Pre-combustion chamber, regulation and control method of pre-combustion chamber, engine, control method of engine and vehicle

Abstract

The invention relates to a pre-combustion chamber, a regulation and control method of the pre-combustion chamber, an engine, a control method of the engine and a vehicle. And one part of the first movable mechanism is configured to be movably mounted in the inner cavity of the pre-combustion chamber so as to change the volume of the inner cavity of the pre-combustion chamber.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a pre-combustion chamber and its regulation method, an engine and its control method, and a vehicle. Background Technology

[0002] In related technologies, to improve the energy efficiency of the engine ignition system, a pre-combustion chamber technology is employed. This technology divides the engine cylinder into a main combustion chamber and a pre-combustion chamber. The spark plug is installed in the pre-combustion chamber, and after ignition, the flame from the pre-combustion chamber enters the main combustion chamber through an injection nozzle, igniting the air-fuel mixture inside. However, in these technologies, the compression ratio within the pre-combustion chamber cannot be adjusted, which is detrimental to the engine's fuel economy under different operating conditions. Summary of the Invention

[0003] This application provides a pre-combustion chamber and its regulation method, an engine and its control method, and a vehicle, which can effectively adjust the compression ratio of the pre-combustion chamber to at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a pre-combustion chamber is provided, disposed in an engine, the pre-combustion chamber comprising:

[0005] Pre-combustion chamber;

[0006] A first movable mechanism, at least a portion of which is configured to be movably mounted in the pre-combustion chamber to change the volume of the pre-combustion chamber.

[0007] Optionally, the first movable mechanism is connected to a first driving mechanism, the pre-combustion chamber includes a pre-combustion chamber body, the pre-combustion chamber body is provided with the pre-combustion chamber inner cavity, and the first driving mechanism is configured to drive the first movable mechanism to slide relative to the pre-combustion chamber body.

[0008] Optionally, the pre-combustion chamber body includes a side wall, the side wall being provided with a sliding cavity, and the first movable mechanism being slidably installed in the sliding cavity.

[0009] Optionally, the sliding cavity includes a first sliding cavity and a connecting cavity, the connecting cavity connecting to the pre-combustion chamber, and the first movable mechanism includes a sliding member, the sliding member being configured to separate the first sliding cavity and the connecting cavity.

[0010] Optionally, the first sliding cavity is disposed within the side wall, and the end of the first sliding cavity is configured to be closed by the sliding member.

[0011] Optionally, the slider is slidably mounted in the sliding cavity to adjust the volume of the communicating cavity under the drive of the first driving mechanism.

[0012] Optionally, the first driving mechanism includes a first elastic element disposed in the communicating cavity and liquid in the first sliding cavity. One end of the first elastic element elastically abuts against the side of the sliding element away from the first sliding cavity. The sliding element is configured to be driven by the liquid pressure in the first sliding cavity and the first elastic element.

[0013] Optionally, the ratio of the volume of the sliding cavity to the volume of the pre-combustion chamber is 0.2 to 0.5.

[0014] Optionally, the pre-combustion chamber includes a nozzle that connects the inner cavity of the pre-combustion chamber to the main combustion chamber; the pre-combustion chamber further includes a second movable mechanism, at least a portion of which is configured to be movably mounted on the main body of the pre-combustion chamber so that the relative position of the second movable mechanism and the nozzle changes the communication area of ​​the nozzle connecting the inner cavity of the pre-combustion chamber and the main combustion chamber.

[0015] Optionally, the second movable mechanism is connected to a second drive mechanism, which is configured to drive the second movable mechanism to rotate relative to the pre-combustion chamber body.

[0016] Optionally, the pre-combustion chamber body includes a side wall, the side wall is provided with a rotating cavity, and the second movable mechanism includes a rotating component, which rotates within the rotating cavity.

[0017] Optionally, the rotating cavity includes a first rotating cavity and a compression cavity, the first rotating cavity being connected to the outlet of the second hydraulic drive mechanism, and the second movable mechanism including a rotating member, a portion of which separates the first rotating cavity and the compression cavity.

[0018] Optionally, the rotating member includes a main body and a rotating part connected to one end of the main body. The rotating part is configured to rotate within the rotating cavity, and the main body is configured to rotate within the pre-combustion chamber body to change the relative position of the main body and the nozzle, thereby changing the communication area of ​​the nozzle connecting the pre-combustion chamber cavity and the main combustion chamber.

[0019] Optionally, the second movable mechanism further includes a second elastic element disposed in the compression chamber and liquid in the rotation chamber. The second elastic element elastically abuts against the rotating part, and the rotating part is configured to be driven by the liquid pressure in the rotation chamber and the second elastic element to rotate relative to the pre-combustion chamber body.

[0020] Optionally, the main body is provided with an adjustment hole, which is configured to rotate relative to the spray hole.

[0021] Optionally, the number of nozzles is n, and the angle at which the rotating member can rotate relative to the main body of the pre-combustion chamber is set to be no greater than the ratio of 360° to 2n.

[0022] Optionally, the first drive mechanism and the second drive mechanism are configured to synchronously drive the first active mechanism and the second active mechanism.

[0023] Optionally, the first drive mechanism includes a first hydraulic drive mechanism, and the second drive mechanism includes a second hydraulic drive mechanism. Both the first hydraulic drive mechanism and the second hydraulic drive mechanism are configured to provide liquids of different pressures to drive the first movable mechanism and the second movable mechanism.

[0024] Optionally, it also includes a main drive mechanism, wherein both the first hydraulic drive mechanism and the second hydraulic drive mechanism are connected to the main drive mechanism.

[0025] According to a second aspect of this application, a method for regulating a pre-combustion chamber is also provided, the method comprising: regulating the installation position of at least a portion of the first movable mechanism in the pre-combustion chamber cavity, thereby adjusting the volume of the pre-combustion chamber cavity.

[0026] Optionally, the control method includes: controlling the installation position of at least a portion of the second active mechanism in the pre-combustion chamber, thereby adjusting the communication area of ​​the nozzle connecting the pre-combustion chamber and the main combustion chamber.

[0027] Optionally, adjusting the installation position of at least a portion of the first movable mechanism within the pre-combustion chamber includes: adjusting the liquid pressure of the first hydraulic drive mechanism to drive at least a portion of the first movable mechanism to slide within the pre-combustion chamber.

[0028] Optionally, the installation position of at least a portion of the second movable mechanism in the pre-combustion chamber further includes: adjusting the liquid pressure of the second hydraulic drive mechanism to drive at least a portion of the second movable mechanism to rotate in the pre-combustion chamber.

[0029] According to a third aspect of this application, an engine is also provided, including the aforementioned pre-combustion chamber.

[0030] According to a fourth aspect of this application, the engine control method includes: driving at least a portion of a first movable mechanism of the engine's pre-combustion chamber to move within the pre-combustion chamber cavity according to the engine load, thereby adjusting the volume of the pre-combustion chamber cavity.

[0031] Optionally, the engine control method includes: driving at least a portion of the second movable mechanism of the engine's pre-combustion chamber to move within the pre-combustion chamber cavity according to the engine load, thereby adjusting the communication area between the nozzle and the pre-combustion chamber cavity and the main combustion chamber.

[0032] Optionally, the engine control method includes:

[0033] When the load of the engine is within a first preset range, the first movable mechanism is controlled to move so that the volume of the communicating cavity connected to the pre-combustion chamber is the first volume.

