Pre-combustion chamber and control method thereof, engine and control method thereof, power system and vehicle

Abstract

The invention discloses a pre-combustion chamber and a control method thereof, an engine and a control method thereof, a power system and a vehicle, relates to the technical field of engines, and aims to solve the problem that the engine cannot reach a better working state all the time in an existing engine combustion technology. The pre-combustion chamber is configured to communicate with the combustion chamber and comprises a pre-combustion cavity and an adjusting assembly, the pre-combustion cavity is suitable for pre-combustion of gas, and the adjusting assembly is suitable for adjusting the pressure and / or temperature in the pre-combustion cavity when the pre-combustion chamber works.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to pre-combustion chambers and control methods, engines and control methods, power systems, and vehicles. Background Technology

[0002] The engine's pre-combustion chamber is part of the engine's combustion chamber. The pre-combustion chamber enables faster and more complete combustion of the air-fuel mixture, producing high-temperature, high-pressure combustion gases that enter the engine's main combustion chamber, thus improving combustion efficiency. Depending on the vehicle's driving conditions, the engine load will vary, and the optimal operating condition for the pre-combustion chamber will also differ under different operating conditions. However, current engine combustion technologies cannot ensure that the engine reaches its optimal operating state at all times. Summary of the Invention

[0003] The purpose of this application is to provide a pre-combustion chamber and control method, an engine and control method, a power system, and a vehicle, aiming to solve the problem that existing engine combustion technologies cannot ensure that the engine reaches its optimal operating state at all times.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] In a first aspect, this application provides a pre-combustion chamber configured to communicate with a combustion chamber. The pre-combustion chamber includes a pre-combustion cavity and an adjustment component. The pre-combustion cavity is adapted to pre-combust gas, and the adjustment component is adapted to adjust the pressure and / or temperature within the pre-combustion cavity when the pre-combustion chamber is in operation.

[0006] The pre-combustion chamber provided in this application offers an innovative solution to the problem that engines cannot always reach their optimal operating state.

[0007] The pre-combustion chamber in this application pre-combusts the gas, pre-treating it to achieve a more ideal combustion state before it enters the combustion chamber. Meanwhile, the regulating component plays a crucial role. When the pre-combustion chamber is operating, it can regulate the pressure and / or temperature within the pre-combustion chamber.

[0008] Under different operating conditions, the engine has different requirements for combustion conditions. For example, under low load conditions, the regulating component can appropriately increase the temperature in the pre-combustion chamber, making the fuel easier to ignite and burn more completely, thereby improving the engine's efficiency and stability; under high load conditions, it can regulate the pressure to avoid abnormal combustion caused by excessive pressure.

[0009] Through the pre-combustion function of the pre-combustion chamber and the precise regulation of pressure and temperature by the adjustment components, the pre-combustion chamber can dynamically adjust according to the real-time operating status of the engine. Whether in the start-up, acceleration, constant speed driving, or deceleration phases, it can provide the engine with the most suitable combustion conditions, bringing the engine as close to its optimal operating state as possible. This reduces energy loss and pollutant emissions caused by incomplete or abnormal combustion, thereby improving the overall performance and reliability of the engine.

[0010] In some embodiments, the regulating component includes a drive and an actuator. The drive is adapted to receive a control signal for the operation of the pre-combustion chamber, and the actuator is electrically connected to the drive. The drive is adapted to control the actuator to adjust the amount of jet energy ejected from the pre-combustion chamber into the combustion chamber according to the control signal.

[0011] In some embodiments, the control signal includes the ignition energy requirement of the pre-combustion chamber, and the ignition energy requirement of the pre-combustion chamber is positively correlated with the energy of the jet ejected from the pre-combustion chamber.

[0012] In some embodiments, the drive member is adapted to drive the actuator to adjust the internal volume of the pre-combustion chamber; and / or, the drive member is adapted to drive the actuator to adjust the communication area between the pre-combustion chamber and the combustion chamber.

[0013] In some embodiments, the driving method of the driving element is gear drive; or, the driving method of the driving element is hydraulic drive; or, the driving method of the driving element is electromagnetic drive.

[0014] In some embodiments, the actuator is adapted to adjust the internal volume of the pre-combustion chamber, the internal volume of which is negatively correlated with the ignition energy requirement.

[0015] In some embodiments, the pre-combustion chamber includes a fixed chamber and a movable chamber, the movable chamber including a connecting portion adapted to communicate with the fixed chamber, and an actuator adapted to adjust the volume of the connecting portion.

[0016] In some embodiments, the movable chamber is located on the outer periphery of the fixed chamber, and the movable chamber and the fixed chamber are connected through a first clearance opening, and the actuator is adapted to adjust the opening area of ​​the first clearance opening.

[0017] In some embodiments, the actuator is slidably disposed within the movable chamber, and the actuator divides the movable chamber into a connecting portion and a blocking portion.

[0018] In some embodiments, the actuator slides axially along the pre-combustion chamber.

[0019] In some embodiments, the connecting portion and the blocking portion are located on both sides of the actuator in the axial direction.

[0020] In some embodiments, the actuator slides circumferentially along the pre-combustion chamber.

[0021] In some embodiments, the connecting portion and the blocking portion are located on both sides of the actuator in the circumferential direction.

[0022] In some embodiments, the drive member further includes a first rebound member, which is connected to the pre-combustion chamber and connected to the side of the actuator opposite to the drive member. The first rebound member is adapted to drive the actuator to move along a first direction, which is opposite to the direction in which the drive member drives the actuator to move.

[0023] In some embodiments, the actuator is adapted to adjust the size of the communication area between the pre-combustion chamber and the combustion chamber; the size of the communication area is positively correlated with the ignition energy requirement.

[0024] In some embodiments, the pre-combustion chamber is provided with at least one through hole, which is adapted to connect the pre-combustion chamber and the combustion chamber.

[0025] In some embodiments, the actuator is rotatably disposed within the pre-combustion chamber, and during the rotation of the actuator, the actuator is adapted to adjust the size of the communication area between the pre-combustion chamber and the combustion chamber.

[0026] In some embodiments, the actuator is adapted to adjust the communication area between the through hole and the pre-combustion chamber.

[0027] In some embodiments, the drive element is adapted to drive the actuator to rotate circumferentially along the pre-combustion chamber.

[0028] In some embodiments, the actuator is disposed between the pre-combustion chamber and the through hole, and the actuator is provided with a clearance hole suitable for connecting the through hole and the pre-combustion chamber.

[0029] In some embodiments, the drive member is adapted to drive the actuator to rotate in order to adjust the relative position of the through hole and the clearance hole.

[0030] In some embodiments, the drive member further includes a second rebound member disposed in the pre-combustion chamber. The second rebound member is adapted to drive the actuator to rotate in a second direction, which is opposite to the direction in which the drive member drives the actuator to rotate.

[0031] In some embodiments, the actuator is disposed within the pre-combustion chamber and is adapted to open or close the through hole during movement.

[0032] In some embodiments, the drive element includes an electromagnet, which has an energized state and an de-energized state. By controlling the electromagnet to switch between the energized state and the de-energized state, the actuator adjusts the internal volume of the pre-combustion chamber; and / or, the actuator adjusts the communication area between the pre-combustion chamber and the combustion chamber.

[0033] In some embodiments, the actuator is at least partially magnetic.

[0034] In some embodiments, when the electromagnet is energized, it is adapted to lock the actuator, which closes the connection between the movable chamber and the fixed chamber; when the electromagnet is de-energized, it is adapted to unlock the actuator, which opens the connection between the movable chamber and the fixed chamber.

[0035] In some embodiments, the pre-combustion chamber is provided with a through hole suitable for connecting the pre-combustion chamber and the combustion chamber, and the actuator is adapted to open or close the through hole.

[0036] In some embodiments, the pre-combustion chamber is provided with at least two through holes, and the actuator is adapted to open or close at least one of the two through holes.

[0037] In some embodiments, when the electromagnet is energized, it is adapted to lock the actuator, which opens the through hole; when the electromagnet is de-energized, it is adapted to unlock the actuator, which closes the through hole.

[0038] In some embodiments, the pre-combustion chamber in this application further includes a housing and a cooling assembly, the housing forming a pre-combustion chamber, and the cooling assembly being connected to the housing.

[0039] In some embodiments, the housing includes an inner liner and an outer wall, the outer wall being disposed outside the inner liner, and a cooling assembly being disposed between the inner liner and the outer wall.

[0040] In some embodiments, the cooling assembly includes a liquid cooling element disposed between the inner liner and the outer wall; the liquid cooling element is provided with a connecting pipe adapted to allow refrigerant to enter and exit.

[0041] In some embodiments, the pre-combustion chamber in this application further includes an ignition element, which is connected to the pre-combustion chamber, and the ignition end of the ignition element is located inside the pre-combustion chamber.

[0042] In a second aspect, this application provides a method for controlling a pre-combustion chamber, suitable for controlling the aforementioned pre-combustion chamber, comprising:

[0043] The position of the regulating component is controlled according to the ignition requirements to adjust the pressure and / or temperature in the pre-combustion chamber.

[0044] In some embodiments, adjusting the pressure and / or temperature within the pre-combustion chamber, the method includes:

[0045] Adjust the energy of the jet ejected from the pre-combustion chamber.

[0046] In some embodiments, the position of the regulating component is controlled according to ignition requirements to adjust the magnitude of the jet energy ejected from the pre-combustion chamber, including:

[0047] The control and adjustment component adjusts the internal volume of the pre-combustion chamber; and / or, the control and adjustment component adjusts the communication area between the pre-combustion chamber and the combustion chamber.

[0048] In a third aspect, this application provides an engine including a pre-combustion chamber and a combustion chamber, wherein the pre-combustion chamber and the combustion chamber are in communication.

[0049] In some embodiments, the regulating component is adapted to regulate the engine pressure and / or temperature while the engine is operating.

[0050] In some embodiments, the pressure of the engine and the pressure of the pre-combustion chamber are positively correlated; the temperature of the engine and the temperature of the pre-combustion chamber are positively correlated.

[0051] In some embodiments, the engine includes a cylinder head and a piston assembly, the cylinder head having a combustion chamber and the piston assembly being movably disposed within the combustion chamber.

[0052] In a fourth aspect, this application provides a power system including the engine described above, the engine being adapted to provide power to the power system.

