Combustion system, vehicle and ignition control method of combustion system

Abstract

The invention provides a combustion system, a vehicle and an ignition control method of the combustion system. The combustion system comprises a cylinder body, a containing cavity is formed in the cylinder body, and a piston is movably arranged in the containing cavity; the cylinder cover is connected with the cylinder body, and a combustion chamber is defined by the side, facing the piston, of the cylinder cover and at least part of the piston end face. Wherein a pre-combustion chamber and a mixed gas inlet channel are arranged on the cylinder cover, the outlet end of the mixed gas inlet channel is communicated with the pre-combustion chamber, the bottom of the pre-combustion chamber is communicated with the combustion chamber, a turbulent flow structure is arranged in the mixed gas inlet channel, and the turbulent flow structure is used for changing the flow speed and the flow direction of gas entering the pre-combustion chamber from the mixed gas inlet channel. Through combination of structure optimization and an intelligent control strategy, the ignition problem in a tumble combustion mode is solved, and the requirement for a high-energy ignition system is lowered. And the combustion efficiency and the emission control level of the gas engine are remarkably improved, and knocking is effectively prevented.

Description

Technical Field

[0001] This invention relates to the field of combustion control technology for gas engines, and more specifically to an intelligent ignition system and control method based on tumble combustion characteristics. Background Technology

[0002] Traditional gas engines employ homogeneous combustion, which suffers from low combustion rate and insufficient thermal efficiency. Tumble combustion, by organizing a swirling airflow perpendicular to the cylinder axis, breaks it down into high-intensity turbulence during the later stages of compression, increasing flame propagation speed by over 40%. This airflow characteristic shortens combustion duration and improves thermal efficiency by 2.6%-10%. While tumble combustion technology offers significant advantages in improving gas engine combustion efficiency, practical applications still face the technical challenge of ignition difficulties. Increased ignition energy is required, and ignition difficulties affect ignition coil lifespan.

[0003] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0004] The purpose of this invention is to provide a combustion system, a vehicle, and an ignition control method for the combustion system, aiming to solve the technical problem of difficult ignition of gas engines in tumble combustion mode.

[0005] To achieve the above objectives, according to one aspect of the present invention, a combustion system is provided, comprising a cylinder block having a receiving cavity; a piston movably disposed within the receiving cavity; a cylinder head connected to the cylinder block, wherein the side of the cylinder head facing the piston and at least a portion of its end face form a combustion chamber; the cylinder head is provided with a pre-combustion chamber and a mixing intake passage, the outlet end of the mixing intake passage being connected to the pre-combustion chamber, the bottom of the pre-combustion chamber being in communication with the combustion chamber, and a turbulence structure being provided within the mixing intake passage for changing the flow rate and direction of the gas entering the pre-combustion chamber from the mixing intake passage.

[0006] Furthermore, the axis of the mixing intake channel is set at a first angle to the vertical direction.

[0007] Furthermore, a spark plug and thermocouple sensor are installed in the pre-combustion chamber.

[0008] Furthermore, the turbulence structure is a vortex fan structure located within the mixing intake channel.

[0009] Furthermore, an injection hole group is provided at the bottom of the pre-combustion chamber, wherein the axis of one injection hole coincides with the axis of the mixing intake channel, and the axis of at least one other injection hole is set at a second included angle with the axis of the mixing intake channel.

[0010] According to another aspect of the present invention, a vehicle is provided, including the above-described combustion system, wherein the combustion system further includes a gas engine assembly, the gas engine assembly including an ECU controller, a mixer, a knock sensor and an EGR system connected to the cylinder block.

[0011] According to another aspect of the present invention, an ignition control method for a combustion system is provided, for controlling the aforementioned combustion system. The steps include acquiring operating condition information of the combustion system and combustion condition information within the combustion chamber, wherein the operating condition information of the combustion system includes engine speed information and load information, and the combustion condition information includes EGR rate and airflow pressure information within the air-fuel mixture intake passage. Based on the combustion condition information, it is determined whether knocking is occurring within the combustion chamber. If knocking is determined to occur, the ignition advance angle is adjusted according to a preset precision. A control strategy is generated based on the ignition advance angle to control the spark plug to perform ignition operations on the combustion chamber.

