124 is connected to the first housing 123, and at least a portion thereof is located within the first pre-combustion chamber 121. The second spark plug 134 is connected to the second housing 133, and at least a portion thereof is located within the second pre-combustion chamber 131.

[0110] In a specific embodiment, the first spark plug 124 is fixed to the first housing 123 by means of a threaded connection, and the ignition electrode of the first spark plug 124 is inserted into the first pre-combustion chamber 121. Therefore, when the first spark plug 124 is in operation, its ignition electrode can ignite the fuel in the first pre-combustion chamber 121. Correspondingly, the second spark plug 134 is fixed to the second housing 133 by means of a threaded connection, and the ignition electrode of the second spark plug 134 is inserted into the second pre-combustion chamber 131. Therefore, when the second spark plug 134 is in operation, its ignition electrode can ignite the fuel in the second pre-combustion chamber 131.

[0111] In some embodiments, the cylinder block 110 includes a cylinder head 112 and a cylinder body 113. The cylinder head 112 is used to mount the first ignition device 120 and the second ignition device 130. The cylinder body 113 and the cylinder head 112 together form a combustion chamber 111.

[0112] In a specific embodiment, refer to Figure 3 The first shell 123 and the second shell 133 are fixedly arranged on the cylinder head 112 , the cylinder head 112 and the cylinder body 113 are fixedly connected, and the combustion chamber 111 is located in the space enclosed by the cylinder head 112 and the cylinder body 113 .

[0113] In some embodiments, the cylinder head 112 is provided with an intake passage 114 and an exhaust passage 115 that communicate through the combustion chamber 111. The intake passage 114 is used to introduce fuel and / or air into the combustion chamber 111, while the exhaust passage 115 is used to exhaust the combusted mixture in the combustion chamber 111. In the first direction L1, the first ignition device 120 and the second ignition device 130 are located between the intake passage 114 and the exhaust passage 115.

[0114] Understandably, the reference Figure 3 An intake valve 140 is provided between the intake passage 114 and the combustion chamber 111 to control the timing of fuel and / or air entering the combustion chamber 111. Accordingly, an exhaust valve 150 is provided between the exhaust passage 115 and the combustion chamber 111 to control the timing of the combusted mixture being discharged from the combustion chamber 111.

[0115] refer to Figure 4In the illustrated embodiment, one combustion chamber 111 of the engine 100 is connected to two intake passages 114, namely a first intake passage 114a and a second intake passage 114b, to introduce air and / or fuel into the combustion chamber 111 in a dispersed manner. Accordingly, one combustion chamber 111 is connected to two exhaust passages 115, namely a first exhaust passage 115a and a second exhaust passage 115b, to more quickly exhaust the combusted mixture out of the combustion chamber 111. In the first direction L1, the first intake passage 114a and the second intake passage 114b are located on the same side of the first ignition device 120 and the second ignition device 130, and the first exhaust passage 115a and the second exhaust passage 115b are located on the same side of the first ignition device 120 and the second ignition device 130. The first air intake channel 114a, the second air intake channel 114b, the first exhaust channel 115a and the second exhaust channel 115b surround the periphery of the first ignition device 120 and the second ignition device 130. This arrangement enables each pre-combustion chamber to be located in a relatively central position in the combustion chamber 111, which is beneficial for the flame jet generated after ignition in each pre-combustion chamber to spread to various locations in the combustion chamber 111, thereby ensuring that the fuel in various locations in the combustion chamber 111 is fully burned.

[0116] In some embodiments, the engine 100 further includes an injector, wherein the injector is used to inject fuel into the combustion chamber 111 / intake passage 114 . The fuel outlet of the injector is in communication with the combustion chamber 111 / intake passage 114 .

[0117] In a specific embodiment, an injector may be inserted into the combustion chamber 111 so that fuel is directly injected into the combustion chamber 111 through the injector.

[0118] Alternatively, an injector may be inserted into the intake passage 114 so that fuel is injected into the intake passage 114 through the injector, and the fuel can enter the combustion chamber 111 when the intake valve 140 is opened.

[0119] Or, refer to Figure 3 The injectors include a first injector 160 and a second injector 170. The first injector 160 is inserted into the combustion chamber 111, i.e., the fuel outlet of the first injector 160 communicates with the combustion chamber. The second injector 170 is inserted into the intake passage 114, i.e., the fuel outlet of the second injector 170 communicates with the intake passage 114. Thus, the first injector 160 and the second injector 170 can inject fuel into the combustion chamber 111 and the intake passage 114, respectively. The fuel and air mixture in the intake passage 114 can be pre-mixed before entering the combustion chamber 111, thereby improving the mixing effect of the fuel and the mixture.