[0053] In a fifth aspect, this application provides a method for controlling an engine, suitable for controlling the aforementioned engine, the method comprising:

[0054] The position of the control components is adjusted according to the engine load to regulate the engine pressure and / or temperature; wherein the engine pressure and the pre-combustion chamber pressure are positively correlated; and the engine temperature and the pre-combustion chamber temperature are positively correlated.

[0055] In some embodiments, controlling the position of the regulating component according to the engine load to regulate the engine pressure and / or temperature includes:

[0056] The control and adjustment component adjusts the internal volume of the pre-combustion chamber; and / or, the control and adjustment component adjusts the communication area between the pre-combustion chamber and the combustion chamber.

[0057] In some embodiments, controlling the position of the regulating component according to the engine load to regulate the engine pressure and / or temperature includes:

[0058] When the engine load is less than a first preset load, the control adjustment component adjusts the internal volume of the pre-combustion chamber to the first volume; and / or,

[0059] The control and adjustment component adjusts the communication area between the pre-combustion chamber and the combustion chamber to the first area.

[0060] In some embodiments, controlling the position of the regulating component according to the engine load to regulate the engine pressure and / or temperature includes:

[0061] When the engine load exceeds the second preset load, the control adjustment component adjusts the internal volume of the pre-combustion chamber to the second volume; and / or,

[0062] The control and adjustment component adjusts the communication area between the pre-combustion chamber and the combustion chamber to the second area;

[0063] Among them, the first preset load is less than the second preset load; the first volume is less than the second volume; and the first area is greater than the second area.

[0064] In some embodiments, controlling the position of the regulating component according to the engine load to regulate the engine pressure and / or temperature includes:

[0065] When the engine load is between a first preset load and a second preset load, the control adjustment component adjusts the internal volume of the pre-combustion chamber to a third volume; and / or,

[0066] The control and adjustment component adjusts the communication area between the pre-combustion chamber and the combustion chamber to the third area;

[0067] The third volume is between the second volume and the first volume; the third area is between the second area and the first area.

[0068] In a sixth aspect, this application provides a vehicle that includes the aforementioned pre-combustion chamber, and the vehicle is adapted to implement the aforementioned pre-combustion chamber control method.

[0069] The vehicle described in this application may also include the engine described above, and the vehicle is adapted to implement the engine control method described above.

[0070] The vehicle described in this application may also include the aforementioned powertrain system.

[0071] It should be noted that the technical effects of the implementation methods of aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here. Attached Figure Description

[0072] To more clearly illustrate the technical solutions of the embodiments of this application, the 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.

[0073] Figure 1 This is a partial structural schematic diagram of an engine provided in some embodiments of this application;

[0074] Figure 2 Gas flow diagrams of the pre-combustion chamber and combustion chamber provided for some embodiments of this application;

[0075] Figure 3 This is an overall schematic diagram of the pre-combustion chamber provided in some embodiments of this application;

[0076] Figure 4 This is one of the structural schematic diagrams of the pre-combustion chamber provided in some embodiments of this application;

[0077] Figure 5 This is the second schematic diagram of the pre-combustion chamber provided in some embodiments of this application;

[0078] Figure 6 This is the third schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0079] Figure 7 Fourth schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0080] Figure 8 Fifth schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0081] Figure 9 Sixth schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0082] Figure 10 This is the seventh schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0083] Figure 11 Eighth schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0084] Figure 12 Schematic diagram nine of the pre-combustion chambers provided in some embodiments of this application;

[0085] Figure 13 Tenth schematic diagram of the pre-combustion chamber provided for some embodiments of this application;

[0086] Figure 14 This is eleventh of the structural schematic diagrams of the pre-combustion chamber provided for some embodiments of this application.

[0087] Figure label:

[0088] 1-Pre-combustion chamber; 100-Shell; 101-Outer wall; 102-Inner liner; 1021-First clearance opening; 1022-Second clearance opening; 1023-Through hole; 103-Pre-combustion chamber; 1031-Fixed chamber; 1032-Movable chamber; 1032a-Connecting part; 1032b-Blocking part;

[0089] 2-Combustion chamber; 200-Cylinder head; 201-Piston assembly;

[0090] 3-Adjustment components;

[0091] 300-Actuating component; 301-Blocking component; 3011-Allowing hole; 3012-Side plate; 3013-Archive portion; 302-Sliding component; 3021-Sliding part; 3022-Fixing part; 3023-Snap-fit ​​component; 3024-Connecting part; 3025-Permanent magnet;

[0092] 400 - Driving component; 401 - First spring return component; 402 - Second spring return component; 403 - First driving component; 4031 - Electromagnet; 404 - Second driving component;

[0093] 500 - Cooling Components;

[0094] 600 - Ignition component. Detailed Implementation

[0095] 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 some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0096] In the description of this application, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0097] 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 of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0098] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0099] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0100] In the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0101] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0102] Vehicles typically consist of an engine, a body, and electrical equipment. The body is the main structural component of the vehicle, the engine provides power to the vehicle and is connected to the body, and the electrical equipment is responsible for various functional controls and signal transmissions of the vehicle.

[0103] The vehicle body is generally divided into two parts: the chassis and the body. The body provides space for passengers and cargo and includes parts such as doors, windows, roof, and front and rear bumpers. The chassis bears the weight of the entire vehicle and ensures driving stability and safety. The chassis includes parts such as the frame, suspension system, steering system, and braking system.

[0104] In some embodiments, this application provides an engine, which is a core component of a vehicle. The engine converts the chemical energy of fuel (such as gasoline, diesel, etc.) into mechanical energy to power the vehicle's movement. The energy generated by burning fuel drives the vehicle's wheels. Furthermore, the engine can also power various auxiliary systems of the vehicle, such as: a generator that operates on the engine's power to charge and supply electricity to the vehicle's electrical system; an air conditioning compressor that operates under the engine's power to provide cooling for the vehicle interior; and a power steering pump that makes it easier for the driver to operate the steering wheel.

[0105] To better explain how the engine provides power for the vehicle, the following explanation of the engine's structure is provided:

[0106] An engine has a complex structure, typically consisting of two main mechanisms and five major systems. The two main mechanisms are the crankshaft and connecting rod mechanism and the valve train mechanism; the five major systems include the fuel supply system, ignition system, cooling system, lubrication system, and starting system.

[0107] The crankshaft and connecting rod mechanism of an engine consists of components such as the cylinder block, piston, connecting rod, and crankshaft. The piston reciprocates within the cylinder, transmitting force to the crankshaft via the connecting rod. The crankshaft converts the piston's linear motion into rotational motion, thereby outputting power.

[0108] The engine's valve train includes valves, valve springs, and camshafts. The rotation of the camshaft controls the opening and closing of the valves, ensuring that air enters and exits at the appropriate times.

[0109] An engine's fuel supply system includes a fuel tank, a fuel pump, and fuel injectors. The fuel pump draws fuel from the fuel tank and pressurizes it, while the fuel injectors spray the fuel into the cylinders, where it mixes with air and burns.

[0110] An engine's ignition system consists of an ignition coil, spark plugs, and other components. At the appropriate time, the ignition coil generates a high voltage, causing the spark plugs to ignite the air-fuel mixture.

[0111] An engine's cooling system includes a radiator, water pump, and cooling fan. The water pump circulates coolant within the engine to remove heat, while the radiator and cooling fan help dissipate heat.

[0112] An engine's lubrication system includes an oil pump, oil pan, and oil filter. The oil pump delivers engine oil to all parts of the engine, reducing friction and wear.

[0113] The engine starting system includes a starter motor and a battery. The starter motor uses electricity provided by the battery to rotate the engine crankshaft, thus starting the engine. These components work together to ensure the engine runs normally and provides power to the vehicle.

[0114] When the engine is running, fuel and air are mixed in a specific ratio and drawn into the engine cylinders. Then, the piston, driven by the crankshaft, performs a compression stroke, compressing the mixture to a high temperature and pressure. Subsequently, the mixture is ignited by the ignition system (such as spark plugs), generating tremendous explosive force that pushes the piston downwards, converting chemical energy into the piston's linear motion mechanical energy. The piston's linear motion is transmitted to the crankshaft via the connecting rod, the crankshaft converts it into rotational motion, and then drives the vehicle's wheels through the transmission system, thus achieving power output. This entire process repeats continuously, keeping the engine running.

[0115] In the above process, the combustion performance of the engine is particularly important. In order to improve the combustion efficiency and combustion stability of the engine, in some embodiments, this application provides an engine for providing power to the vehicle, wherein the engine has a combustion chamber with a pre-combustion chamber 1 and a combustion chamber 2 that are interconnected.

[0116] Specifically, the engine in this application includes a cylinder head 200, which forms the top wall of the combustion chamber of the combustion chamber 2. The top wall of the combustion chamber of the combustion chamber 2 is provided with a communication port, through which the combustion chamber of the combustion chamber 2 communicates with the pre-combustion chamber 1.

[0117] In some embodiments, see Figure 1 The engine in this application includes a pre-combustion chamber 1 and a combustion chamber 2. The combustion chamber 2 is provided with a combustion chamber. The pre-combustion chamber 1 is connected to the cylinder head 200. The pre-combustion chamber 103 (not shown in the figure) of the pre-combustion chamber 1 is connected to the combustion chamber of the combustion chamber 2 so that the pre-ignited gas can enter the combustion chamber of the combustion chamber 2.

[0118] See Figure 2 , Figure 2 The piston 201 in the combustion chamber 2 is shown. The piston 201 is movably disposed in the combustion chamber 2. The piston 201 is the piston 201 in the engine. The piston 201 can move along the X direction so that the gas can be pre-burned in the pre-combustion chamber 1 under the action of the ignition element 600. The ignited gas enters the combustion chamber 2.

[0119] The pre-combustion chamber 1 is suitable for pre-combusting gases, where the gases refer to the combustible mixture formed after the air-fuel mixture has been initially compressed and heated. The pre-combustion chamber 1 is configured to communicate with the combustion chamber 2, which is the main combustion area of ​​the engine. The gases pre-combusted in the pre-combustion chamber 103 enter the combustion chamber 2 through the communication point.

[0120] Specifically, see Figure 3 The pre-combustion chamber 1 in this application includes a housing 100, which forms the pre-combustion chamber 103 described above.