[0012] Furthermore, when it is determined that knocking is occurring in the combustion chamber, the ignition advance angle is adjusted according to a preset precision. This includes acquiring the latest combustion condition information in the combustion chamber within a preset engine operating cycle, determining whether knocking has actually occurred in the combustion chamber based on the latest combustion condition information, and adjusting the ignition advance angle according to a preset precision when it is determined that knocking has actually occurred in the combustion chamber.

[0013] Furthermore, adjusting the ignition advance angle according to a preset precision includes gradually decreasing the ignition advance angle according to a preset precision until knocking does not occur in the combustion chamber.

[0014] Furthermore, assuming no knocking occurs in the combustion chamber, the ignition advance angle is gradually increased according to the preset accuracy until knocking occurs in the combustion chamber, at which point the increase in the ignition advance angle is stopped.

[0015] By applying the technical solution of this invention, the flow rate and direction of the gas entering the pre-combustion chamber are effectively controlled through the arrangement of the pre-combustion chamber and the mixing intake channel on the cylinder head. The turbulence structure can change the airflow velocity entering the pre-combustion chamber from the mixing intake channel, transforming the originally high-speed, vortex-like tumble gas into a weak vortex and low-velocity state suitable for ignition. This ensures stable ignition of the gas in the pre-combustion chamber, reduces the demand for ignition energy, optimizes combustion efficiency, significantly improves the ignition efficiency and combustion stability of the gas engine in tumble combustion mode, effectively prevents knocking, reduces fuel consumption, and reduces emissions. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1A schematic diagram of the overall system structure of an embodiment of a combustion system according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a gas engine assembly system structure according to an embodiment of a combustion system based on the present invention is shown.

[0019] The above figures include the following reference numerals:

[0020] 10. Cylinder block;

[0021] 20. Piston;

[0022] 30. Cylinder head; 31. Pre-combustion chamber; 32. Mixing intake passage; 33. Spark plug; 34. Thermocouple sensor;

[0023] 40. Combustion chamber;

[0024] 50. Turbulence structure;

[0025] 61. ECU controller; 62. Mixer; 63. Knock sensor; 64. EGR system. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, 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.

[0029] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0030] Combined with appendix Figure 1-2 As shown, a combustion system is provided according to a specific embodiment of this application.

[0031] Specifically, the combustion system includes a cylinder block 10 with a receiving cavity, a piston 20 movably disposed within the receiving cavity, and a cylinder head 30 connected to the cylinder block 10. The side of the cylinder head 30 facing the piston 20 and at least a portion of the end face of the piston 20 form a combustion chamber 40. The cylinder head 30 is provided with a pre-combustion chamber 31 and a mixing intake passage 32. The outlet end of the mixing intake passage 32 communicates with the pre-combustion chamber 31, and the bottom of the pre-combustion chamber 31 communicates with the combustion chamber 40. A turbulence structure 50 is provided within the mixing intake passage 32 to change the flow rate and direction of the gas entering the pre-combustion chamber 31 from the mixing intake passage 32.

[0032] In this embodiment, the pre-combustion chamber 31 and the mixing intake channel 32 on the cylinder head 30 effectively control the gas flow rate and direction entering the pre-combustion chamber 31. The turbulence structure 50 can change the airflow velocity entering the pre-combustion chamber 31 from the mixing intake channel 32, transforming the originally high-speed, vortex-like tumbling gas into a weak vortex and low-velocity state suitable for ignition. This ensures stable ignition of the gas in the pre-combustion chamber 31, reduces the ignition energy requirement, and optimizes combustion efficiency.

[0033] Specifically, the axis of the mixing intake channel 32 is set at a first angle to the vertical direction.

[0034] In this embodiment, by setting the axis of the mixing intake channel 32 at a first angle to the vertical direction, the flow direction and velocity of the mixed gas entering the pre-combustion chamber 31 are effectively controlled. The first angle ranges from 7° to 10°, and is preferably set to 8°.

[0035] Specifically, a spark plug 33 and a thermocouple sensor 34 are installed in the pre-combustion chamber 31.

[0036] In this embodiment, precise ignition and real-time monitoring of the combustion state are achieved through the spark plug 33 and thermocouple sensor 34 installed inside the pre-combustion chamber 31. The special porous gas passage layout of the pre-combustion chamber 31 ensures thorough mixing of gas and air, while reducing the impact of high-speed airflow caused by tumble flow on ignition, making the ignition process more stable and reliable.