[0034] And / or, when the load of the engine is within a first preset range, the second movable mechanism is controlled to rotate so that the communication area between the nozzle and the pre-combustion chamber and the main combustion chamber is the first communication area.

[0035] Optionally, when the load of the engine is within a second preset range, the first movable mechanism moves such that the volume of the communicating cavity is the second volume;

[0036] And / or, when the load of the engine is within a second preset range, the second movable mechanism is controlled to rotate so that the communication area between the nozzle and the pre-combustion chamber is the second communication area;

[0037] Wherein, the second preset range is greater than the first preset range, the first volume is less than the second volume, and the second connected area is less than the first connected area.

[0038] Optionally, when the engine load is within a third preset range, the first movable mechanism is controlled to move so that the volume of the communicating cavity is a third solvent;

[0039] And / or, when the load of the engine is within a third preset range, the second movable mechanism is controlled to rotate so that the communication area between the nozzle and the pre-combustion chamber is the third communication area;

[0040] Wherein, the third preset range is located between the first preset range and the second preset range, the third volume is located between the first volume and the second volume, and the third connected area is located between the second connected area and the first connected area.

[0041] According to a fourth aspect of this application, a vehicle is also provided, including the engine described above or a control method for implementing the engine described above.

[0042] In the pre-combustion chamber of this application embodiment, since the first drive mechanism is movably installed in the pre-combustion chamber cavity to change the volume of the pre-combustion chamber cavity, the compression ratio of the pre-combustion chamber cavity can be adjusted under different operating conditions, thereby improving the fuel economy of the engine.

[0043] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0046] Figure 1 This is a partial structural schematic diagram of the generator provided in an exemplary embodiment of this disclosure;

[0047] Figure 2 This is a schematic diagram of the pre-combustion chamber and spark plug of the generator provided in an exemplary embodiment of this disclosure;

[0048] Figure 3 This is a partial cross-sectional structural diagram of the pre-combustion chamber and spark plug of the generator provided in an exemplary embodiment of this disclosure;

[0049] Figure 4 This is an explosion diagram of the pre-combustion chamber and spark plug of the generator provided in an exemplary embodiment of this disclosure;

[0050] Figure 5 This is a partial cross-sectional structural schematic diagram of the pre-combustion chamber and spark plug of the generator provided in an exemplary embodiment of this disclosure from another perspective.

[0051] Figure 6 yes Figure 5 A magnified view of a portion of the image;

[0052] Figure 7 This is a partial cross-sectional schematic diagram of the pre-combustion chamber and spark plug of the generator provided in an exemplary embodiment of this disclosure from another perspective.

[0053] Figure 8 This is a partial cross-sectional schematic diagram of the pre-combustion chamber body and nozzle after the generator is in a low-load operating state according to an exemplary embodiment of this disclosure;

[0054] Figure 9 This is a partial cross-sectional schematic diagram from another perspective after the generator is in a low-load operating state and the pre-combustion chamber body and nozzle are separated, according to an exemplary embodiment of this disclosure.

[0055] Figure 10 This is a partial cross-sectional schematic diagram of the pre-combustion chamber body and nozzle after the generator is in a medium load operating state, according to an exemplary embodiment of this disclosure.

[0056] Figure 11 This is a partial cross-sectional schematic diagram from another perspective after the pre-combustion chamber body and nozzle are separated, provided in an exemplary embodiment of this disclosure, when the generator is operating under medium load.

[0057] Figure 12 This is a partial cross-sectional schematic diagram of the pre-combustion chamber body and nozzle after the generator is in a high-load working state, according to an exemplary embodiment of this disclosure.

[0058] Figure 13 yes Figure 12 A magnified view of a portion of the image;

[0059] Figure 14 This is a schematic diagram of the main steps of a pre-combustion chamber control method provided in one embodiment of this application;

[0060] Figure 15 This is a schematic diagram of some steps of the pre-combustion chamber control method provided in one embodiment of this application;

[0061] Figure 16 This is a schematic diagram of another part of the steps of the pre-combustion chamber control method provided in one embodiment of this application;

[0062] Figure 17 This is a schematic diagram of the main steps of an engine control method provided in one embodiment of this application;

[0063] Figure 18 This is a schematic diagram of some steps of an engine control method provided in one embodiment of this application;

[0064] Figure 19 This is a schematic diagram of another part of the steps of the engine control method provided in one embodiment of this application;

[0065] Explanation of reference numerals in the attached figures:

[0066] 100. Engine;

[0067] 1. Cylinder head;

[0068] 2. Pre-combustion chamber; 21. Pre-combustion chamber main body; 211. Top cover; 212. Side wall; 213. Outer side wall; 214. Inner side wall; 215. Notch; 22. Nozzle; 221. Spray hole; 222. Nozzle side wall; 223. Nozzle inner cavity; 23. Pre-combustion chamber inner cavity; 24. Sliding cavity; 241. First sliding cavity; 242. Connecting cavity; 25. Rotating cavity; 251. First rotating cavity; 252. Compression cavity;

[0069] 3. Main combustion chamber; 4. Spark plug; 41. Spark plug electrode; 5. Gasket;

[0070] 610. First drive mechanism; 620. Second drive mechanism; 61. First hydraulic pipe; 62. Second hydraulic pipe; 63. Main drive mechanism;

[0071] 7. First moving mechanism; 71. Sliding component; 72. First elastic component;

[0072] 8. Second movable mechanism; 81. Rotating component; 811. Main body; 812. Rotating component; 813. Adjustment hole; 82. Second elastic component; Detailed Implementation

[0073] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0074] This application provides an engine; please refer to [link / reference]. Figures 1 to 3 The engine 100 includes a cylinder head 1, a cylinder, a pre-combustion chamber 2, a main combustion chamber 3, and a spark plug 4.

[0075] The cylinder head 1 is used to seal the cylinder. The cylinder head includes an intake structure, an exhaust structure, a fuel injector, and a cooling structure. The intake structure introduces air into the cylinder, and the exhaust structure discharges exhaust gases. The intake structure controls the intake via an intake valve, and the exhaust structure controls the exhaust via an exhaust valve. The fuel injector is configured to inject fuel, and the cooling structure includes cooling pipes to cool the engine.

[0076] The main combustion chamber 3 is the space formed between the top of the piston and the cylinder head 1 after the piston reaches top dead center. In the pre-combustion chamber 2, fuel mixes and burns with air, and the energy generated drives the piston to move, thereby achieving power output.

[0077] The pre-combustion chamber 2 includes a pre-combustion chamber body 21, which is connected to the cylinder head 1 via a threaded structure. The pre-combustion chamber body 21 has external threads on its exterior, and the cylinder head 1 has internal threads that match the external threads of the pre-combustion chamber body 21. A gasket 5 is also provided between the pre-combustion chamber 2 and the cylinder head 1 for buffering and sealing. The pre-combustion chamber body 21 includes a top cover 211 and a side wall 212. The top cover 211 is connected to the top of the side wall 212. The top cover 211 and the side wall 212 together form the pre-combustion chamber cavity 23. A nozzle 22 is also provided at the bottom of the pre-combustion chamber body 21. The nozzle 22 has multiple nozzle holes 221. The pre-combustion chamber body 21 is connected to the cylinder head 1, and the nozzle 22 at the bottom of the pre-combustion chamber body 21 extends into the main combustion chamber 3. The nozzle 22 of the pre-combustion chamber 2 does not collide with the piston.