[0121] Furthermore, in order to enhance the stability of the connection between the pre-combustion chamber 1 and the cylinder head 200, the housing 100 and the cylinder head 200 are threaded together in this application.

[0122] In some embodiments, see continue to see Figure 2 as well as Figure 1 The pre-combustion chamber 1 in this application includes an ignition element 600. The housing 100 can be understood as the outer shell of the entire pre-combustion chamber 1. One end of the housing 100 is threadedly connected to the cylinder head 200. The ignition end of the ignition element 600 extends into the pre-combustion chamber 1 and is located in the pre-combustion cavity 103. The ignition end is used to ignite the gas.

[0123] For example, the connection is a through hole 1023. The housing 100 is also provided with a through hole 1023 connecting the pre-combustion chamber 1 and the combustion chamber 2. The high-temperature and high-pressure gas generated in the pre-combustion chamber 1 enters the pre-combustion chamber 1 through the through hole 1023.

[0124] It should be noted that the pre-combustion chamber 1 in this application can be either an active pre-combustion chamber 1 or a passive pre-combustion chamber 1.

[0125] Here, the pre-combustion chamber 103 refers to the space for combustion gases in the pre-combustion chamber 1 of the aforementioned engine, and the combustion chamber 2 refers to the space for combustion gases in the combustion chamber 2 of the aforementioned engine. The following content will not elaborate further on this.

[0126] Understandably, in this application, the gas first undergoes combustion in the pre-combustion chamber 1, creating a localized high-temperature and high-pressure environment within a relatively small space. The high-temperature and high-pressure gas jet generated in the pre-combustion chamber 1 is injected into the combustion chamber of the combustion chamber 2, initiating combustion of the gas mixture within the combustion chamber. These gas jets carry a large amount of energy and active free radicals, which can promote the rapid ignition and combustion of the gas mixture in the combustion chamber 2. Like a fuse, the combustion in the pre-combustion chamber 1 provides the initial energy and conditions for combustion in the combustion chamber 2, enabling combustion in the combustion chamber 2 to proceed more stably and efficiently.

[0127] That is, the pre-combustion chamber 1 provides the initial combustion energy and conditions, while the combustion chamber 2 completes most of the combustion tasks and realizes the engine's power output.

[0128] In the actual operation of the engine, the compression ratio inside the engine has a decisive influence on the engine efficiency and emissions. In order to enable the compression ratio to adapt to different engine operating conditions, the pre-combustion chamber 1 in this application also includes an adjustment component 3. The adjustment component 3 is adapted to adjust the pressure and / or temperature inside the pre-combustion chamber 103 when the pre-combustion chamber 1 is working, so as to adjust the engine pressure and / or temperature.

[0129] Specifically, the pressure of the engine is positively correlated with the pressure of the pre-combustion chamber 1; the temperature of the engine is positively correlated with the temperature of the pre-combustion chamber 1.

[0130] During engine operation, the internal pressure is generated by the piston's compression and combustion processes. The pre-combustion chamber 1 is usually connected to the engine's combustion chamber. When the pressure inside the engine increases, such as at the end of the compression stroke and the beginning of the combustion stroke, some pressure is transmitted to the pre-combustion chamber 1. Conversely, when the pressure inside the pre-combustion chamber 1 increases, some pressure can be transmitted to the engine (such as the cylinder). In other words, the pressure change in the pre-combustion chamber 1 will also affect the pressure distribution inside the engine, and the two interact with each other.

[0131] It is understandable that when the pressure inside the engine needs to be increased, it can be adjusted by increasing the pressure inside the pre-combustion chamber 1; the pressure change inside the engine is consistent with the pressure change inside the pre-combustion chamber 1, and the two satisfy the relationship of simultaneous increase or decrease.

[0132] Regarding temperature transfer, if the engine has high combustion efficiency and high temperature, the temperature of the air-fuel mixture entering the pre-combustion chamber 1 will also be relatively high, thus increasing the temperature of the pre-combustion chamber 1. Simultaneously, temperature changes in the pre-combustion chamber 1 will also have a certain feedback effect on the engine's combustion process, such as affecting fuel evaporation and mixing, further influencing the engine temperature; the two interact with each other.

[0133] It is understandable that when the temperature inside the engine needs to be increased, it can be adjusted by increasing the temperature inside the pre-combustion chamber 1; the temperature change inside the engine is consistent with the temperature change inside the pre-combustion chamber 1, and the two satisfy the relationship of rising or falling simultaneously.

[0134] In this way, the engine's combustion requirements vary under different operating conditions, and the adjustment component 3 can be adjusted accordingly. For example, it can increase the temperature to aid combustion under low load and adjust the pressure to prevent engine malfunctions under high load. Through pre-combustion and the regulation of pressure and temperature, the pre-combustion chamber 1 can dynamically adjust according to the engine's real-time status, bringing it closer to its optimal operating state, reducing combustion problems, and improving performance and reliability.

[0135] For example, when the intake pressure inside the engine is increased, the amount of air entering the engine increases. If the fuel supply remains constant, this will result in a leaner air-fuel ratio, meaning the proportion of air relative to fuel increases. As another example, when the intake air temperature inside the engine increases, the air density decreases, and the mass of air in the same volume decreases. If the fuel supply remains constant, the air-fuel ratio will become richer.

[0136] The air-fuel mixture concentration inside an engine varies depending on the engine load, and this concentration can be measured by the air-fuel ratio. The air-fuel ratio is the mass ratio of air to fuel.

[0137] Furthermore, the adjustment component 3 includes a drive member 400 and an actuator 300. The drive member 400 is adapted to receive a control signal for the operation of the pre-combustion chamber 1. The actuator 300 is electrically connected to the drive member 400. The drive member 400 is adapted to control the actuator 300 to adjust the amount of jet energy ejected from the pre-combustion chamber 103 into the combustion chamber 2 according to the control signal.

[0138] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 103 at a greater speed, and the pressure inside the pre-combustion chamber 103 increases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the jet energy is relatively small, the distance between gas molecules increases, the interaction force weakens, and the pressure inside the pre-combustion chamber 103 is low.

[0139] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 103 at a greater speed, and the pressure inside the pre-combustion chamber 103 increases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the jet energy is relatively small, the distance between gas molecules increases, the interaction force weakens, and the pressure inside the pre-combustion chamber 103 is low.

[0140] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 1 at a greater speed, heat is carried away, and the temperature inside the pre-combustion chamber 103 decreases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, heat loss is slower, and the temperature inside the pre-combustion chamber 103 increases.

[0141] Among them, the ejected jet energy refers to the energy released when the high-temperature and high-pressure gas generated by combustion is ejected along the nozzle. This energy can be adjusted by adjusting the compression ratio inside the pre-combustion chamber 2, or by adjusting the total amount of gas ejected from the pre-combustion chamber 2.

[0142] In some embodiments, the control signal includes the ignition energy requirement of the pre-combustion chamber 1, and the ignition energy requirement of the pre-combustion chamber 1 is positively correlated with the energy of the jet ejected from the pre-combustion chamber 1.

[0143] When the energy of the jet ejected from the pre-combustion chamber 1 increases, it means that the jet has a higher velocity, a stronger impact force, and carries more energy into the combustion chamber 2. To ensure that this high-energy jet can effectively ignite combustion, a higher ignition energy is required. Higher ignition energy ensures that the gas-fuel mixture is rapidly ignited after the jet enters the combustion chamber 2, allowing for complete combustion and the release of more energy.

[0144] Conversely, if the jet energy is low, its velocity and impact force are relatively weak, and it carries less energy. In this case, a lower ignition energy is sufficient to initiate combustion, because the gas mixture formed by a low-energy jet is relatively easy to ignite.

[0145] For example, when the engine is running under high load, the jet energy ejected from the pre-combustion chamber 1 is relatively large, which requires sufficient ignition energy to match and achieve efficient combustion. Otherwise, insufficient ignition energy may lead to incomplete combustion, affecting engine performance. Therefore, the ignition energy requirement increases with the increase of the jet energy in the pre-combustion chamber 1, and the two are positively correlated.

[0146] In some embodiments, this application provides two ways to change the jet energy: one is that the driving member 400 is adapted to drive the actuator 300 to adjust the internal volume of the pre-combustion chamber 103; the other is that the driving member 400 is adapted to drive the actuator 300 to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0147] It should be noted that the two methods can coexist or exist independently, and the driver 400 under the two methods can be shared. This application only provides an example of the specific situation and is not limited thereto.

[0148] The adjustment component 3 in this application can achieve the following adjustment of the pre-combustion chamber 1:

[0149] In the first feasible implementation, the adjustment component 3 is adapted to adjust the internal volume of the pre-combustion chamber 103.

[0150] In the second feasible implementation, the adjustment component 3 is adapted to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0151] In the second feasible implementation, adjusting the communication area between the pre-combustion chamber 103 and the combustion chamber 2 includes fully opening and fully closing the communication position between the pre-combustion chamber 103 and the combustion chamber 2.

[0152] For example, the pre-combustion chamber 103 is provided with at least one through hole 1023, the through hole 1023 is adapted to connect the combustion chamber 2 and the pre-combustion chamber 103, and the adjustment component 3 is adapted to adjust the opening and closing of the through hole 1023.

[0153] It should be noted that the two implementation methods described above can coexist, and this application does not limit the combination of the above implementation methods.

[0154] For example, when the adjustment component 3 can adjust the internal volume of the pre-combustion chamber 103, it can also adjust the communication area of ​​the through hole 1023. At the same time, when adjusting the communication area of ​​the through hole 1023, the adjustment component 3 can close or fully open the through hole 1023 to realize the opening and closing of the through hole 1023.

[0155] For example, the driving method of the driving component 400 is gear drive.

[0156] For example, the driving method of the drive component 400 is hydraulic drive.

[0157] Another example is that the driving method of the driving component 400 is electromagnetic driving.

[0158] Correspondingly, the actuator 300 is adapted to adjust the internal volume of the pre-combustion chamber 103, and the actuator 300 is also adapted to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0159] Furthermore, during the above adjustment process, it can be seen that the actuator 300, under the action of the drive 400, can adjust the internal volume of the pre-combustion chamber 103 and the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0160] For ease of explanation, the actuator 300 includes a sliding member 302 and a blocking member 301. The sliding member 302 is adapted to adjust the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2, and the blocking member 301 is adapted to adjust the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0161] As can be understood from the foregoing, the internal volume of the pre-combustion chamber 1 is negatively correlated with the ignition energy requirement, while the size of the connecting area is positively correlated with the ignition energy requirement.