[0120] In some embodiments, reference Figure 4 and Figure 5, along the first direction L1 , the fuel outlet of the injector is close to the intake passage 114 relative to the exhaust passage 115 .

[0121] In some embodiments, reference Figure 4 In a second direction L2 different from the first direction L1, the injector 160 is located between the first ignition device 120 and the second ignition device 130. This configuration forms a triangular layout between the injector 160, the first ignition device 120, and the second ignition device 130. This ensures that the injected fuel, after mixing with air in the combustion chamber 111, can enter each pre-combustion chamber relatively evenly, thereby avoiding a situation where the fuel concentration near one pre-combustion chamber is too different from that near another pre-combustion chamber before entering the pre-combustion chamber, making the final combustion effect difficult to control.

[0122] In some embodiments, reference Figure 5 In the first direction L1, the number of the first through holes 122 of the first ignition device 120 on the side close to the injector 160 is the same as the number of the first through holes 122 on the side away from the injector 160. This arrangement helps the flame jets ejected from the first through holes 122 to be sprayed relatively evenly to various parts of the combustion chamber 111.

[0123] In some embodiments, reference Figure 5 In the first direction L1, the number of the second through holes 132 of the second ignition device 130 on the side close to the injector 160 can be the same as the number of the second through holes 132 on the side away from the injector 160. This arrangement helps the flame jets ejected from the second through holes 132 to be sprayed relatively evenly to various parts of the combustion chamber 111.

[0124] For actual combustion requirements, the number of first through holes 122 of the first ignition device 120 on the side close to the injector 160 can also be set to be different from the number of first through holes 122 on the side away from the injector 160, and / or the number of second through holes 132 of the second ignition device 130 on the side close to the injector 160 can be set to be different from the number of second through holes 132 on the side away from the injector 160. This application does not impose any restrictions on this.

[0125] According to the second aspect of this application, reference Figure 6 , provides an engine ignition method, applicable to the aforementioned engine, to ignite fuel in the aforementioned engine, comprising:

[0126] S110, controlling the first ignition device to ignite at a first preset ignition time; and

[0127] The second ignition device is controlled to ignite at a second preset ignition timing.

[0128] By adopting the above scheme, by setting up two first pre-combustion chambers and second pre-combustion chambers with different aspect ratios, the engine can use the first pre-combustion chamber / second pre-combustion chamber adapted to the corresponding operating conditions to ignite the fuel under low load, medium load and high load, so that the engine has a more stable combustion effect under different operating conditions.

[0129] In some embodiments, the first preset ignition time is different from the second preset ignition time. By further controlling the order in which the first and second pre-combustion chambers are ignited, as well as the timing at which they participate in ignition, under different operating conditions, the fuel is primarily ignited using one of the pre-combustion chambers that is adapted to the operating condition, thereby achieving stable combustion under each operating condition. The other pre-combustion chamber is then ignited to ensure that the fuel in each pre-combustion chamber is fully burned, thereby maintaining the fuel utilization rate of the engine.

[0130] In a specific implementation plan, the identification of low load, medium load and high load may vary depending on the engine model, fuel type and other parameters. As a way to determine the low load condition, medium load condition and high load condition of the engine, refer to Figure 9 , specifically illustrating the external characteristic curve of an engine's combustion conditions (the curve indicated by the bold black solid line in the figure). The external characteristic curve is generally considered to be the engine's maximum output distortion curve, also known as full load (WOT). Taking a turbocharged engine as an example, the blue area in the figure indicates the engine's low-load range, corresponding to the engine's low-load operating conditions. This range generally corresponds to non-knock conditions, where the engine load is less than 35% to 40% of WOT. The green area in the figure indicates the medium-load range, corresponding to the engine's medium-load operating conditions. This range is generally understood as the high-efficiency and economical range, where the engine load is generally greater than 35% to 40% of WOT and less than 75% to 80% of WOT. The orange area in the figure indicates the engine's high-load range, corresponding to the engine's high-load conditions. At this time, the engine load is generally greater than 75% to 80% of WOT.

[0131] In some embodiments, reference Figure 7 , controlling the first ignition device to ignite at a first preset ignition time, and controlling the second ignition device to ignite at a second preset ignition time, comprising:

[0132] S111, controlling the first ignition device and the second ignition device to ignite when the engine is in a first operating state;

[0133] In each cycle of the first operating condition, the second preset ignition timing is later than the first preset ignition timing.

[0134] In some embodiments, reference Figure 8, controlling the first ignition device to ignite at a first preset ignition time, and controlling the second ignition device to ignite at a second preset ignition time, comprising:

[0135] S112, controlling the first ignition device and the second ignition device to ignite when the engine is in the second operating condition;

[0136] In each cycle of the second operating condition, the first preset ignition timing is later than the second preset ignition timing.