[0078] Spark plug 4 is installed in the central area of ​​the top cover 211 of the pre-combustion chamber 2. The spark plug 4 has internal threads on its exterior, and the inner wall of the top cover 211 of the pre-combustion chamber 2 has internal threads that match the external threads of the spark plug 4. Spark plug 4 and pre-combustion chamber 2 constitute the engine's ignition system. Spark plug 4 includes a spark plug electrode 41, which discharges and ignites the gas-fuel mixture in the inner cavity 23 of the pre-combustion chamber. By providing the pre-combustion chamber 2, spark plug 4 discharges and ignites the gas-fuel mixture in the inner cavity 23 of the pre-combustion chamber, forming a flame jet. The flame jet enters the main combustion chamber 3 through multiple nozzles 221 at the bottom of the pre-combustion chamber 2 and ignites the gas-fuel mixture inside the main combustion chamber 3. Understandably, since the volume of the pre-combustion chamber 23 is smaller than that of the main combustion chamber, the spark plug 4 only needs a small amount of ignition energy to ignite the gas mixture in the pre-combustion chamber 23 and ignite the gas mixture in the main combustion chamber through the flame jet formed in the pre-combustion chamber 23. This effectively reduces the ignition energy, avoids misfire, accelerates combustion efficiency, and improves the fuel economy of the engine.

[0079] In related technologies, the compression ratio of the pre-combustion chamber cannot be adjusted, which is detrimental to the fuel economy of the engine under different operating conditions.

[0080] In the embodiments of this application, by improving the pre-combustion chamber structure, the compression ratio of the engine's pre-combustion chamber can be adjusted, thereby improving the engine's fuel economy under different operating conditions.

[0081] Please see Figures 2 to 4 The pre-combustion chamber includes a first movable mechanism 7, which is configured to be movably installed on the pre-combustion chamber body 21 to change the volume of the pre-combustion chamber cavity 23.

[0082] In related technologies, the compression ratio of the pre-combustion chamber and the cross-sectional area of ​​the nozzle connecting the pre-combustion chamber and the main combustion chamber cannot be adjusted synchronously, which is detrimental to the fuel economy of the engine under different operating conditions.

[0083] In the embodiments of this application, the compression ratio of the engine's pre-combustion chamber is adjustable, and the cross-sectional area of ​​the multiple nozzles in the pre-combustion chamber that are connected to the main combustion chamber cavity is also adjustable, thereby adapting to different engine operating conditions.

[0084] Please see Figures 2 to 4 The pre-combustion chamber includes a first moving mechanism 7 and a second moving mechanism 8.

[0085] The first movable mechanism 7 is connected to the first driving mechanism 610. The first movable mechanism 7 is configured to be driven by the first driving mechanism 610 and thus move relative to the pre-combustion chamber body 21 to change the volume of the pre-combustion chamber cavity 23.

[0086] The second movable mechanism 8 is connected to the second drive mechanism 620. The second movable mechanism 8 is configured to be driven by the second drive mechanism 620 and move relative to the nozzle 22. At least a portion of the second movable mechanism 8 can be used to block a portion of a plurality of nozzle holes 221 and thereby adjust the communication area between the nozzle 22 and the pre-combustion chamber and the main combustion chamber.

[0087] In this embodiment, the driving forces of the first drive mechanism 610 and the second drive mechanism 620 are configured to be synchronously adjustable, so that the compression ratio of the pre-combustion chamber 23 and the opening state of the multiple nozzles can be adjusted synchronously. In other alternative embodiments, the driving forces of the first drive mechanism and the second drive mechanism are set to be non-synchronously adjustable. The first drive mechanism adjusts the volume of the pre-combustion chamber according to the needs of different engine operating conditions, thereby adjusting the compression ratio of the pre-combustion chamber, and the second drive mechanism adjusts the opening state of the nozzles according to the needs of different engine operating conditions.

[0088] The first drive mechanism 610 and the second drive mechanism 620 are configured to be adjustable according to the engine load. When the engine is under low load, the fuel concentration in the air inside the engine cylinder is low, and the air-to-fuel ratio is greater than 1. The engine cylinder is in a lean combustion state, so the engine ignition system requires a large ignition energy. At this time, the first drive mechanism 610 and the second drive mechanism 620 are given a large driving force, which causes the first movable mechanism 7 to compress the volume of the pre-combustion chamber 23 and increase the engine compression ratio. Simultaneously, the second movable mechanism 8 controls multiple nozzles 221 to be in the open state, so that the communication area between the multiple nozzles 221 and the main combustion chamber is maximized, thus slightly increasing the ignition energy of the spark plug. The fuel in the pre-combustion chamber 23 is ignited, and the hot airflow in the pre-combustion chamber 23 flows into the main combustion chamber through the multiple nozzles 221 and ignites the fuel in the air in the main combustion chamber, and introduces additional turbulence, thereby avoiding misfire, accelerating the combustion rate, and improving the fuel economy of the engine.

[0089] When the engine is operating under medium load, the fuel concentration in the air inside the engine cylinder is normal, and the air-to-fuel ratio is equal to 1. The engine cylinder is in a normal combustion state. At this time, the first drive mechanism 610 and the second drive mechanism 620 are provided with appropriate driving force. Correspondingly, the first movable mechanism 7 makes the compression ratio of the pre-combustion chamber 23 appropriate. Simultaneously, the second movable mechanism 8 adjusts a portion of the multiple nozzles 221 to be in the open state, while the other portion of the multiple nozzles 221 is blocked by the second movable mechanism 8, so that the communication area between the multiple nozzles 221 and the pre-combustion chamber is appropriate. The pre-combustion chamber in this state can not only accelerate combustion and save fuel consumption, but also has good power output.

[0090] When the engine is under heavy load, the fuel concentration in the air inside the engine cylinder is high, and the air-to-fuel ratio is less than 1. The engine is in a rich combustion state, the exhaust temperature is high, and the tendency to knock is enhanced. At this time, the first drive mechanism 610 and the second drive mechanism 620 are given a smaller driving force, which makes the first movable mechanism 7 increase the volume of the pre-combustion chamber 23 and reduce the compression ratio of the engine. Simultaneously, the second movable mechanism 8 controls most of the multiple nozzles 221 to be blocked, so that the communication area between the multiple nozzles 221 and the pre-combustion chamber is minimized. This state of the pre-combustion chamber not only alleviates the knock of the engine, but also reduces the ignition energy of the spark plug and improves the service life of the spark plug.

[0091] Engine full load (WOT) refers to the state in which the engine can operate at its maximum power or maximum torque under specific operating conditions. Under full load, the engine speed, fuel injection quantity, and intake air volume will all reach higher levels to output maximum power to meet high load demands. Situations such as rapid acceleration, climbing hills, or high-speed driving with a full load may cause the engine to approach or reach full load. High engine load is defined as not less than 80% WOT, low engine load as not more than 35% WOT, and medium engine load as greater than 35% WOT but less than 80% WOT. Low engine load corresponds to non-knock operating conditions, and medium engine load corresponds to the high-efficiency and economical operating range.