[0037] Specifically, the turbulence structure 50 is a vortex fan structure installed in the mixing intake channel 32.

[0038] In this embodiment, the turbulence structure 50 is disposed in the mixing intake channel 32 and adopts a vortex fan structure design. When rotating, it generates vortices, which can increase the turbulence of the gas flow in the mixing intake channel 32, effectively promoting the uniform mixing of air and fuel, thereby improving combustion efficiency.

[0039] Specifically, the bottom of the pre-combustion chamber 31 is provided with an injection hole group. The axis of one of the injection holes is arranged to coincide with the axis of the mixing intake passage 32, and the axis of at least one injection hole in the remaining injection hole groups is arranged at a second angle to the axis of the mixing intake passage 32. The second angle is in the range of 40°-50°, preferably set to 45°.

[0040] In this embodiment, the axis of one of the injection orifice groups is aligned with the axis of the mixing intake channel 32, ensuring that fuel can directly and efficiently enter the core area of ​​the pre-combustion chamber 31. This promotes thorough mixing of fuel and air during the initial combustion stage, improving combustion efficiency and ignition reliability. At least one injection orifice in the remaining injection orifice groups is positioned at a second angle to the axis of the mixing intake channel 32. This allows fuel injection to diffuse not only towards the central axis but also laterally, creating a multi-dimensional fuel distribution. This helps to expand the combustion area, increase the combustion surface area, further improve combustion efficiency, reduce local over-rich or over-lean phenomena, and achieve a more uniform and complete combustion process.

[0041] In another embodiment of the present invention, a vehicle is provided, including the combustion system described above, wherein the combustion system includes a gas engine assembly, the gas engine assembly includes a cylinder block 10 and a cylinder head 30, and an ECU controller 61, a mixer 62, a knock sensor 63 and an EGR system 64 connected to the cylinder block 10.

[0042] In this embodiment, the combined design of the cylinder block 10 and cylinder head 30 ensures the structural stability and sealing of the gas engine assembly, providing the necessary physical space and environmental conditions for the combustion process. The ECU controller 61 can precisely control the operating parameters of the combustion system, optimize combustion efficiency, and improve vehicle performance. The mixer 62 achieves uniform mixing of fuel and air, which helps to improve the stability and completeness of combustion. The knock sensor 63 can detect the knocking situation in the combustion chamber 40 in real time and feed it back to the ECU controller 61, enabling it to adjust combustion parameters in a timely manner, prevent or mitigate knocking, protect the engine from damage, and maintain its optimal operating condition. The EGR system 64 can reintroduce some exhaust gas into the combustion chamber 40, lower the combustion temperature to achieve a more environmentally friendly combustion process, and reduce vehicle emissions.

[0043] In another embodiment of the present invention, an ignition control method for a combustion system is provided for controlling the aforementioned combustion system. The control method includes acquiring operating condition information of the combustion system and combustion condition information within the combustion chamber 40. The operating condition information of the combustion system includes engine speed information and load information, while the combustion condition information includes EGR rate and airflow pressure information within the mixing intake passage 32. Based on the combustion condition information, it is determined whether knocking is occurring within the combustion chamber 40. If knocking is determined to be occurring within the combustion chamber 40, the ignition advance angle is adjusted according to a preset precision. A control strategy is generated based on the ignition advance angle, and this control strategy is used to control the spark plug 33 to perform ignition operations on the combustion chamber 40.

[0044] In this embodiment, the operating conditions of the combustion system and the combustion conditions within the combustion chamber 40 can be monitored and evaluated in real time. When knocking is detected within the combustion chamber 40, the control system will precisely adjust the ignition advance angle based on the acquired combustion condition information to optimize the combustion process and reduce the occurrence of knocking.

[0045] Specifically, when it is determined that knocking is occurring in the combustion chamber 40, the ignition advance angle is adjusted according to a preset precision. This includes acquiring the latest combustion condition information in the combustion chamber 40 within a preset engine operating cycle, determining whether knocking has actually occurred in the combustion chamber 40 based on the latest combustion condition information, and adjusting the ignition advance angle according to a preset precision when it is determined that knocking has actually occurred in the combustion chamber 40.