[0137] The engine ignition method provided in this application utilizes at least two pre-combustion chambers with different aspect ratios to ignite fuel under different operating conditions, thereby improving fuel combustion stability. For example, the medium-load range in the engine's external characteristic curve is used as the first operating condition, and the first ignition device ignites before the second ignition device. The low-load and high-load operating conditions in the engine's external characteristic curve are used as the second operating condition, and the second ignition device ignites before the first ignition device. This ignition scheme enables the engine to smoothly ignite fuel under low-load conditions by selecting a pre-combustion chamber with an aspect ratio that matches the operating condition for ignition, thereby reducing the possibility of engine knock.

[0138] With respect to the ignition method provided by the present application, several specific exemplary embodiments are provided below to describe the inventive concept of the present application.

[0139] According to a third aspect of the present application, there is provided an engine ignition control system, comprising:

[0140] An ignition control module is used to control the first ignition device to ignite at a first preset ignition time; and

[0141] The second ignition device is controlled to ignite at a second preset ignition timing.

[0142] Matching the engine ignition control method provided in the present application, the engine ignition control system provided in the present application can select a pre-combustion chamber with an aspect ratio matching the operating conditions for igniting the fuel, so that the engine can smoothly ignite the fuel under low-load conditions and reduce the possibility of engine knock.

[0143] In a specific embodiment, the ignition control module may include, for example, an electronic control unit (ECU) electrically connected to the ignition components (e.g., spark plugs) of the first and second ignition devices, thereby controlling the ignition devices to ignite. In a more specific embodiment, when the engine ignition control system is integrated into a vehicle or other equipment, the ignition control module may be an onboard controller.

[0144] In a specific solution, the engine ignition system may include the aforementioned engine, that is, the engine ignition system may include the aforementioned cylinder block, first ignition device, second ignition device and other components, so that when the engine ignition system is integrated into a vehicle or other equipment, it can realize the ignition and combustion of the fuel.

[0145] According to a fourth aspect of the present application, a non-transitory computer-readable storage medium is provided, having stored thereon a computer program that, when executed by a processor, implements the steps of the aforementioned engine ignition method. This non-transitory computer-readable storage medium has all the beneficial effects of the aforementioned engine ignition method, which are not further detailed herein.

[0146] According to a fifth aspect of the present application, an electronic device 600 is provided, comprising: a memory and a processor. The memory stores a computer program; the processor is configured to execute the computer program in the memory to implement the steps of the aforementioned engine ignition method. This electronic device has all the beneficial effects of the aforementioned engine ignition method, and this application will not elaborate further here.

[0147] Please refer to Figure 10 , the electronic device 600 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. Various programs and data required for the operation of the electronic device 600 are also stored in the RAM 603. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0148] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device 600 to communicate with other devices wirelessly or by wire to exchange data. Although Figure 10 The electronic device 600 is shown with various devices, but it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed instead. Figure 10 Each block shown in the figure may represent one device, or may represent multiple devices as needed.

[0149] In particular, according to some embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In some such embodiments, the computer program can be downloaded and installed from a network via the communication device 609, or installed from the storage device 608, or installed from the ROM 602. When the computer program is executed by the processing device 601, the above-mentioned functions defined in the method of some embodiments of the present application are performed.

[0150] It should be noted that the computer-readable medium in some embodiments of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof, and the present application does not specifically limit this. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0151] In some embodiments of the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In some embodiments of the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. This propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0152] In some embodiments, the client and server can communicate using any currently known or future developed network protocol, such as HTTP (Hypertext Transfer Protocol), and can be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), internets (e.g., the Internet), and peer-to-peer networks (e.g., adhoc peer-to-peer networks), as well as any currently known or future developed networks.

[0153] The computer-readable medium may be included in the electronic device or may exist independently, not incorporated into the electronic device. The computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to generate or output control instructions for controlling preset vehicle functions based on a control strategy output by a cloud-based control strategy model.

[0154] Computer program code for performing the operations of some embodiments of the present application can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, C++, and conventional procedural programming languages such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, through the Internet using an Internet service provider).

[0155] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function.

[0156] It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures.

[0157] For example, two blocks shown in succession may actually be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functionality involved. It should also be noted that each block in the block diagrams and / or flow charts, and combinations of blocks in the block diagrams and / or flow charts, may be implemented using a dedicated hardware-based system that performs the specified functions or operations, or may be implemented using a combination of dedicated hardware and computer instructions.

[0158] The units described in some embodiments of the present application may be implemented by software or hardware.

[0159] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0160] According to the sixth aspect of this application, referring to Figure 11 The present application also provides a vehicle 10, which includes the above-mentioned engine. The vehicle has all the beneficial effects of the above-mentioned engine, which will not be described in detail in the present application.