[0092] Because the first and second drive mechanisms of the pre-combustion chamber synchronously adjust the driving force applied to the first and second movable mechanisms according to the engine load, the first movable mechanism adjusts the pre-combustion chamber cavity to an appropriate compression ratio, and the second movable mechanism adjusts the cross-sectional area of ​​the multiple nozzles connecting to the main combustion chamber. This allows for three different operating modes: reduced fuel consumption under low engine load, reduced knocking under high engine load, and a balance of power output and fuel economy under medium engine load. This improves the EGR rate within the engine's high-efficiency operating range and expands the engine's low-fuel-consumption MAP range, resulting in better engine economy. It is understandable that because the cross-sectional area of ​​the multiple nozzles connecting the pre-combustion chamber to the main combustion chamber is variable, the engine's ignition energy is adjustable, allowing for on-demand ignition energy supply. Therefore, during the engine's operating cycle, this effectively reduces the total discharge energy and discharge time of the spark plugs, extending their lifespan.

[0093] In some embodiments, reference Figure 5 and Figure 6 Both the first drive mechanism 610 and the second drive mechanism 620 are hydraulic drive mechanisms. The first drive mechanism 610 includes a first hydraulic pipe 61, and the second drive mechanism includes a second hydraulic pipe 62.

[0094] The first hydraulic pipe 61 and the second hydraulic pipe 62 are configured to provide fluid at different pressures depending on the engine load. For example... Figure 8 and Figure 9 As shown, when the engine is under low load, the air-fuel ratio of the engine is greater than 1. The air-fuel ratio of the engine is defined as the ratio of air to fuel in the engine cylinder. High-pressure oil is introduced into both the first hydraulic pipe and the second hydraulic pipe 62. The driving force provided by the high-pressure oil to the first movable mechanism 7 and the second movable mechanism 8 reaches its maximum. Correspondingly, the first movable mechanism 7 adjusts the volume of the pre-combustion chamber 23 to the minimum, and the compression ratio of the engine's pre-combustion chamber is at its maximum. The second movable mechanism 8 adjusts the multiple nozzles 221 to open completely, and the energy of the engine's ignition system is at its maximum, thereby accelerating the engine's combustion efficiency and improving the engine's fuel economy.

[0095] like Figure 10 and Figure 11As shown, when the engine is under medium load, medium-pressure oil is supplied to both the first hydraulic pipe 61 and the second hydraulic pipe 62. The medium-pressure oil provides a moderate driving force to the first movable mechanism 7 and the second movable mechanism 8. Correspondingly, the first movable mechanism 7 adjusts the volume of the pre-combustion chamber 23 to a medium state, and the engine compression ratio is at a medium state. The second movable mechanism 8 adjusts to open a portion of the multiple nozzles 221. This state of the pre-combustion chamber can not only accelerate combustion but also save fuel consumption.

[0096] like Figure 12 and Figure 13 As shown, when the engine is under heavy load, low-pressure oil is supplied to both the first hydraulic pipe 61 and the second hydraulic pipe 62. The low-pressure oil provides a smaller driving force to the first movable mechanism 7 and the second movable mechanism 8. Correspondingly, the first movable mechanism 7 adjusts the volume of the pre-combustion chamber 23 to the maximum, and the compression ratio of the engine's pre-combustion chamber is at its minimum. The second movable mechanism 8 adjusts a small portion of the multiple nozzles 221 to open. This state of the pre-combustion chamber not only alleviates engine knocking but also reduces the ignition energy of the spark plugs, thus improving the service life of the spark plugs.

[0097] Continue to refer to Figure 5 and Figure 6 The first hydraulic pipe 61 and the second hydraulic pipe 62 are connected to the same main drive mechanism 63. The main drive mechanism 63 is set as the main hydraulic pipe, which controls the hydraulic state of the hydraulic oil flowing into the main drive mechanism 63, thereby synchronously adjusting the magnitude of the hydraulic force of the hydraulic oil in the first hydraulic pipe 61 and the second hydraulic pipe 62.

[0098] In alternative embodiments, the first drive mechanism and the second drive mechanism are configured as mechanical drive mechanisms.

[0099] In a specific implementation, such as Figures 4 to 7 As shown, the first active mechanism 7 includes a slider 71, and a sliding cavity 24 is provided in the side wall 212 of the pre-combustion chamber body 21. The slider 71 is configured to slide inside the sliding cavity 24.

[0100] The sliding cavity 24 includes a first sliding cavity 241 and a connecting cavity 242. When the first drive mechanism 610 is configured as a hydraulic drive mechanism, the first sliding cavity 241 is configured as a first hydraulic cavity. The first sliding cavity 241 and the connecting cavity 242 are separated by a sliding member 71. The first sliding cavity 241 is connected to the outlet of the first hydraulic pipe 61. The first sliding cavity 241 is disposed within the side wall 212 and its end is closed by the sliding member 71, thus not communicating with the pre-combustion chamber 23. The connecting cavity 242 is connected to the pre-combustion chamber 23. The sliding member 71 is configured to slide within the sliding cavity 24 to adjust the volume of the connecting cavity 242 under the driving action of the first drive mechanism 610.

[0101] like Figures 5 to 7 As shown, taking a hydraulic drive mechanism as an example, the first drive mechanism 610 includes a liquid disposed in a first sliding cavity 241 and a first elastic member 72 disposed in a communicating cavity 242. The first elastic member 72 is connected to the side of the sliding member 71 opposite to the first sliding cavity 241. The first elastic member 72 is configured to elastically abut against the sliding member 71. The sliding member 71 is configured to be driven by the liquid pressure in the first sliding cavity 241 and the first elastic member 72, thereby sliding longitudinally relative to the pre-combustion chamber body 21 to adjust the volume of the pre-combustion chamber 23. The first drive mechanism 610 also includes a first hydraulic pipe 61, the outlet of which is connected to the first sliding cavity 241.

[0102] The first elastic member 72 is configured to extend and retract longitudinally along the pre-combustion chamber body 21 within the connecting cavity 242, and the sliding member 71 simultaneously slides longitudinally along the pre-combustion chamber body 21 to change the volume of the connecting cavity 242 and thus change the compression ratio of the pre-combustion chamber 23. The first sliding cavity 241 is configured to accommodate hydraulic oil flowing from the first hydraulic pipe 61 and is not connected to the pre-combustion chamber 23. The sidewall 212 includes an outer sidewall 213 and an inner sidewall 214, and the bottom of the inner sidewall 214 has a notch 215, through which the connecting cavity 242 and the pre-combustion chamber 23 are connected. The sliding member 71 is disposed between the outer sidewall 213 and the inner sidewall 214, a portion of the sliding cavity 24 is formed between the outer sidewall 213 and the inner sidewall 214, and another portion of the sliding cavity 24 is formed between the outer sidewall 213 and the notch 215.

[0103] like Figure 8 and Figure 9 As shown, when the engine is under low load, high-pressure oil is introduced into the first hydraulic pipe 61 and flows into the first sliding chamber 241. When the sliding member 71 is in a balanced state, the sliding member 71 is in the first position, that is, a part of the sliding member 71 is exposed at the notch at the bottom of the inner wall 214. The first elastic member 72 is in a compressed state. Correspondingly, the volume of the connecting chamber 242 is at its minimum value, the volume of the pre-combustion chamber 23 is at its minimum, and the compression ratio of the pre-combustion chamber is at its maximum.