[0046] In this embodiment, the mechanism for acquiring the latest combustion condition information within the combustion chamber 40 can monitor the combustion state within a preset engine operating cycle in real time, ensuring accurate control of the combustion process. If the system determines that knocking has indeed occurred within the combustion chamber 40, it will immediately adjust the ignition advance angle according to a preset precision, changing the ignition advance angle to a safer angle more suitable for the current operating conditions, thereby suppressing knocking, protecting the engine, and improving combustion efficiency.

[0047] Specifically, the ignition advance angle is adjusted according to a preset precision, including gradually reducing the ignition advance angle according to a preset precision until knocking does not occur within 40° of the combustion chamber.

[0048] In this embodiment, the ignition advance angle is gradually reduced according to a preset precision until knocking does not occur within 40° of the combustion chamber. This process not only improves the engine's operating efficiency and stability but also effectively extends its service life, ensuring safety and comfort during driving.

[0049] Specifically, if it is confirmed that no knocking occurs in the combustion chamber 40, the ignition advance angle is gradually increased according to the preset accuracy until knocking occurs in the combustion chamber 40 and then the ignition advance angle is stopped.

[0050] In this embodiment, the ignition advance angle is gradually increased according to a preset precision. Once knock is detected, the increase in the ignition advance angle is immediately stopped, thus avoiding engine damage caused by knock and ensuring that the engine operates in the best condition.

[0051] In another embodiment of the present invention, to address the deficiencies and shortcomings of the prior art, the present invention optimizes the ignition scheme through both structural and strategic aspects. Structurally, by optimizing the intake duct design, a controllable tumble flow is formed within the combustion chamber 40, thereby improving the technology of mixture formation and combustion. By separating the tumble flow, a localized gas stream is diverted into the pre-combustion chamber 31, where blades alter the airflow direction and velocity for ignition. This reduces ignition difficulty and avoids the disadvantages of high tumble flow velocity and high ignition energy requirements. Strategically, traditional gas engine ignition strategies often employ fixed-sequence ignition, which struggles to adapt to the complex in-cylinder airflow during tumble combustion, leading to unstable combustion efficiency and insufficient emission control precision. The present invention addresses the technical pain points of the prior art, such as the mismatch between ignition timing and tumble breakup stage, and flame propagation interference from turbulence, by dynamically adjusting ignition parameters through real-time monitoring of tumble intensity. Its core innovation lies in combining a quantitative model of tumble motion characteristics with an adaptive control algorithm, enabling the ignition system to intelligently adjust according to the real-time in-cylinder airflow state, significantly improving combustion uniformity and thermal efficiency.

[0052] In another embodiment of the present invention, the technical solution of the present invention will be clearly and completely described in conjunction with specific embodiments. 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 are within the scope of protection of the present invention.

[0053] Specifically, a schematic diagram of an ignition and combustion system and strategy structure for a gas engine based on tumble combustion is presented. Figure 1Cylinder head 30, spark plug 33, pre-combustion chamber 31, mixed intake passage 32, turbulence structure 50, thermocouple sensor 34, combustion chamber 40, piston 20, porous intake passage. Figure 2 This includes an ECU controller 61, a cylinder head 30, a mixer 62, a knock sensor 63, and an EGR system 64. The cylinder head 30, piston 20, and intake manifold form a combustion chamber 40 between the piston 20 and cylinder head 30. The cylinder head 30 houses the intake manifold, a turbulence structure 50, a pre-combustion chamber 31, and a spark plug 33. The spark plug 33's head is located within the pre-combustion chamber 31. The turbulence structure 50 is positioned above and communicates with the pre-combustion chamber 31. Air, fuel gas, and EGR exhaust gas mix and enter the tumble intake manifold. A portion of the airflow passes through a flow divider within the cylinder head 30 and proportionally enters the mixing intake passage 32. The turbulence structure 50 alters the flow rate and direction of the mixed gas, transforming the strong tumble flow into a weak vortex with a low velocity before entering the pre-combustion chamber 31 and being ignited by the spark plug 33. The mixing intake passage 32 is arranged at an angle of 7°-10° with the cylinder head 30, which is the first angle. The turbulence structure 50 has 3 (or an odd number) blades. The mixed gas is converted by the fan blades, which approximately satisfies the equation of change of angular momentum: τ=km(r2 Vθ2-r1Vθ1).