[0162] Furthermore, the shell 100 includes an inner liner 102 and an outer wall 101. The inner liner 102 forms a pre-combustion chamber 103, and a first clearance opening 1021 is provided on the surface of the inner liner 102. The outer wall 101 is located on the outside of the inner liner 102, and a movable chamber 1032 is formed between the inner liner 102 and the outer wall 101. The movable chamber 1032 communicates with the pre-combustion chamber 103 through the first clearance opening 1021.

[0163] In the adjustment method of adjusting the connecting area, the adjustment component 3 is located in the pre-combustion chamber 103. The pre-combustion chamber 103 includes a fixed chamber 1031 and a movable chamber 1032. The movable chamber 1032 includes a connecting part 1032a adapted to communicate with the fixed chamber 1031. The actuator 300 is adapted to adjust the volume of the connecting part 1032a.

[0164] In some embodiments, the movable chamber 1032 is disposed on the outer periphery of the fixed chamber 1031, and the movable chamber 1032 and the fixed chamber 1031 are connected through a first clearance opening 1021. The actuator 300 is adapted to adjust the opening area of ​​the first clearance opening 1021.

[0165] For example, the pre-combustion chamber 103 is provided with a first clearance opening 1021, the fixed chamber 1031 and the movable chamber 1032 are connected through the first clearance opening 1021, and the adjustment component 3 is adapted to adjust the open area of ​​the first clearance opening 1021.

[0166] In some embodiments, the actuator 300 is slidably disposed within the movable chamber 1032, and the actuator 300 divides the movable chamber 1032 into a connecting portion 1032a and a blocking portion 1032b.

[0167] In this way, when the actuator 300 moves, it changes the degree to which the first clearance opening 1021 is blocked, thereby adjusting the communication area between the fixed chamber 1031 and the movable chamber 1032.

[0168] For example, when the actuator 300 slides to one side, it blocks the first clearance opening 1021, reducing the open area of ​​the first clearance opening 1021. Correspondingly, the volume of the connecting part 1032a decreases, while the volume of the blocking part 1032b increases. Simultaneously, when the actuator 300 slides to the other side, it increases the open area of ​​the first clearance opening 1021 relative to the movable chamber 1032, correspondingly increasing the volume of the connecting part 1032a and decreasing the volume of the blocking part 1032b. By adjusting the open area of ​​the first clearance opening 1021 and the volume of the connecting part 1032a through the actuator 300, the pressure, temperature, and other parameters within the pre-combustion chamber 103 are controlled, thereby optimizing the combustion process.

[0169] The second driving component 404 can be a separate driving component 400, or it can be linked with the first driving component 403. That is, the first driving component 403 also includes a second power output end, which forms the second driving component 404. The second power output end is used to control the sealing component 301.

[0170] It should be noted that the actuator 300 includes the sliding member 302 and the blocking member 301, and the driving member 400 includes the first driving member 403 and the second driving member 404. This does not mean that the actuator 300 or the driving member 400 are two parts. They can also be a single part that achieves the effects of both.

[0171] In some embodiments, see Figure 6 The adjustment component 3 in this application includes a slider 302 and a first driving component 403. The slider 302 is slidably disposed in the active chamber 1032. The first driving component 403 is connected to the slider 302 and is adapted to drive the slider 302 to move toward or away from the first clearance opening 1021 (not shown in the figure).

[0172] In this way, under the driving action of the first driving member 403, the sliding member 302 can flexibly control the open area of ​​the movable chamber 1032 in the pre-combustion chamber 103, thereby controlling the internal volume of the pre-combustion chamber.

[0173] Furthermore, the active chamber 1032 includes a connecting part 1032a and a blocking part 1032b. The connecting part 1032a is connected to the first clearance opening 1021, the blocking part 1032b is connected to the connecting part 1032a, and the inner liner 102 is located between the connecting part 1032a and the pre-combustion chamber 1.

[0174] Engine operating conditions are described by high, medium, and low loads. A high load indicates the engine needs to output significant power or torque, typically occurring during acceleration, climbing, or heavy loads. In this situation, the engine consumes more fuel to meet the power demand. A low load indicates the engine is operating at a relatively relaxed speed, such as during smooth driving or idling, consuming less fuel and outputting less power or torque. A medium load falls between high and low loads; the engine's operation is relatively stable, neither operating at full power nor at a very relaxed speed.

[0175] When an engine is under different loads, its requirements for power and fuel economy will also be different, requiring adjustment of the compression ratio within the engine to achieve optimal combustion efficiency.

[0176] For example, when the air-fuel ratio is greater than 1, it means that there is relatively more air and relatively less fuel in the mixture, which is called a lean mixture; when the air-fuel ratio is equal to 1, the ratio of air to fuel is just right for the most complete combustion, which theoretically can achieve the highest combustion efficiency and the lowest emissions; when the air-fuel ratio is less than 1, it indicates that there is relatively more fuel and relatively less air in the mixture, which is called a rich mixture.

[0177] For example, when the air-fuel ratio is greater than 1, the adjusting component 3 closes the first clearance port 1021, so that the volume inside the pre-combustion chamber 103 is the minimum volume within the adjustment range, thereby maximizing the compression ratio in the entire pre-combustion chamber. At this time, slightly increasing the ignition energy of the ignition end of the ignition element 600 will enable the interior of the pre-combustion chamber 103 to be ignited first, thereby entering the combustion chamber 2 of the main combustion chamber 2.

[0178] When the air-fuel ratio is less than 1, the engine exhaust temperature is high and the tendency to knock is large. The adjustment component 3 opens the first relief port 1021, and the volume in the pre-combustion chamber 103 is the maximum volume of the adjustment range, so that the compression ratio in the entire pre-combustion chamber 103 is minimized. As a result, the energy generated in the pre-combustion chamber 103 will also be reduced, thereby alleviating engine knock and reducing the ignition energy of the ignition element 600, thus improving the life of the ignition element 600.

[0179] When the air-fuel ratio is equal to 1, that is, the pre-combustion chamber 1 is in normal combustion state, the adjustment component 3 slightly opens the first clearance port 1021, which makes the volume of the entire pre-combustion chamber 103 moderate, thereby making the compression ratio in the pre-combustion chamber 103 moderate. Under this combustion state, not only can combustion be accelerated and fuel consumption saved, but the engine can also have good power output.

[0180] It should be noted that the “slight” opening here is within the range of the first clearance opening 1021 being fully open and fully closed. Depending on the specific combustion conditions of the engine, the degree to which the first clearance opening 1021 is open by “slight” will also vary.

[0181] In another adjustment method, in order to enable the pre-combustion chamber 1 to adjust its power more flexibly to adapt to different engine operating conditions, this application adjusts the output gas volume in the pre-combustion chamber 1 by adjusting the opening and closing of the through hole 1023.

[0182] For example, taking the adjustment component 3 closing or opening the through hole 1023 as an example, the adjustment component 3 includes a first state and a second state. When the adjustment component 3 is in the first state, the adjustment component 3 closes the through hole 1023; when the adjustment component 3 is in the second state, the adjustment component 3 opens the through hole 1023.

[0183] In this way, by switching the working state of the adjustment component 3, the opening and closing of the through hole 1023 can be controlled, thereby flexibly controlling the gas output from the pre-combustion chamber 1 to the combustion chamber.

[0184] The number of through holes 1023 can be one or more. The number of adjusting components 3 can also be one or more, and the number of adjusting components 3 can be equal to or less than the number of through holes 1023.

[0185] Understandably, an adjustment component 3 is used to open or close a corresponding target through-hole 1023.

[0186] This application does not limit the location of the adjustment component 3. The adjustment component 3 can be located outside the housing 100 or inside the housing 100.

[0187] For example, there are at least two through holes 1023, and the adjustment component 3 is adapted to adjust the on / off state of at least two through holes 1023.

[0188] The adjustment component 3 can be used in several ways to open and close the through hole 1023. The adjustment component 3 can slide along the surface of the housing 100 to open or close the through hole 1023, or the adjustment component 3 can move within the pre-combustion chamber 1 to open or close the through hole 1023. This application does not limit this.

[0189] For example, the adjustment component 3 is disposed in the pre-combustion chamber 1, and the adjustment component 3 can move toward or away from the through hole 1023 to switch between the first state and the second state.

[0190] For ease of understanding, an example is given with six through holes 1023. In this case, the number of adjusting components 3 can be six, with one adjusting component 3 corresponding to one through hole 1023. Alternatively, there can be three adjusting components 3, with one adjusting component 3 corresponding to one through hole 1023. In this case, the pre-combustion chamber 1 can flexibly control the amount of gas injected by opening or closing the three through holes 1023.

[0191] The above content will be further elaborated below in conjunction with specific circumstances. The number of adjustment components 3 can be equal to or less than the number of through holes 1023. For ease of explanation, when the number of adjustment components 3 is less than the number of through holes 1023, this application will exemplify that the number of through holes 1023 is six and the number of adjustment components 3 is three.

[0192] When an engine is under heavy load, it needs to output more power and requires more fuel. The air-fuel mixture in the engine has a higher proportion of fuel, and the air-fuel ratio is less than 1. At this time, the engine exhaust temperature is high, and the tendency for knocking is strong.

[0193] When the number of adjusting components 3 is equal to the number of through holes 1023, some adjusting components 3 are switched to the first state and some adjusting components 3 are switched to the second state. In this way, some through holes 1023 are opened and some through holes 1023 are closed. When the number of adjusting components 3 is less than the number of through holes 1023, all three adjusting components 3 are switched to the first state, three through holes 1023 are closed and the remaining three through holes 1023 are opened.

[0194] This allows for control of the total amount of air-fuel mixture entering the combustion chamber 2, preventing excessive mixture from causing overly intense combustion. Simultaneously, the reduced flow rate lowers the gas injection velocity, resulting in smoother diffusion of the mixture within the combustion chamber 2. This prevents the formation of localized high-speed airflow impacts and reduces the likelihood of abnormal combustion caused by unstable airflow.