[0104] like Figure 12 and Figure 13 As shown, when the engine is under heavy load, low-pressure oil is introduced into the first hydraulic pipe 61 and flows into the first sliding chamber 241. When the sliding member 71 is in a balanced state, the sliding member 71 is in the second position, that is, the bottom end of the sliding member 71 is flush with the bottom end of the inner side wall 214, and the first elastic member 72 is in a stretched state. Correspondingly, the volume of the connecting chamber 242 is at its maximum value, the volume of the pre-combustion chamber 23 is at its maximum, and the compression ratio of the pre-combustion chamber is at its minimum.

[0105] like Figure 10and Figure 11 As shown, when the engine is under medium load, medium-pressure oil is introduced into the first hydraulic pipe 61, and medium-pressure oil flows into the first sliding chamber 241. When the sliding member 71 is in a balanced state, the sliding member 71 is in the third position, that is, a small part of the sliding member 71 is exposed at the notch at the bottom of the inner wall 214. The first elastic member 72 is in a medium compression state. Correspondingly, the volume of the connecting chamber 242 is moderate, and the compression ratio of the pre-combustion chamber is moderate. The third position of the sliding member 71 is located between the first position and the second position, and the third position of the sliding member 71 moves relative to the first position of the sliding member 71 in a direction away from the top cover of the pre-combustion chamber.

[0106] It should be noted that the ratio of the volume of the sliding chamber 24 to the volume of the pre-combustion chamber 23 is 0.2 to 0.5. In specific implementations, this ratio can be 0.2, 0.3, 0.4, 0.5, or any two of these values, or a range thereof. Understandably, if the ratio of the volume of the sliding chamber 24 to the volume of the pre-combustion chamber 23 is less than 0.2, the sliding member 71 slides longitudinally along the pre-combustion chamber body 21, having a smaller impact on the volume of the pre-combustion chamber 23, and consequently a smaller impact on the compression ratio of the pre-combustion chamber 23, thus having a smaller effect on regulating the engine's combustion performance. If the ratio of the volume of the sliding chamber 24 to the volume of the pre-combustion chamber 23 is greater than 0.5, the structure of the sliding member 71 and the first elastic member 72 becomes more complex, which is detrimental to the rapid response of the sliding member 71 to hydraulic oil.

[0107] In some embodiments, such as Figures 4 to 7 As shown, the second movable mechanism 8 includes a rotating component 81. The nozzle 22 at the bottom of the pre-combustion chamber 2 is hemispherical and includes a nozzle sidewall 222, which encloses and forms a nozzle inner cavity 223. The pre-combustion chamber sidewall 212 is also provided with a rotating cavity 25. The rotating component 81 includes a main body 811 and a rotating part 812. The rotating part 812 is connected to the outer periphery of the main body 811. The main body 811 is also hemispherical and is housed in the nozzle inner cavity 223. The rotating part 812 is housed in the rotating cavity 25 and can rotate within the rotating cavity 25. During the rotation of the nozzle inner cavity 223, the main body 811 blocks at least a portion of the multiple nozzles 221, while the other portion of the multiple nozzles 221 opens to connect the main combustion chamber and the pre-combustion chamber, thereby changing the communication area between the pre-combustion chamber inner cavity 23 and the main combustion chamber 3.

[0108] The rotating chamber 25 includes a first rotating chamber 251 and a compression chamber 252. When the second drive mechanism is set as a hydraulic drive mechanism, the first rotating chamber 251 is set as a second hydraulic chamber. The second drive mechanism 620 includes a second elastic member 82 disposed in the compression chamber 252 and liquid disposed in the first rotating chamber 251. The second elastic member 82 is connected to the side of the rotating member 81 away from the first rotating chamber 251. The second elastic member 82 is configured to elastically abut against the rotating member 81 and elastically expand and contract within the compression chamber 252. The rotating member 81 is disposed inside the nozzle 22. The rotating member 81 is configured to be rotated relative to the nozzle 22 under the combined driving action of the liquid pressure in the first rotating chamber 251 and the second elastic member 82 to adjust the cross-sectional area of ​​the multiple nozzles 221 communicating with the main combustion chamber.

[0109] The second drive mechanism 620 also includes a second hydraulic pipe 62, the outlet of which is connected to the first rotating chamber 251. The rotating part 812 of the rotating member 81 is configured to rotate relative to the nozzle 22 under the combined drive of the liquid pressure in the first rotating chamber 251 and the elastic force of the second elastic member 82, so as to adjust the opening state of the multiple nozzles 221.

[0110] In one specific embodiment, such as Figures 4 to 7 As shown, the main body 811 of the rotating member 81 is disposed in the nozzle inner cavity 223. The main body 811 includes a plurality of adjustment holes 813. When the plurality of adjustment holes 813 are directly opposite to the plurality of nozzles 221, the plurality of nozzles 221 are in the fully open state. When the plurality of adjustment holes 813 are partially offset from the plurality of nozzles 221, at least a portion of the nozzles 221 are blocked by the side wall of the main body 811, so that the portion of the nozzles 221 are in the closed state, thus preventing the flame jet in the pre-combustion chamber 23 from passing through and entering the main combustion chamber.

[0111] Continue to refer to Figure 8 and Figure 9 When the engine is under low load, high-pressure oil is introduced into the second hydraulic pipe 62. Correspondingly, the liquid in the first rotating chamber 251 exerts maximum liquid pressure on the rotating part 812, thereby pushing the rotating part 812 to compress the second elastic member 82. When the rotating part 81 is in a balanced state, the multiple adjustment holes 813 of the main body 811 of the rotating part 81 are completely aligned with the multiple nozzles 221 of the nozzle 22. Correspondingly, the multiple nozzles 221 are not blocked by the side wall of the main body 811 of the rotating part 81, so that the communication area between the pre-combustion chamber and the main combustion chamber is maximized. The hot mixed gas in the pre-combustion chamber 23 enters the main combustion chamber through the multiple nozzles 221, thereby accelerating the combustion rate.

[0112] refer to Figure 12 and Figure 13When the engine is under heavy load, low-pressure oil is introduced into the second hydraulic pipe 62. Correspondingly, the liquid in the first rotating chamber 251 exerts minimal pressure on the rotating part 812, causing the second elastic element 82 to push the rotating part 812 to rotate and gradually stretch the second elastic element 82. When the rotating part 81 is in a balanced state, the multiple adjustment holes 813 of the main body 811 of the rotating part 81 and the multiple nozzles 221 of the nozzle 22 are mostly misaligned. Correspondingly, most of the cross-sectional area of ​​the multiple nozzles 221 is blocked by the side wall of the main body 811 of the rotating part 81, minimizing the communication area between the pre-combustion chamber and the main combustion chamber. The hot mixed gas in the pre-combustion chamber 23 enters the main combustion chamber through the nozzles 221 with smaller cross-sectional areas, thereby alleviating engine knock and reducing the ignition energy of the spark plug.

[0113] refer to Figure 10 and Figure 11 When the engine is under medium load, medium-pressure oil is introduced into the first rotating chamber 251. Correspondingly, the liquid pressure exerted by the first rotating chamber 251 on the rotating part 812 is moderate. When the rotating part 81 is in a balanced state, the multiple adjustment holes 813 of the main body 811 of the rotating part 81 and the multiple nozzles 221 of the nozzle 22 are slightly offset. Correspondingly, a small portion of the cross-sectional area of ​​the multiple nozzles 221 is blocked by the side wall of the main body 811 of the rotating part 81, so that the communication area between the pre-combustion chamber and the main combustion chamber is moderate. The hot mixed gas in the pre-combustion chamber 23 enters the main combustion chamber through the nozzles 221 with moderate cross-sectional area, thereby enabling the engine to save fuel while having good power output.