[0054] in:

[0055] τ: Torque applied to the blade (N·m);

[0056] m: mass flow rate (kg / s);

[0057] r1, r2: Inlet and outlet radii (m);

[0058] Vθ1, Vθ2: Inlet and outlet circumferential velocities (m / s);

[0059] k: Correction factor;

[0060] vortex angular acceleration α = τ / Ieff = km(r2Vθ2 - r1Vθ1) / Ieff;

[0061] in:

[0062] Ieff: Effective rotational inertia of eddy current (kg·m²).

[0063] Export circumferential speed:

[0064] Vθ2 = Vθ1 + 2ωr2sinβ;

[0065] in:

[0066] ω: Angular velocity of blade rotation (rad / s);

[0067] β: Blade installation angle (rad);

[0068] Actual angular acceleration = η α (η≈0.8 to 0.9, where η is efficiency).

[0069] The bottom of the pre-combustion chamber 31 is equipped with a perforated gas passage that extends into the bathtub-shaped combustion chamber 40. The gas passage has 9 holes, with the central nozzle coinciding with the inclined axis of the pre-combustion chamber 31, and the remaining 8 holes evenly distributed at an angle of 40°-50° to the axis, i.e., the second included angle. The main nozzle (0.3 mm in diameter) and the auxiliary nozzle (0.1 mm in diameter) control the natural gas supply ratio in the mixer 62 according to different engine operating conditions, so that the in-cylinder mixture has a concentration gradient stratification, achieving a longitudinal stratified distribution of exhaust gas-oil gas-exhaust gas, which is then ignited through the pre-combustion chamber 31.

[0070] A thermocouple temperature sensor 34 is located in the pre-combustion chamber 31 to monitor its temperature. Combined with a knock sensor 63, it monitors in-cylinder combustion. The engine's dynamic ignition control technology intelligently adjusts the ignition timing by monitoring engine operating conditions in real time, achieving an optimal balance between efficiency and emissions. The core of this real-time ignition timing adjustment method lies in the intelligent control of the ECU controller 61: the ECU controller 61 adjusts the ignition advance angle (MBT) in real time, optimizing combustion efficiency by combining parameters such as engine speed and load. The system uses a sensor network to monitor knock signals, adjusting the ignition angle with a 0.1° CA accuracy, and linking EGR rate and boost pressure (i.e., the pressure in the intake manifold) parameters to achieve multi-dimensional control. It can adjust the ignition timing according to real-time operating conditions, optimizing combustion efficiency and preventing knock damage. Based on the input signals from the knock sensor 63 and the temperature sensor, the ECU calculates the optimal ignition timing through algorithms to achieve the dual goals of preventing knock and optimizing combustion.

[0071] The purpose of knock control is to ensure that there is only a small margin between the ignition timing and the edge of knock, thus controlling knock to protect the engine while effectively maximizing engine output power and reducing fuel consumption. When engine knock occurs, the ECU controller 61 identifies whether knock has occurred and, based on the knock intensity input signal, determines whether knock has actually occurred after 2-3 engine cycles, avoiding false alarms. When engine knock is detected, the ECU controller 61 gradually decreases the ignition advance angle through a control strategy until knock is eliminated. Subsequently, the ignition advance angle is gradually increased until knock occurs again, at which point the aforementioned feedback control is restored. To better achieve knock control, the ignition angle is designed to recede and recover at non-fixed angles during knock, i.e., fast knock recede angle and slow knock recede angle. Dynamic ignition adjustment is achieved through this strategy.

[0072] In addition to the knock sensor 63, the ignition timing is adjusted and corrected by monitoring the in-cylinder temperature and controlling the program of the ECU controller 61. The relationship between the ignition advance angle adjustment ΔA and the in-cylinder temperature T can be expressed as: ΔA = k·(T-T0), where k is the correction coefficient and T0 is the reference temperature. For gas engines, the temperature correction coefficient is usually larger than that for gasoline engines because the combustion speed of gas is faster. The higher the in-cylinder temperature, the faster the combustion speed of the air-fuel mixture, requiring a reduction in the ignition advance angle. The in-cylinder temperature is monitored in 50°C increments. Gradient adjustments are made. By controlling the EGR system 64 and the mixer 62, the intake air volume is adjusted to optimize the combustion scheme.