[0195] When the engine is under medium load, its operation is relatively stable, and the air-fuel ratio inside the engine is equal to 1 (here, "approximately equal to" means that the value of the air-fuel ratio is slightly close to 1). At this time, selectively opening or closing the through-hole 1023 can keep the engine in the optimal combustion state, thereby ensuring engine power output while saving fuel consumption.

[0196] Taking the number of adjustment components 3 as less than the number of through holes 1023 as an example, one or two adjustment components 3 can be selectively switched to the first state, and one or two through holes 1023 are closed. At this time, the flow rate and injection speed of the high temperature and high pressure gas ejected from the through holes 1023 are moderate. The pre-combustion chamber 1 set in this way can not only speed up combustion and save fuel consumption, but also ensure that the engine has good power output.

[0197] When an engine is under light load, it requires less power. Using a leaner air-fuel mixture with an air-fuel ratio greater than 1 allows for more complete combustion, making full use of oxygen in the air to burn the fuel, thus improving fuel efficiency and reducing fuel consumption. A lean mixture allows more air to participate in combustion with the same amount of fuel, enabling the engine to operate more economically under light load.

[0198] At this time, in order to ensure the combustion efficiency of the engine, all adjustment components 3 are switched to the second state, all through holes 1023 are opened, and all through holes 1023 allow the high-temperature and high-pressure gas pre-combustion in the pre-combustion chamber 1 to pass through. At this time, the ignition energy of the ignition element 600 can also be slightly increased, so that the gas in the pre-combustion chamber 1 is ignited first. The ignited gas enters the combustion chamber of the combustion chamber 2 through the through holes 1023. At the same time, the mixture is ignited at all through holes 1023, introducing additional turbulence. In this way, misfire is avoided, the combustion speed is accelerated, and the fuel economy of the engine is improved.

[0199] It should be noted that the state switching of a single adjustment component 3 in this application can be controlled differently according to different working scenarios. The adjustment components 3 do not affect each other. Furthermore, the control of a portion of the adjustment components 3 can be the control of half of the adjustment components 3, or the control of one-third or one-quarter of the adjustment components 3. The examples above are merely illustrative examples for ease of understanding, and the state switching of the adjustment components 3 in this application is not limited to these.

[0200] As can be seen from the above description, for engines under different operating conditions, the pre-combustion chamber 1 in this application can control the adjustment component 3 to switch between the first state and the second state to achieve three different injection modes: few through holes 1023, medium through holes 1023, and multiple through holes 1023. These three modes correspond to the three operating conditions of the engine: high load, medium load, and low load. Accordingly, the pre-combustion chamber 1 in this application can effectively achieve three functions: reducing knocking under high load, reducing fuel consumption under low load, and combining power output and fuel saving under medium load.

[0201] It should be further explained that the engine itself includes the engine control unit (ECU) and various sensors. During engine operation, the engine control unit can determine the load state of the engine based on the information fed back by various sensors (such as air flow sensor, throttle position sensor, etc.), and then adjust the air-fuel ratio in the engine to adapt to the engine load state.

[0202] For example, engine speed has a significant impact on load conditions. At lower speeds, the engine load is relatively low. This is because at low speeds, the piston moves slowly, resulting in less air and fuel entering the cylinders per working cycle, and consequently, lower engine power output. For instance, at idle, the speed is typically a few hundred revolutions per minute, at which point the engine only needs to overcome its internal friction and maintain basic operational requirements, resulting in a light load. Conversely, as the speed increases, the number of working cycles per unit time increases, leading to more air and fuel entering the cylinders, increased engine power output, and a corresponding increase in load. For example, at high speeds, the engine speed is higher, and the load is greater to meet the vehicle's power demands.

[0203] Another example is the close relationship between torque and engine load. Torque is the force that causes an object to rotate; for an engine, torque reflects the magnitude of its output torque. When the torque is greater, the engine can overcome greater resistance, and the load is heavier. For example, when climbing a hill, accelerating, or towing a heavy load, the engine needs to output greater torque, resulting in a heavier load. Conversely, under constant speed or light load conditions, less torque is required, and the engine load is relatively lighter.

[0204] Furthermore, the amount of air intake directly affects the engine's load. Air entering the engine through the air filter mixes with fuel and burns in the cylinders to generate power. Increased air intake means more air participates in combustion, allowing more fuel to burn, increasing engine output power and thus the load. For example, when the accelerator pedal is depressed, the throttle opening increases, increasing air intake and consequently the engine load. Conversely, when the accelerator is released or the engine decelerates, air intake decreases, reducing the engine load.

[0205] In the process of adjusting the through hole 1023, this application also provides another adjustment method. The adjustment component 3 in this application can adjust the communication area between the through hole 1023 and the combustion chamber 2 corresponding to the pre-combustion chamber 103. That is, the adjustment component 3 in this application can adjust the size of the open area of ​​the through hole 1023 so that the open area of ​​the through hole 1023 can change within the range of being completely closed and completely open.

[0206] See Figure 4 , Figure 5 as well as Figure 12 The structure shown in the figure represents three different structures of adjustment components 3 provided in this application. The adjustment components 3 shown can adjust the opening or closing area of ​​the through hole 1023 while adjusting the internal volume of the pre-combustion chamber 1.

[0207] It should be noted that adjusting the internal volume of the pre-combustion chamber 1 and adjusting the opening or closing area of ​​the through hole 1023 can be done simultaneously or independently. This application provides only an exemplary illustration.

[0208] In one feasible implementation, see [link to implementation details]. Figure 5 and combined Figure 6 In this application, the movable chamber 1032 extends circumferentially along the inner liner 102, and the sliding member 302 slides circumferentially along the inner liner 102.

[0209] exist Figure 5 In the pre-combustion chamber 1 shown, the sliding member 302 is, by way of example, a block structure that can slide circumferentially along the inner liner 102.

[0210] Another example is that the first drive element 403 is a gear.

[0211] See Figure 5 , Figure 6 as well as Figure 7 The sliding member 302 slides from the connecting part 1032a into the sealing part 1032b along the direction of the sliding member 302. The rear end of the sliding member 302 is provided with a connector. The connector is located on the side of the sliding member 302 near the pre-combustion chamber 103. The connector is connected to the gear transmission so that the sliding member 302 can slide along the circumference of the inner liner 102.

[0212] For example, combined Figure 7 , Figure 8 as well as Figure 9 As the gear rotates clockwise, it drives the sliding member 302 to slide towards the movable chamber 1032. When the sliding member 302 is completely inside the movable chamber 1032, the first clearance opening 1021 opens. At this time, the volume of the pre-combustion chamber 103 is at its maximum.

[0213] Accordingly, see Figure 10When the gear rotates counterclockwise, the gear drives the sliding member 302 to slide away from the active chamber 1032. When the sliding member 302 slides completely out of the active chamber 1032, the first clearance opening 1021 is completely closed. At this time, the volume of the pre-combustion chamber 103 is at its minimum.

[0214] Understandably, during the sliding process of the sliding member 302, the gear and the connecting member remain fully engaged to ensure that the gear and the connecting member move synchronously. The rotation speed and steering of the gear are controlled by the vehicle's control system according to the engine's operating conditions to ensure that the compression ratio of the pre-combustion chamber 103 can change with the engine's operating conditions at any time.

[0215] Meanwhile, continue to see Figure 11 and combined Figure 12 In the adjustment component 3 shown in the figure, the adjustment component 3 also includes a first sealing member 301. It can be seen that the first sealing member 301 is provided with multiple clearance holes 3011, and one clearance hole 3011 corresponds to one through hole 1023. The first sealing member 301 is slidably disposed in the pre-combustion chamber 103. During the sliding process of the first sealing member 301, the relative position of the clearance hole 3011 and the through hole 1023 changes, and the body of the first sealing member 301 blocks the through hole 1023, so that the open area of ​​the through hole 1023 changes.

[0216] It should be noted that the blocking component 301 and the sliding component 302 can be driven separately or driven by the same driving component 400.

[0217] For example, the sealing member 301 is connected to the gear transmission. During the rotation of the gear, the gear can drive the sliding member 302 to slide and can also drive the sealing member 301 to rotate.

[0218] Another example is that the sealing element 301 is Figure 7 The arched component shown includes a side plate 3012 and an arched portion 3013. The arched portion 3013 is attached to the bottom wall of the housing 100. The side plate 3012 has teeth around its circumference. The gear and the sliding member 302 are spaced apart. Along the rotation direction of the sealing member 301, the sealing member 301 meshes with the connecting member of the gear and the sliding member 302 in sequence. The gear is driven by a motor located between the inner liner 102 and the outer wall 101. Under the driving action of the motor, the gear rotates, which drives the sealing member 301 to rotate. The sealing member 301 drives the sliding member 302 to rotate. The specific rotation direction is not limited in this application.

[0219] In another possible implementation, see [link to implementation details]. Figure 12The movable chamber 1032 extends axially along the inner liner 102, and the sliding member 302 slides axially along the pre-combustion chamber 1 (i.e., the inner liner 102). Along the direction in which the sliding member 302 slides from the connecting portion 1032a into the sealing portion 1032b, a locking member 3023 is provided at the rear end of the sliding member 302. The locking member 3023 is located on the side of the sliding member 302 near the pre-combustion chamber 103, and is adapted to engage with the inner liner 102.

[0220] At this time, along the axial direction, the connecting part 1032a and the blocking part 1032b are located on both sides of the actuator 300.

[0221] In this feasible embodiment, the first driving member 403 can be a hydraulic driving member or an electromagnetic driving member. The first driving member 403 can drive the sliding member 302 to slide circumferentially along the inner liner 102; that is, the sliding member 302 slides circumferentially along the pre-combustion chamber 103, and the sliding member 302 can open or close the first clearance opening 1021. At this time, along the circumferential direction, the connecting portion 1032a and the blocking portion 1032b are located on both sides of the actuator 300.

[0222] For example, the first driving member 403 is a hydraulic driving member. The hydraulic driving member has a first power output end, which is connected to the sliding member 302. Along the direction in which the sliding member 302 slides from the connecting part 1032a into the blocking part 1032b, the first power output end is located at the front end of the sliding member 302. The first power output end is adapted to push the front end to move the sliding member 302.