[0114] In some embodiments, the number of nozzles 221 on the nozzle 22 is the same as the number of adjustment holes 813 on the main body 811 of the rotating member 81. When the number of nozzles 221 is n, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to be no greater than the ratio of 360° to 2n. For example, if six nozzles 221 are provided on the nozzle 22, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to be no greater than 30°. It is understood that if the angle at which the rotating member 81 rotates relative to the nozzle 22 is set to 60°, then the multiple adjustment holes 813 of the rotating member 81 and the multiple nozzles 221 of the nozzle 22 are completely aligned, and thus a staggered blocking effect cannot be formed. Understandably, when the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be greater than 0° and less than the ratio of 360° to 2n, the blocking effect of the side wall of the main body 811 of the rotating member 81 on the multiple nozzles 221 of the nozzle 22 gradually increases within the stroke of the rotating member 81, causing the adjustment effect of the rotating member 81 on the cross-sectional area of ​​the multiple nozzles 221 to gradually decrease. When the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be greater than 360° and 2n, and the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be less than the ratio of 360° to n, the blocking effect of the side wall of the main body 811 of the rotating member 81 on the multiple nozzles 221 of the nozzle 22 gradually decreases within the stroke of the rotating member 81, causing the adjustment effect of the rotation of the rotating member 81 on the cross-sectional area of ​​the multiple nozzles 221 to gradually increase, which is not conducive to rapid adjustment.

[0115] In some implementations, the number of nozzles 221 in the nozzle 22 or the number of adjustment holes 813 in the main body 811 of the rotating member 81 is 3 to 8. When the number of nozzles 221 in the nozzle 22 is less than 3, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to not less than 60°. The adjustable angle range of the rotating member 81 is relatively large, which is not conducive to rapid adjustment. When the number of nozzles 221 in the nozzle 22 is greater than 8, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to not more than 22.5°. The adjustable angle range of the rotating member 81 is too small, which is not conducive to fine adjustment of the cross-sectional area of ​​multiple nozzles 221.

[0116] In one specific implementation, the nozzle 22 has six nozzle holes 221, and the rotation angle of the rotating component is set to 0° to 20°. When the rotating component 81 rotates 0°, all nozzle holes 221 are open. When the rotating component 81 rotates 10°, the sum of the cross-sectional areas of the open nozzle holes 221 accounts for 40% of the total cross-sectional area of ​​the nozzle holes 221. When the rotating component 81 rotates 20°, the sum of the cross-sectional areas of the open nozzle holes 221 accounts for 20% of the total cross-sectional area of ​​the nozzle holes 221.

[0117] like Figure 8 and Figure 9 As shown, when the engine is under low load, high-pressure oil is supplied to the second hydraulic drive mechanism. When the rotating part 81 is in a balanced state, the angle of rotation of the rotating part 81 relative to the nozzle 22 is 0°, and correspondingly, all six nozzles 221 are opened. Figure 12 and Figure 13 As shown, when the engine is under heavy load, low-pressure oil is supplied to the second hydraulic drive mechanism. When the rotating part 81 is in a balanced state, the rotating part 81 rotates at an angle of 20° relative to the nozzle 22. Correspondingly, the open cross-sectional area of ​​the six nozzles 221 accounts for 20% of the total cross-sectional area of ​​the six nozzles. Figure 10 and Figure 11 As shown, when the engine is under medium load, medium pressure oil is supplied to the second hydraulic drive mechanism. When the rotating part 81 is in a balanced state, the rotating part 81 rotates at an angle of 10° relative to the nozzle 22. Correspondingly, the open cross-sectional area of ​​the six nozzles 221 accounts for 40% of the total cross-sectional area of ​​the six nozzles.

[0118] According to a first aspect of this disclosure, implementation of this application provides a pre-combustion chamber for an engine, the pre-combustion chamber including an inner cavity of the pre-combustion chamber;

[0119] A first movable mechanism is configured to move relative to the pre-combustion chamber cavity to change the volume of the pre-combustion chamber cavity.

[0120] In the pre-combustion chamber of this application embodiment, since the first drive mechanism is movably installed in the pre-combustion chamber cavity to change the volume of the pre-combustion chamber cavity, the compression ratio of the pre-combustion chamber cavity can be adjusted under different operating conditions, thereby improving the fuel economy of the engine.

[0121] According to a second aspect of this disclosure, embodiments of this application provide a method for regulating the pre-combustion chamber of an engine, such as... Figure 14 As shown, the control methods include:

[0122] S110. Adjust the installation position of at least a portion of the first active mechanism in the pre-combustion chamber, thereby adjusting the volume of the pre-combustion chamber.

[0123] S120. Adjust the installation position of at least a portion of the second movable mechanism in the pre-combustion chamber, thereby adjusting the relative position of the second movable mechanism and the nozzle, thereby changing the communication area between the nozzle and the pre-combustion chamber and the main combustion chamber.

[0124] S130, Start the spark plug to ignite the fuel in the pre-combustion chamber.

[0125] In some embodiments, such as Figure 15 As shown, S110 includes:

[0126] S111, Adjust the liquid pressure of the first hydraulic drive mechanism to drive the first movable mechanism to slide relative to the main body of the pre-combustion chamber to adjust the volume of the pre-combustion chamber cavity.

[0127] In some embodiments, such as Figure 16 As shown, S120 includes:

[0128] S121. Adjust the liquid pressure of the second hydraulic drive mechanism to drive the second movable mechanism to rotate relative to the main body of the pre-combustion chamber, thereby adjusting the relative position of the second movable mechanism and the nozzle, and thus changing the communication area between the nozzle and the inner cavity of the pre-combustion chamber and the main combustion chamber.

[0129] S111 and S121 are configured for synchronous adjustment so that S110 and S120 are adjusted synchronously.

[0130] The engine pre-combustion chamber control method provided in the embodiments of this application can adjust the volume of the pre-combustion chamber and the opening state of the nozzle according to the engine load before the spark plug ignites the fuel in the pre-combustion chamber. This allows for adjustment of the compression ratio of the pre-combustion chamber and the communication area between the pre-combustion chamber and the main combustion chamber, enabling the engine to adapt to different operating conditions and improve the engine's fuel economy.

[0131] According to a third aspect of this disclosure, an embodiment of this application provides an engine including the aforementioned pre-combustion chamber. The engine is designed based on the aforementioned pre-combustion chamber, and thus the engine possesses all the beneficial effects of the aforementioned pre-combustion chamber, which will not be elaborated further in this disclosure.

[0132] According to a fourth aspect of this disclosure, embodiments of this application provide an engine control method, such as... Figure 17 As shown, the control methods include:

[0133] S210. According to the load of the engine, the first movable mechanism of the engine pre-combustion chamber is driven to move relative to the main body of the pre-combustion chamber, thereby adjusting the volume of the pre-combustion chamber cavity.

[0134] S220. According to the load of the engine, the second movable mechanism of the engine pre-combustion chamber is driven to move relative to the main body of the pre-combustion chamber, thereby adjusting the relative position of the second movable mechanism and the nozzle, thereby changing the communication area between the nozzle and the pre-combustion chamber cavity and the main combustion chamber.

[0135] S230, Start the spark plug to ignite the fuel in the pre-combustion chamber.