[0073] In another embodiment of the invention, the cylinder head features a pre-combustion structure combined with a main combustion chamber. The intake chamber employs a split-flow arrangement, with an odd-numbered blade fan within the split-flow chamber for airflow adjustment. The tumble flow is locally altered to a weak vortex flow direction, reducing the flow velocity and facilitating ignition. A thermocouple temperature sensor and spark plug 33 are arranged within the pre-combustion chamber 31. The bottom of the pre-combustion chamber 31 uses a multi-hole design (9 holes, including main injection holes and auxiliary injection holes), identical to that of the main combustion chamber. The ECU controls the dynamic ignition control strategy by monitoring the knock sensor 63. The ECU also controls the dynamic ignition control strategy by monitoring the combustion temperature.

[0074] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0075] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0076] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0077] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A combustion system, characterized in that, include: The cylinder body (10) has a receiving cavity; Piston (20), which is movably disposed within the receiving cavity; Cylinder head (30), which is connected to the cylinder block (10), and the cylinder head (30) is configured to form a combustion chamber (40) between the side of the cylinder head (30) facing the piston (20) and at least a portion of the end face of the piston (20). The cylinder head (30) is provided with a pre-combustion chamber (31) and a mixing intake passage (32). The outlet end of the mixing intake passage (32) is connected to the pre-combustion chamber (31), and the bottom of the pre-combustion chamber (31) is connected to the combustion chamber (40). A turbulence structure (50) is provided in the mixing intake passage (32). The turbulence structure (50) is used to change the flow rate and direction of the gas entering the pre-combustion chamber (31) from the mixing intake passage (32).

2. The combustion system according to claim 1, characterized in that, The axis of the mixing intake channel (32) is set at a first angle to the vertical direction.

3. The combustion system according to claim 1 or 2, characterized in that, The pre-combustion chamber (31) is equipped with a spark plug (33) and a thermocouple sensor (34).

4. The combustion system according to claim 1 or 2, characterized in that, The turbulence structure (50) is a vortex fan structure disposed in the mixing intake channel (32).

5. The combustion system according to claim 1, characterized in that, The bottom of the pre-combustion chamber (31) is provided with an injection hole group, the axis of one of the injection holes group is arranged to coincide with the axis of the mixing intake channel (32), and the axis of at least one injection hole in the remaining injection hole group is arranged at a second angle to the axis of the mixing intake channel (32).

6. A vehicle comprising a combustion system, characterized in that, The combustion system is the combustion system according to any one of claims 1 to 5, wherein the combustion system comprises: The gas engine assembly includes the cylinder block (10) and the cylinder head (30), as well as an ECU controller (61), a mixer (62), a knock sensor (63) and an EGR system (64) connected to the cylinder block (10).

7. An ignition control method for a combustion system, characterized in that, The control method is used to control the combustion system according to any one of claims 1 to 5, and the control method includes the following steps: Acquire the operating condition information of the combustion system and the combustion condition information in the combustion chamber, wherein the operating condition information of the combustion system includes engine speed information and load information, and the combustion condition information includes EGR rate and airflow pressure information in the mixing intake passage; Based on the combustion condition information, it is determined whether knocking is occurring in the combustion chamber; If it is determined that knocking is occurring in the combustion chamber, the ignition advance angle is adjusted according to a preset precision. Based on the ignition advance angle generation control strategy, the control strategy is used to control the spark plug to perform ignition work on the combustion chamber.

8. The ignition control method according to claim 7, characterized in that, When it is determined that knocking is occurring in the combustion chamber, the ignition advance angle is adjusted according to a preset precision, including: Obtain the latest combustion condition information in the combustion chamber within the preset cycle of engine operation, and determine whether knocking has actually occurred in the combustion chamber based on the latest combustion condition information; If it is determined that knocking has actually occurred in the combustion chamber, the ignition advance angle is adjusted according to the preset precision.

9. The ignition control method according to claim 7 or 8, characterized in that, Adjusting the ignition advance angle according to a preset precision includes: The ignition advance angle is gradually reduced according to a preset precision until knocking does not occur in the combustion chamber.

10. The ignition control method according to claim 7, characterized in that, If it is determined that no knocking has occurred in the combustion chamber, the ignition advance angle is gradually increased according to the preset accuracy until knocking occurs in the combustion chamber and then the ignition advance angle is stopped.

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