[0223] In order to prevent the slider 302 from sliding completely into the movable chamber 1032, along the direction in which the slider 302 slides from the connecting part 1032a into the sealing part 1032b, a snap-fit ​​member 3023 is provided at the rear end of the slider 302. The snap-fit ​​member 3023 is located on the side of the slider 302 near the pre-combustion chamber 103, and the snap-fit ​​member 3023 is adapted to snap-fit ​​with the first inner liner 102.

[0224] In this way, the snap-fit ​​3023 can effectively prevent the slider 302 from sliding excessively, ensuring that the slider 302 can slide on its preset trajectory, thus avoiding affecting the normal operation of the entire pre-combustion chamber 1.

[0225] In some embodiments, see Figure 4 The first driving member 403 is adapted to drive the sliding member 302 to move away from the first clearance opening 1021. The adjustment component 3 also includes a first rebound member 401, which is adapted to drive the sliding member 302 to move toward the first clearance opening 1021.

[0226] It is understandable that when the first driving member 403 releases the force applied to the sliding member 302, the sliding member 302 can return to its original position under the elastic force of the first return member 401.

[0227] During the opening or closing of the clearance opening by the slider 302, the first driving member 403 and the first rebound member 401 are located on opposite sides of the slider 302 in the direction of movement; that is, the first rebound member 401 is located within the movable chamber 1032. When the force applied by the first driving member 403 to the slider 302 increases, the slider 302 moves toward the first rebound member 401, and the deformation of the first rebound member 401 increases. When the force applied by the first driving member 403 to the slider 302 decreases, the slider 302 moves away from the first rebound member 401, and the deformation of the first rebound member 401 decreases.

[0228] The initial state of the first return spring 401 can be either compressed and deformed, or it can be in its original length. It is understandable that when the slider 302 slides, the first return spring 401 will be compressed.

[0229] exist Figure 4 Under the structure in the present application, the sealing member 301 can also be controlled. The first adjustment component 3 also includes a second driving member 404, which is adapted to drive the sealing member 301 to move.

[0230] For example, the sealing element 301 and Figure 4 The structure of the sealing member 301 is the same as that of the previous one. In this case, the sealing member 301 is rotatably disposed within the pre-combustion chamber 103. For example, the sealing member 301 rotates around the axis of the pre-combustion chamber 103. During the rotation of the sealing member 301, it is adapted to adjust the area of ​​the through hole 1023 corresponding to the area connecting the pre-combustion chamber and the combustion chamber 2. The sealing member 301 is provided with a clearance hole 3011, which is adapted to connect the through hole 1023 and the pre-combustion chamber. The sealing member 301 is adapted to adjust the communication area between the clearance hole 3011 and the through hole 1023. That is, the driving member is adapted to drive the sealing member 301 to rotate, thereby adjusting the relative position of the through hole 1023 and the clearance hole 3011.

[0231] Under the control of the second power output end, the sealing member 301 can adjust the relative position relationship between the clearance hole 3011 and the through hole 1023 during rotation, so as to adjust the communication area of ​​the through hole 1023 corresponding to the pre-combustion chamber 103 and the combustion chamber 2, thereby controlling the opening degree of the through hole 1023 to realize the gas output of the pre-combustion chamber 103.

[0232] In some embodiments, the inner liner 102 is further provided with a second clearance opening 1022 on its surface, and the outer wall 101 is provided on the outside of the inner liner 102. An accommodating space 104 is formed between the inner liner 102 and the outer wall 101, and the accommodating space 104 is connected to the pre-combustion chamber 103 through the second clearance opening 1022.

[0233] It should be noted that the movable chamber 1032 and the accommodating space 104 can be a single space, and both the movable chamber 1032 and the accommodating space 104 can be the space between the outer wall 101 and the inner liner 102. The accommodating space 104 is suitable for accommodating the driving component.

[0234] In some embodiments, the sealing member 301 includes a connecting portion 3024, which is slidably disposed in the second clearance opening 1022. The second clearance opening 1022 extends circumferentially along the pre-combustion chamber 103. The side of the connecting portion 3024 opposite to the sealing member 301 is disposed in the accommodating space 104. The connecting portion 3024 includes a first end, and the second driving member 404 is adapted to push the first end.

[0235] In this way, under the action of the first end of the connecting part 3024 pushed by the second power output end, the connecting part 3024 pushes the sealing part 301 to rotate around the pre-combustion chamber 103.

[0236] Adaptively, see Figure 4 In some embodiments, the adjustment component 3 of this application further includes a second spring member 402, which is disposed in the second clearance opening 1022 along the circumference of the pre-combustion chamber 103, and the connecting part 3024 includes a first end and a second end disposed opposite to each other.

[0237] While the second power output end pushes the first end, the second return spring 402 pushes the second end accordingly. When the second power output end releases its push on the sliding member 302, the sealing member 301 can return to its original position under the action of the second return spring 402.

[0238] The original position here can be the position where the sealing member 301 closes the through hole 1023, or the position where the sealing member 301 fully opens the through hole 1023 or partially opens the through hole 1023. This application does not limit this.

[0239] The following describes the structure of the third type of pre-combustion chamber 1 provided in this application:

[0240] Exemplarily, the first drive member 403 includes an electric push rod that can drive the sealing member 301 to move away from or towards the through hole 1023, so that the sealing member 301 opens or closes the through hole 1023.

[0241] Another example is in Figure 11 as well as Figure 12In the structure shown, the first driving member 403 includes an electromagnet 4031, which has an energized state and an de-energized state. By controlling the electromagnet 4031 to switch between the energized state and the de-energized state, the sliding member 302 can move toward or away from the first clearance opening 1021.

[0242] Driven by the electromagnet 4031, very precise position control of the slider 302 can be achieved. By adjusting the strength of the current and magnetic field, the moving distance and speed of the driven object can be precisely controlled.

[0243] Depend on Figure 13 As can be seen, the connecting part 1032a and the sealing part 1032b of the active chamber 1032 are arranged along the axial direction of the pre-combustion chamber 103.

[0244] In this way, by driving the electromagnet 4031, the extent to which the sliding member 302 covers the first clearance opening 1021 can be controlled, thereby controlling the degree of connection between the movable chamber 1032 and the pre-combustion chamber 103, and thus the internal volume of the pre-combustion chamber 103 can be precisely adjusted.

[0245] Specifically, the slider 302 is at least partially magnetic. When the electromagnet 4031 is energized, the electromagnet 4031 attracts the slider 302, causing the slider 302 to slide into the connecting portion 1032a and the slider 302 to close the first clearance opening 1021.

[0246] For example, the slider 302 is provided with a magnetic part.

[0247] As another example, the slider 302 is entirely magnetic; for example, the material of the slider 302 can be iron.

[0248] The magnetic part can be made of permanent magnet 3025 or other magnetic components.

[0249] In some embodiments, see Figure 14 The magnetic part is positioned facing the electromagnet 4031, and the connecting part 1032a is located above the blocking part 1032b. The electromagnet 4031 is located at the top of the connecting part 1032a, and the sliding member 302 is located between the electromagnet 4031 and the blocking part 1032b. When the electromagnet 4031 is de-energized, the electromagnet 4031 releases the attractive force generated by the sliding member 302, so that the sliding member 302 moves towards the blocking part 1032b under the gravity of the blocking member 301 and opens the first clearance opening 1021.

[0250] In some embodiments, the slider 302 includes a fixing part 3022 and a sliding part 3021. The fixing part 3022 is disposed in the movable chamber 1032, and the sliding part 3021 is slidably sleeved on the fixing part 3022. The sliding part 3021 is provided with a corresponding magnetic part.

[0251] Understandably, the fixed part 3022 guides the sliding part 3021. In this way, when the electromagnet 4031 is de-energized, the electromagnet 4031 releases the attractive force generated by the sliding part 3021, so that the sliding part 3021 moves towards the sealing part 1032b under the gravity of the sealing member 301, and closes or shuts off the first clearance opening 1021.

[0252] exist Figure 14 In the structure shown, the adjusting component 3 includes a sealing member 301, which is slidably connected to the pre-combustion chamber 1. The sealing part 1032b is provided on the side of the through hole 1023 facing the pre-combustion chamber 103. During the movement of the sealing member 301, the sealing member 301 is adapted to fully open or partially open the through hole 1023.

[0253] The shell 100 of the pre-combustion chamber 1 includes a bottom plate 106, which has a through hole 1023 for injecting gas, and the bottom plate 106 arches away from the pre-combustion chamber 103.

[0254] Furthermore, the sealing element 301 forms a sealing surface on the surface facing the base plate 106, which is used to close the through hole 1023. That is, the sealing surface is adapted to the inner surface of the base plate 106. When the sealing surface is tightly fitted to the inner surface of the base plate 106, gas leakage can be effectively prevented, thereby achieving better gas flow control.

[0255] In this way, when the number of through holes 1023 in the pre-combustion chamber 1 needs to be increased, by energizing the electromagnet 4031, the sealing member 301 can move away from the through hole 1023 under the action of magnetic attraction, thereby opening the corresponding through hole 1023 and increasing the amount of gas ejected from the pre-combustion chamber 1.

[0256] Furthermore, the pre-combustion chamber 1 in this application has different effects on the compression ratio of the engine system under different injection methods. Here, the engine compression ratio refers to the ratio of the maximum volume of the engine cylinder at bottom dead center to the minimum volume of the engine cylinder at top dead center.

[0257] When the engine is operating under low load, all adjustment components 3 switch to the second state. Correspondingly, the electromagnet 4031 is energized, attracting the sealing element 301. As the sealing element 301 moves away from the through-hole 1023, it gradually enters the space of the pre-combustion chamber 1. Since the sealing element 301 has a certain volume, its entry into the pre-combustion chamber 1 occupies the space that could originally hold gas, effectively reducing the volume of the pre-combustion chamber 1. Consequently, less air-fuel mixture enters the pre-combustion chamber 1 during the compression stroke, resulting in a relatively larger amount of air-fuel mixture participating in compression in the main combustion chamber 2. This causes an increase in pressure and temperature in the main combustion chamber 2 at the end of compression. The increased pressure and temperature in the main combustion chamber 2 after compression signifies an increase in the compression ratio.

[0258] Since through-hole 1023 is fully open, the system's compression ratio is at its highest.

[0259] When the engine is operating under low load, all adjustment components 3 switch to the second state. Correspondingly, the electromagnet 4031 is energized, generating an attractive force on the sealing component 301. As the sealing component 301 moves away from the through hole 1023, it gradually enters the space of the pre-combustion chamber 1. Because the sealing component 301 has a certain volume...