[0136] In some embodiments, such as Figure 18 As shown, S210 includes:

[0137] S211. Based on the engine load, the liquid pressure of the first hydraulic drive mechanism is adjusted to drive the first movable mechanism of the engine pre-combustion chamber to slide relative to the pre-combustion chamber body to adjust the volume of the pre-combustion chamber cavity.

[0138] In some embodiments, such as Figure 19 As shown, S220 includes:

[0139] S221. Based on the engine load, the liquid pressure of the second hydraulic drive mechanism is adjusted to drive the second movable mechanism to rotate relative to the pre-combustion chamber body, thereby adjusting the relative position of the second movable mechanism and the nozzle, and thus changing the communication area between the nozzle and the pre-combustion chamber cavity and the main combustion chamber.

[0140] In some embodiments, when the engine load is within a first preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to a first hydraulic range, so that the first movable mechanism is in a first position. When the first movable mechanism is in the first position, the sliding member is positioned closest to the nozzle to minimize the volume of the communicating cavity, so that the first movable mechanism adjusts the compression ratio of the pre-combustion chamber to its maximum value. The first preset range can be a low engine load, corresponding to an engine load not exceeding 35% WT, and the first hydraulic range can be 5 bar to 8 bar.

[0141] In some embodiments, when the engine load is within a second preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to be within the second hydraulic range, so that the first movable mechanism is in a second position. When the first movable mechanism is in the second position, the sliding member is positioned closest to the top cover to maximize the volume of the communicating cavity, thereby allowing the first movable mechanism to adjust the compression ratio of the pre-combustion chamber to its minimum value. The second hydraulic range is greater than the first hydraulic range. The second preset range can be the high load of the engine, corresponding to an engine load of not less than 80% WT, and the second hydraulic range can be 1 bar to 3 bar.

[0142] In some embodiments, when the engine load is within a third preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to be within the third hydraulic pressure range, so that the first movable mechanism is in a third position. When the first movable mechanism is in the third position, the sliding member is between the first and second positions, the volume of the connecting rod is between its maximum and minimum values, and the first movable mechanism adjusts the compression ratio of the pre-combustion chamber between its maximum and minimum values. The third preset range is between the first and second preset ranges, and the third hydraulic pressure range is between the second and first hydraulic pressure ranges. The third preset range can be the engine's medium load, corresponding to an engine load greater than 35% WT and less than 80% WT, and the third hydraulic pressure range can be 3 bar to 5 bar.

[0143] In some embodiments, S220 includes:

[0144] S221. Based on the load of the engine, adjust the liquid pressure of the second hydraulic drive mechanism to drive the second movable mechanism to rotate relative to the pre-combustion chamber body, thereby adjusting the relative position of the second movable mechanism and the nozzle, and thus changing the communication area between the nozzle and the pre-combustion chamber cavity and the main combustion chamber.

[0145] In some embodiments, when the engine load is within a first preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within the first hydraulic pressure range, so that the second movable mechanism adjusts at least one of the nozzles to be fully open, such that the communication area between the nozzle and the pre-combustion chamber is the first communication area, which is the maximum communication area. The first preset range can be the low load of the engine, corresponding to an engine load not exceeding 35% WT, and the first hydraulic pressure range can be 5 bar to 8 bar.

[0146] In some embodiments, when the engine load is within a second preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within a second hydraulic range, such that most of the nozzles are blocked by the second movable mechanism, while a small portion of the nozzles remain open. This results in the nozzles connecting the pre-combustion chamber cavity and the main combustion chamber forming a second connecting area, which is the minimum connecting area. The second hydraulic range is smaller than the first hydraulic range, wherein the cross-sectional area of ​​the nozzles not blocked by the second movable mechanism is equal to the connecting area between the pre-combustion chamber cavity and the main combustion chamber, and the minimum connecting area is less than 50% of the maximum connecting area. The second preset range can be the engine's high load, corresponding to an engine load of not less than 80% WT, and the second hydraulic range can be 1 bar to 3 bar.

[0147] In some embodiments, when the engine load is within a third preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within the third hydraulic range. This causes a portion of the nozzles to be blocked by the second movable mechanism, while a portion of the nozzles remain open. This results in a third connecting area between the pre-combustion chamber and the main combustion chamber, where the third connecting area is greater than the minimum connecting area and less than the maximum connecting area. The third hydraulic range is between the first and second hydraulic ranges. The third preset range can be the engine's medium load, corresponding to a load greater than 35% WT and less than 80% WT, and the third hydraulic range can be 3 bar to 5 bar.

[0148] Based on different engine operating conditions, the driving hydraulic pressure of the first and second drive mechanisms is controlled so that the first movable mechanism adjusts the compression ratio of the pre-combustion chamber in a timely manner, and simultaneously the second movable mechanism adjusts the opening state of multiple nozzles in the pre-combustion chamber in a timely manner, thereby improving the fuel economy of the engine, expanding the low fuel consumption MAP range of the engine, and making the overall economic performance of the engine better.

[0149] According to the fourth aspect of this disclosure, embodiments of this application provide a vehicle that includes the engine described above, the engine being designed based on the pre-combustion chamber described above, thus the vehicle possesses all the beneficial effects of the pre-combustion chamber described above, or the vehicle using the engine control method described above to control the engine, thus the vehicle possesses all the beneficial effects of the engine control method described above, which will not be elaborated further in this disclosure.

[0150] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0151] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying 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, "multiple" means two or more, unless otherwise explicitly specified.

[0152] 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 of other embodiments.

[0153] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0154] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A pre-combustion chamber, disposed in an engine, characterized in that, The pre-combustion chamber includes: Pre-combustion chamber (23); A first movable mechanism (7), at least a portion of which is configured to be movably mounted in the pre-combustion chamber (23) to change the volume of the pre-combustion chamber (23).

2. The pre-combustion chamber according to claim 1, characterized in that, The first movable mechanism (7) is connected to a first driving mechanism (610). The pre-combustion chamber includes a pre-combustion chamber body (21), and the pre-combustion chamber body (21) is provided with the pre-combustion chamber cavity (23). The first driving mechanism (610) is configured to drive the first movable mechanism (7) to slide relative to the pre-combustion chamber body (21).

3. The pre-combustion chamber according to claim 2, characterized in that, The main body (21) of the pre-combustion chamber includes a side wall (212), and the side wall (212) is provided with a sliding cavity (24). The first movable mechanism (7) is slidably installed in the sliding cavity (24).

4. The pre-combustion chamber according to claim 3, characterized in that, The sliding cavity (24) includes a first sliding cavity (241) and a connecting cavity (242), the connecting cavity (242) connecting the pre-combustion chamber (23), and the first movable mechanism (7) includes a sliding member (71), the sliding member (71) being configured to separate the first sliding cavity (241) and the connecting cavity (242).

5. The pre-combustion chamber according to claim 4, characterized in that, The first sliding cavity (241) is disposed in the side wall (212), and the end of the first sliding cavity (241) is configured to be closed by the sliding member (71).

6. The pre-combustion chamber according to claim 5, characterized in that, The slider (71) is slidably mounted on the sliding cavity (24) to adjust the volume of the communicating cavity (242) under the drive of the first driving mechanism (610).

7. The pre-combustion chamber according to claim 4, characterized in that, The first driving mechanism (610) includes a first elastic member (72) disposed in the communicating cavity (242) and liquid in the first sliding cavity (241). One end of the first elastic member (72) elastically abuts against the side of the sliding member (71) away from the first sliding cavity (241). The sliding member (71) is configured to be driven by the liquid pressure in the first sliding cavity (241) and the first elastic member (72).