[0161] Alternatively, the vehicle provided in the present application is used to implement the aforementioned engine ignition method, or includes the aforementioned engine ignition control system.

[0162] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific restrictions on this.

[0163] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0164] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0165] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0166] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An engine, characterized in that: The engine is provided with: a cylinder block, which has a combustion chamber; a first ignition device forming a first pre-combustion chamber, wherein the first pre-combustion chamber has a first area to volume ratio; a second ignition device formed with a second pre-combustion chamber having a second area ratio different from the first area ratio; Wherein, the first pre-combustion chamber and the second pre-combustion chamber are both communicated with the combustion chamber.

2. The engine according to claim 1, characterized in that The first aspect ratio is less than 15mm 2 / cm 3 .

3. The engine according to claim 1, characterized in that The second aspect ratio is greater than or equal to 15mm 2 / cm 3 .

4. The engine according to claim 1, characterized in that The difference between the second aspect ratio and the first aspect ratio is greater than 0 and less than or equal to 25 mm 2 / cm 3 .

5. The engine according to claim 4, characterized in that The difference between the second aspect ratio and the first aspect ratio ranges from 3 to 7 mm. 2 / cm 3 .

6. The engine according to claim 1, characterized in that The ratio of the effective volume of the first pre-combustion chamber to the displacement of the combustion chamber ranges from 0.0005 to 0.0025.

7. The engine according to claim 1, characterized in that The ratio of the effective volume of the second pre-combustion chamber to the displacement of the combustion chamber ranges from 0.0005 to 0.0025.

8. The engine according to any one of claims 1 to 7, characterized in that The first ignition device comprises: a first shell, used to form the first pre-combustion chamber; The second ignition device comprises: a second shell, used to form the second pre-combustion chamber; Wherein, the first housing and / or the second housing are formed on or connected to the cylinder block.

9. The engine according to claim 8, characterized in that The first ignition device further comprises: a first spark plug connected to the first housing; The second ignition device further includes: a second spark plug connected to the second housing; At least a portion of the first spark plug is located in the first pre-combustion chamber, and at least a portion of the spark plug is located in the second pre-combustion chamber.

10. The engine according to claim 9, characterized in that The cylinder block comprises: a cylinder head, used for mounting the first ignition device and the second ignition device; The cylinder body and the cylinder head together form the combustion chamber.

11. The engine according to claim 10, characterized in that The cylinder head is provided with an intake passage and an exhaust passage communicating with the combustion chamber; In a first direction, the first ignition device and the second ignition device are located between the intake passage and the exhaust passage.

12. The engine according to claim 11, characterized in that Also includes, an injector, for injecting fuel into the combustion chamber / the intake passage; Wherein, the fuel outlet of the injector is communicated with the combustion chamber / the intake passage.

13. The engine according to claim 12, characterized in that Along the first direction, the fuel outlet of the injector is closer to the intake passage than to the exhaust passage.

14. The engine according to claim 13, characterized in that In a second direction different from the first direction, the injector is located between the first ignition device and the second ignition device.

15. An engine ignition method, applicable to the engine according to any one of claims 1 to 14, characterized in that: include: controlling the first ignition device to ignite at a first preset ignition time; and The second ignition device is controlled to ignite at a second preset ignition timing.

16. The engine ignition method according to claim 15, characterized in that: The first preset ignition timing is set differently from the second preset ignition timing.

17. The engine ignition method according to claim 15, characterized in that: controlling the first ignition device to ignite at a first preset ignition time; and controlling the second ignition device to ignite at a second preset ignition time, comprising: controlling the first ignition device and the second ignition device to ignite when the engine is in a first operating condition; Wherein, in each cycle of the first operating condition, the second preset ignition timing is later than the first preset ignition timing.

18. The engine ignition method according to claim 17, characterized in that: controlling the first ignition device to ignite at a first preset ignition time; and controlling the second ignition device to ignite at a second preset ignition time, comprising: controlling the first ignition device and the second ignition device to ignite when the engine is in a second operating condition; Wherein, in each cycle of the second operating condition, the first preset ignition timing is later than the second preset ignition timing.

19. An engine ignition control system, characterized in that: include: an ignition control module, configured to control the first ignition device to ignite at a first preset ignition moment; and The second ignition device is controlled to ignite at a second preset ignition timing.

20. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the engine ignition method according to any one of claims 15 to 18 is implemented.

21. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the engine ignition method according to any one of claims 15 to 18.

22. A vehicle, characterized in that: The invention comprises an engine as claimed in any one of claims 1 to 15, or is used to implement the engine ignition method as claimed in any one of claims 15 to 18, or comprises an engine ignition control system as claimed in claim 19.

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