[0260] When all the sealing components 301 open the corresponding through holes 1023, compared with the device for ignition by a transmission spark plug, this application can significantly improve the compression ratio of the system.

[0261] In some embodiments, see Figure 12 This application also includes a cooling assembly 500, which is connected to the housing 100.

[0262] The pre-combustion chamber 1 generates a significant amount of heat during engine operation. The cooling assembly 500 effectively dissipates this heat, preventing the pre-combustion chamber 1 from overheating. Excessive temperature can cause deformation and damage to the internal components of the pre-combustion chamber 1, affecting the normal operation of the engine. For example, excessive temperature may cause components such as the piston and valves in the pre-combustion chamber 1 to expand, resulting in reduced clearances, increased frictional resistance, and even seizing. By lowering the temperature, the cooling assembly 500 ensures that all components of the pre-combustion chamber 1 operate within a suitable temperature range, maintaining the engine's stable performance.

[0263] In some embodiments, the cooling assembly 500 includes a liquid cooling element and a connecting pipe adapted to allow refrigerant to enter or exit.

[0264] Specifically, the connecting pipe includes an inlet pipe and an outlet pipe. The liquid cooling component is located in the housing 100. The inlet pipe is connected to the inlet end of the liquid cooling component and passes through the housing 100. The outlet pipe is connected to the outlet end of the liquid cooling component and passes through the housing 100.

[0265] Furthermore, the liquid cooling component is disposed between the inner liner 102 of the housing 100 and the outer wall 101 of the housing 100.

[0266] For example, the liquid cooling component is a water cooling component, in which case the inlet pipe and outlet pipe are connected to the vehicle's cooling system, and the heat generated by the pre-combustion chamber 1 is absorbed by the circulating coolant.

[0267] Furthermore, by adjusting the liquid flow rate at the inlet end of the water inlet pipe, that is, by automatically adjusting the liquid flow rate and temperature according to the engine's operating status, the pre-combustion chamber 1 is ensured to always operate within a suitable temperature range.

[0268] As another example, the liquid cooling component can also be a phase change liquid cooling component. When the temperature of the pre-combustion chamber 1 rises, the phase change material of the phase change liquid cooling component can absorb heat and undergo a phase change, changing from a solid state to a liquid state, thereby achieving cooling of the pre-combustion chamber 1. When the engine stops working or the temperature of the pre-combustion chamber 1 decreases, the phase change material will change from a liquid state to a solid state again, releasing the absorbed heat.

[0269] In some embodiments, this application also provides a control method for the pre-combustion chamber 1. The subject executing the method can be a vehicle system or various devices / modules in the vehicle system, such as the power system. This application does not specifically limit this.

[0270] The control method includes: controlling the position of the regulating component 3 according to the ignition requirements to regulate the pressure and / or temperature in the pre-combustion chamber 103.

[0271] In some embodiments, adjusting the pressure and / or temperature within the pre-combustion chamber 103 includes adjusting the magnitude of the jet energy ejected from the pre-combustion chamber 103.

[0272] Therefore, this application can control the position of the regulating component 3 according to different ignition requirements, and can accurately adjust the pressure and / or temperature in the pre-combustion chamber 103, thereby creating the most suitable environmental conditions for ignition.

[0273] In some embodiments, the position of the adjusting component 3 is controlled according to ignition requirements to adjust the energy of the jet ejected from the pre-combustion chamber 103, including:

[0274] The control and adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103; and / or, the control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0275] When a larger jet energy is required for ignition, the internal volume of the pre-combustion chamber 103 can be reduced by adjusting component 3. This compresses the gas within the pre-combustion chamber 103, increasing its pressure and giving it greater kinetic energy when injected into the combustion chamber 2, thus increasing the jet energy. Conversely, when a smaller jet energy is required, the internal volume of the pre-combustion chamber 103 is increased. In this case, the pressure within the pre-combustion chamber 103 decreases, reducing the kinetic energy of the gas as it is injected into the combustion chamber 2, and consequently reducing the jet energy.

[0276] To increase jet energy, the communication area between the pre-combustion chamber 103 and the combustion chamber 2 can be increased by adjusting component 3. This allows more high-energy gas to enter the combustion chamber 2 quickly, increasing the jet flow rate and velocity, thereby increasing the jet energy. Conversely, when it is necessary to reduce jet energy, the communication area can be decreased. This limits the velocity and amount of gas flowing from the pre-combustion chamber 103 to the combustion chamber 2, thus reducing the jet energy.

[0277] In some embodiments, the method in this application further includes: controlling the position of the regulating component 3 according to the engine load to regulate the engine pressure and / or temperature.

[0278] It should be noted that the engine pressure mentioned in this application refers to the pressure inside the engine cylinder, and the engine temperature refers to the temperature inside the engine cylinder.

[0279] Correspondingly, the position of the regulating component 3 is controlled according to the engine load to regulate the engine pressure and / or temperature, including:

[0280] The control and adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103; and / or, the control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0281] Furthermore, based on the engine load, the position of the regulating component 3 is controlled to regulate the engine pressure and / or temperature, including:

[0282] When the engine load is less than the first preset load, the control adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103 to the first volume; and / or,

[0283] The control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the first area.

[0284] In some embodiments, to further adapt to changes in engine load, the position of the regulating component 3 is controlled according to the engine load to regulate the engine pressure and / or temperature, including:

[0285] When the engine load exceeds the second preset load, the control adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103 to the second volume; and / or,

[0286] The control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the second area;

[0287] Among them, the first preset load is less than the second preset load; the first volume is less than the second volume; and the first area is greater than the second area.

[0288] Furthermore, based on the engine load, the position of the regulating components is controlled to regulate the engine pressure and / or temperature, including:

[0289] When the engine load is between a first preset load and a second preset load, the control adjustment component adjusts the internal volume of the pre-combustion chamber 103 to a third volume; and / or,

[0290] The control and adjustment component adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the third area.

[0291] The third volume is between the second volume and the first volume; the third area is between the second area and the first area.

[0292] In some embodiments, the control method of this application further includes: controlling the cooling capacity of the cooling component 500 according to the ignition requirements of the pre-combustion chamber 1.

[0293] Furthermore, the cooling capacity of the cooling assembly 500 is controlled according to the ignition requirements of the pre-combustion chamber 103, including: adjusting the cooling assembly 500 to different cooling capacities according to the different ignition requirements of the pre-combustion chamber 103.

[0294] For example, the method includes:

[0295] When the pre-combustion chamber 1 is in the first ignition requirement, the cooling capacity of the control cooling component 500 is the first cooling capacity.

[0296] When the pre-combustion chamber 1 is in the second ignition demand, the cooling capacity of the control cooling component 500 is the second cooling capacity.

[0297] When the pre-combustion chamber 1 is in the third ignition requirement, the cooling capacity of the control cooling component 500 is the third cooling capacity.

[0298] The first cooling capacity is greater than the second cooling capacity, and the third cooling capacity is greater than the second cooling capacity but less than the first cooling capacity.

[0299] In this way, the cooling component 500 in this application can precisely adapt to ignition conditions. Different ignition scenarios have different requirements for the temperature of the pre-combustion chamber 103. For example, during engine cold starts, a higher temperature is required to promote fuel evaporation and mixing. At this time, the cooling capacity of the cooling component 500 can be reduced, or even the cooling can be stopped, allowing the pre-combustion chamber 103 to heat up rapidly to reach a temperature suitable for ignition. However, during high-load operation, the temperature of the pre-combustion chamber 103 is prone to becoming too high, which may lead to problems such as knocking. In this case, increasing the cooling capacity of the cooling component 500 can quickly reduce the temperature and ensure the stability and reliability of ignition.

[0300] Secondly, it can improve combustion efficiency. Appropriate temperature helps optimize fuel-air mixing. When the cooling capacity is adjusted according to ignition requirements, the temperature within the pre-combustion chamber 103 can be maintained within the optimal range, promoting complete fuel combustion and reducing the formation of incomplete combustion products. This not only improves energy utilization but also reduces pollutant emissions, making the engine more environmentally friendly and energy-efficient.

[0301] Furthermore, it effectively protects engine components. Excessive temperature in the pre-combustion chamber 103 can cause thermal damage to surrounding components, shortening their service life. By controlling the cooling capacity of the cooling component 500, the temperature of the pre-combustion chamber 103 can be kept within a safe range, reducing wear, deformation, and damage to components caused by overheating, thereby extending the overall service life of the engine and reducing maintenance costs.

[0302] Finally, the engine's adaptability to different operating conditions has been enhanced. Whether under different load conditions, such as low load in urban traffic congestion and high load on highways, or in different ambient temperatures, the cooling component 500 can adjust the cooling capacity according to the ignition requirements of the pre-combustion chamber 103, so that the engine always maintains a good working condition and provides stable power output to the vehicle.

[0303] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A pre-combustion chamber (1), configured to communicate with a combustion chamber (2), characterized in that, The pre-combustion chamber (1) includes: A pre-combustion chamber (103) is adapted to pre-combust the gas; Adjustment component (3) is adapted to adjust the pressure and / or temperature in the pre-combustion chamber (103) when the pre-combustion chamber (1) is in operation.

2. The pre-combustion chamber (1) according to claim 1, characterized in that, The adjustment component (3) includes: A drive unit (400) adapted to receive a control signal for the operation of the pre-combustion chamber (1); An actuator (300) is electrically connected to a drive (400), and the drive (400) is adapted to control the actuator (300) to adjust the amount of jet energy ejected from the pre-combustion chamber (103) into the combustion chamber (2) according to the control signal.

3. The pre-combustion chamber (1) according to claim 2, characterized in that, The control signal includes the ignition energy requirement of the pre-combustion chamber (1), and the ignition energy requirement of the pre-combustion chamber (1) is positively correlated with the energy of the jet ejected from the pre-combustion chamber (1).

4. The pre-combustion chamber (1) according to claim 2, characterized in that, The drive element (400) is adapted to drive the actuator (300) to adjust the internal volume of the pre-combustion chamber (103); and / or, The drive member (400) is adapted to drive the actuator (300) to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

5. The pre-combustion chamber (1) according to claim 4, characterized in that, The driving method of the driving component (400) is gear drive; or, the driving method of the driving component (400) is hydraulic drive; or, the driving method of the driving component (400) is electromagnetic drive.