8. The pre-combustion chamber according to claim 3, characterized in that, The ratio of the volume of the sliding cavity (24) to the volume of the pre-combustion chamber (23) is 0.2 to 0.

5.

9. The pre-combustion chamber according to claim 2, characterized in that, The pre-combustion chamber includes a nozzle (221) that connects the inner cavity (23) of the pre-combustion chamber to the main combustion chamber (3); The pre-combustion chamber further includes a second movable mechanism (8), at least a portion of which is configured to be movably mounted on the pre-combustion chamber body (21) to adjust the relative position of the second movable mechanism (8) and the nozzle (221) thereby changing the communication area of ​​the nozzle (221) connecting the pre-combustion chamber cavity (23) and the main combustion chamber (3).

10. The pre-combustion chamber according to claim 9, characterized in that, The second movable mechanism (8) is connected to a second drive mechanism (620), which is configured to drive the second movable mechanism (8) to rotate relative to the pre-combustion chamber body (21).

11. The pre-combustion chamber according to claim 10, characterized in that, The main body (21) of the pre-combustion chamber includes a side wall (212), the side wall (212) is provided with a rotating cavity (25), and the second movable mechanism (8) includes a rotating component (81), the rotating component (81) rotates in the rotating cavity (25).

12. The pre-combustion chamber according to claim 11, characterized in that, The rotating cavity (25) includes a first rotating cavity (251) and a compression cavity (252), and a portion of the rotating member (81) separates the first rotating cavity (251) and the compression cavity (252).

13. The pre-combustion chamber according to claim 12, characterized in that, The rotating component (81) includes a main body (811) and a rotating part (812) connected to one end of the main body (811). The rotating part (812) is configured to rotate within the rotating cavity (25). The main body (811) is configured to rotate within the pre-combustion chamber body (21) to change the relative position of the main body (811) and the nozzle (221), thereby changing the communication area of ​​the nozzle (221) connecting the pre-combustion chamber cavity (23) and the main combustion chamber (3).

14. The pre-combustion chamber according to claim 13, characterized in that, The second drive mechanism (620) includes a second elastic member (82) disposed in the compression chamber (252) and liquid in the rotation chamber (25). The second elastic member (82) elastically abuts against the rotation part (812). The rotation part (812) is configured to be driven by the liquid pressure in the rotation chamber (25) and the second elastic member (82) to rotate relative to the pre-combustion chamber body (21).

15. The pre-combustion chamber according to claim 13, characterized in that, The main body (811) is provided with an adjustment hole (813), which is configured to rotate relative to the spray hole (221).

16. The pre-combustion chamber according to claim 11, characterized in that, The number of nozzles (221) is n, and the angle at which the rotating member (81) can rotate relative to the pre-combustion chamber body (21) is set to be no greater than the ratio of 360° to 2n.

17. The pre-combustion chamber according to claim 10, characterized in that, The first drive mechanism (610) and the second drive mechanism (620) are configured to synchronously drive the first active mechanism (7) and the second active mechanism (8).

18. The pre-combustion chamber according to claim 17, characterized in that, The first drive mechanism (610) includes a first hydraulic drive mechanism, and the second drive mechanism (620) includes a second hydraulic drive mechanism. Both the first hydraulic drive mechanism and the second hydraulic drive mechanism are configured to provide liquids of different pressures to drive the first movable mechanism (7) and the second movable mechanism (8).

19. The pre-combustion chamber according to claim 18, characterized in that, The pre-combustion chamber according to claim 18 is characterized in that it further includes a main drive mechanism, wherein the first hydraulic drive mechanism and the second hydraulic drive mechanism are both connected to the main drive mechanism.

20. A method for controlling the pre-combustion chamber according to any one of claims 1-19, characterized in that, The control method includes: Adjust the installation position of at least a portion of the first active mechanism (7) in the pre-combustion chamber (23) to adjust the volume of the pre-combustion chamber (23).

21. The method for controlling the pre-combustion chamber according to claim 20, characterized in that, The control method includes: Adjust the installation position of at least a portion of the second active mechanism (8) within the pre-combustion chamber (23), thereby adjusting the communication area of ​​the nozzle (221) connecting the pre-combustion chamber (23) and the main combustion chamber (3).

22. The method for controlling the pre-combustion chamber according to claim 21, characterized in that, The installation position of at least a portion of the first active mechanism (7) within the pre-combustion chamber (23) includes: Adjusting the liquid pressure of the first hydraulic drive mechanism thereby drives at least a portion of the first active mechanism (7) to slide in the pre-combustion chamber (23).

23. The method for controlling the pre-combustion chamber according to claim 21, characterized in that, The installation location of at least a portion of the second control mechanism (8) within the pre-combustion chamber (23) further includes: Adjusting the liquid pressure of the second hydraulic drive mechanism thereby drives at least a portion of the second active mechanism (8) to rotate within the pre-combustion chamber (23).

24. An engine, characterized in that, Includes the pre-combustion chamber as described in any one of claims 1-19.

25. A control method for an engine according to claim 24, characterized in that, The engine control method includes: Depending on the engine load, at least a portion of the first moving mechanism (7) that drives the engine's pre-combustion chamber moves within the pre-combustion chamber cavity (23), thereby adjusting the volume of the pre-combustion chamber cavity (23).

26. The engine control method according to claim 25, characterized in that, The engine control method includes: Depending on the engine load, at least a portion of the second movable mechanism (8) driving the engine pre-combustion chamber moves within the pre-combustion chamber cavity (23), thereby adjusting the communication area of ​​the nozzle (221) connecting the pre-combustion chamber cavity (23) and the main combustion chamber (3).

27. The engine control method according to claim 26, characterized in that, The engine control method includes: When the load of the engine is within a first preset range, the first movable mechanism (7) is controlled to move so that the volume of the communicating cavity (242) connected to the pre-combustion chamber (23) is the first volume; And / or, When the load of the engine is within the first preset range, the second active mechanism (8) is controlled to rotate so that the connecting area of ​​the nozzle (221) to the pre-combustion chamber (23) and the main combustion chamber (3) is the first connecting area.

28. The engine control method according to claim 27, characterized in that, When the load of the engine is within the second preset range, the first movable mechanism (7) is controlled to move so that the volume of the communicating cavity (242) is the second volume; And / or, When the load of the engine is within the second preset range, the second active mechanism (8) is controlled to rotate so that the communication area between the nozzle (221) and the pre-combustion chamber (23) and the main combustion chamber (3) is the second communication area; Wherein, the second preset range is greater than the first preset range, the first volume is less than the second volume, and the second connected area is less than the first connected area.

29. The engine control method according to claim 28, characterized in that, When the engine load is within the third preset range, the first movable mechanism (7) is controlled to move so that the volume of the communicating cavity (242) is the third volume; And / or, When the load of the engine is within the third preset range, the second active mechanism (8) is controlled to rotate so that the communication area between the nozzle (221) and the pre-combustion chamber (23) and the main combustion chamber (3) is the third communication area; Wherein, the third preset range is located between the first preset range and the second preset range, the third volume is located between the first volume and the second volume, and the third connected area is located between the second connected area and the first connected area.

30. A vehicle, characterized in that, Includes the engine as described in claim 24, or a control method for implementing the engine as described in any one of claims 25 to 29.

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