6. The pre-combustion chamber (1) according to claim 3, characterized in that, The actuator (300) is adapted to adjust the internal volume of the pre-combustion chamber (103); The internal volume of the pre-combustion chamber (1) is negatively correlated with the ignition energy requirement.

7. The pre-combustion chamber (1) according to any one of claims 3-6, characterized in that, The pre-combustion chamber (103) includes: Fixed chamber (1031); The movable chamber 1032 (1032) includes a connecting portion (1032a) adapted to communicate with the fixed chamber (1031), and the actuator (300) is adapted to adjust the volume of the connecting portion (1032a).

8. The pre-combustion chamber (1) according to claim 7, characterized in that, The movable chamber (1032) is located on the outer periphery of the fixed chamber (1031), and the movable chamber (1032) and the fixed chamber (1031) are connected through a first clearance opening (1021). The actuator (300) is adapted to adjust the opening area of ​​the first clearance opening (1021).

9. The pre-combustion chamber (1) according to claim 7 or 8, characterized in that, The actuator (300) is slidably disposed in the movable chamber (1032), and the actuator (300) divides the movable chamber (1032) into the connecting part (1032a) and the blocking part (1032b).

10. The pre-combustion chamber (1) according to claim 9, characterized in that, The actuator (300) slides along the axial direction of the pre-combustion chamber (103).

11. The pre-combustion chamber (1) according to claim 10, characterized in that, Along the axial direction, the connecting portion (1032a) and the blocking portion (1032b) are located on both sides of the actuator (300).

12. The pre-combustion chamber (1) according to claim 9, characterized in that, The actuator (300) slides circumferentially along the pre-combustion chamber (103).

13. The pre-combustion chamber (1) according to claim 12, characterized in that, Along the circumferential direction, the connecting portion (1032a) and the blocking portion (1032b) are located on both sides of the actuator (300).

14. The pre-combustion chamber (1) according to any one of claims 10-13, characterized in that, The drive unit (400) also includes: A first rebound member (401) is connected to the pre-combustion chamber (103) and is connected to the side of the actuator (300) away from the drive member (400). The first rebound member (401) is adapted to drive the actuator (300) to move along a first direction, which is opposite to the direction in which the drive member (400) drives the actuator (300) to move.

15. The pre-combustion chamber (1) according to any one of claims 3-14, characterized in that, The actuator (300) is adapted to adjust the size of the communication area between the pre-combustion chamber (103) and the combustion chamber (2); The size of the connected area is positively correlated with the ignition energy requirement.

16. The pre-combustion chamber (1) according to claim 15, characterized in that, The pre-combustion chamber (103) is provided with at least one through hole (1023), which is adapted to connect the pre-combustion chamber (103) and the combustion chamber (2).

17. The pre-combustion chamber (1) according to claim 16, characterized in that, The actuator (300) is rotatably disposed in the pre-combustion chamber (103). During the rotation of the actuator (300), the actuator (300) is adapted to adjust the size of the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

18. The pre-combustion chamber (1) according to claim 16, characterized in that, The actuator (300) is adapted to adjust the communication area of ​​the through hole (1023) corresponding to the connection between the pre-combustion chamber (103) and the combustion chamber (2).

19. The pre-combustion chamber (1) according to claim 18, characterized in that, The drive member (400) is adapted to drive the actuator (300) to rotate circumferentially along the pre-combustion chamber (1).

20. The pre-combustion chamber (1) according to claim 18, characterized in that, The actuator (300) is disposed between the pre-combustion chamber (103) and the through hole (1023), and the actuator (300) is provided with a clearance hole (3011) suitable for connecting the through hole (1023) and the pre-combustion chamber (103).

21. The pre-combustion chamber (1) according to claim 19, characterized in that, The drive member (400) is adapted to drive the actuator (300) to rotate in order to adjust the relative position of the through hole (1023) and the clearance hole (3011).

22. The pre-combustion chamber (1) according to any one of claims 17-21, characterized in that, The drive unit (400) also includes: The second rebound member (402) is disposed in the pre-combustion chamber (103) and is adapted to drive the actuator (300) to rotate in a second direction, which is opposite to the direction in which the drive member (400) drives the actuator (300) to rotate.

23. The pre-combustion chamber (1) according to claim 16, characterized in that, The actuator (300) is disposed in the pre-combustion chamber (103), and the actuator (300) is adapted to open or close the through hole (1023) during movement.

24. The pre-combustion chamber (1) according to claim 7, characterized in that, The drive unit (400) includes: An electromagnet (4031) includes an energized state and an de-energized state. By controlling the electromagnet (4031) to switch between the energized state and the de-energized state, the actuator (300) adjusts the internal volume of the pre-combustion chamber (103); and / or, So that the actuator (300) adjusts the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

25. The pre-combustion chamber (1) according to claim 24, characterized in that, The actuator (300) is at least partially magnetic.

26. The pre-combustion chamber (1) according to claim 24, characterized in that, When the electromagnet (4031) is in the energized state, the electromagnet (4031) is adapted to lock the actuator (300), and the actuator (300) closes the connection between the movable chamber (1032) and the fixed chamber (1031); When the electromagnet (4031) is in the de-energized state, the electromagnet (4031) is adapted to unlock the actuator (300), and the actuator (300) opens the connection between the movable chamber (1032) and the fixed chamber (1031).

27. The pre-combustion chamber (1) according to any one of claims 24-26, characterized in that, The pre-combustion chamber (103) is provided with a through hole (1023) suitable for connecting the pre-combustion chamber (103) and the combustion chamber (2), and the actuator (300) is adapted to open or close the through hole (1023).

28. The pre-combustion chamber (1) according to claim 27, characterized in that, The pre-combustion chamber (103) is provided with at least two through holes (1023), and the actuator (300) is adapted to open or close at least one of the two through holes (1023).

29. The pre-combustion chamber (1) according to claim 27 or 28, characterized in that, When the electromagnet (4031) is in the energized state, the electromagnet (4031) is adapted to lock the actuator (300), and the actuator (300) opens the through hole (1023); When the electromagnet (4031) is in the de-energized state, the electromagnet (4031) is adapted to unlock the actuator (300), and the actuator (300) closes the through hole (1023).

30. The pre-combustion chamber (1) according to any one of claims 1-29, characterized in that, Also includes: A housing (100) forms the pre-combustion chamber (103); A cooling assembly (500) is connected to the housing (100).

31. The pre-combustion chamber (1) according to claim 30, characterized in that, The housing (100) includes: Inner liner (102); The outer wall (101) is located on the outside of the inner liner (102), and the cooling assembly (500) is located between the inner liner (102) and the outer wall (101).

32. The pre-combustion chamber (1) according to claim 31, characterized in that, The cooling assembly (500) includes: A liquid cooling component is disposed between the inner liner (102) and the outer wall (101); the liquid cooling component is provided with a connecting pipe, which is adapted to allow refrigerant to enter and exit.

33. The pre-combustion chamber (1) according to any one of claims 1-32, characterized in that, Also includes: Ignition element (600) is connected to the pre-combustion chamber (1), and the ignition end of the ignition element (600) is located in the pre-combustion chamber (103).

34. A method for controlling a pre-combustion chamber (1), suitable for controlling the pre-combustion chamber (1) according to any one of claims 1-33, characterized in that, include: According to the ignition requirements, the position of the adjustment component (3) is controlled to adjust the pressure and / or temperature in the pre-combustion chamber (103).

35. The control method according to claim 34, characterized in that, The adjustment of the pressure and / or temperature within the pre-combustion chamber (103) includes: Adjust the energy of the jet ejected from the pre-combustion chamber (103).

36. The control method according to claim 34 or 35, characterized in that, The step of controlling the position of the adjusting component (3) according to the ignition requirements to adjust the energy of the jet ejected from the pre-combustion chamber (103) includes: The adjustment component (3) is controlled to adjust the internal volume of the pre-combustion chamber (103); and / or, the adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

37. An engine, characterized in that, The engine includes: The pre-combustion chamber (1) according to any one of claims 1-33, Combustion chamber (2), the pre-combustion chamber (103) and the combustion chamber (2) are connected.

38. The engine according to claim 37, characterized in that, The regulating component (3) is adapted to regulate the pressure and / or temperature of the engine when the engine is operating.

39. The engine according to claim 37, characterized in that, The pressure of the engine is positively correlated with the pressure of the pre-combustion chamber (1); the temperature of the engine is positively correlated with the temperature of the pre-combustion chamber (1).

40. The engine according to claim 37, characterized in that, The engine includes: Cylinder head (200), wherein the cylinder head is provided with the combustion chamber (2); Piston component (201), which is movably disposed within the combustion chamber (2).

41. A power system, characterized in that, include: The engine according to any one of claims 38-40, wherein the engine is adapted to provide power to the power system.

42. A method for controlling an engine, suitable for controlling the engine according to any one of claims 37-39, characterized in that, include: The position of the regulating component (3) is controlled according to the load of the engine to regulate the pressure and / or temperature of the engine; wherein the pressure of the engine is positively correlated with the pressure of the pre-combustion chamber (1); and the temperature of the engine is positively correlated with the temperature of the pre-combustion chamber.

43. The control method according to claim 42, characterized in that, The step of controlling the position of the regulating component (3) according to the engine load to regulate the engine pressure and / or temperature includes: The adjustment component (3) is controlled to adjust the internal volume of the pre-combustion chamber (103); and / or, the adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

44. The control method according to claim 42, characterized in that, The step of controlling the position of the regulating component (3) according to the engine load to regulate the engine pressure and / or temperature includes: When the engine load is less than a first preset load, the adjusting component (3) adjusts the internal volume of the pre-combustion chamber (103) to the first volume; and / or, The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a first area.

45. The control method according to claim 44, characterized in that, The step of controlling the position of the regulating component (3) according to the engine load to regulate the engine pressure and / or temperature includes: When the engine load exceeds the second preset load, the adjusting component (3) adjusts the internal volume of the pre-combustion chamber (103) to the second volume; and / or, The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a second area; Wherein, the first preset load is less than the second preset load; the first volume is less than the second volume; and the first area is greater than the second area.

46. ​​The control method according to claim 45, characterized in that, The step of controlling the position of the regulating component (3) according to the engine load to regulate the engine pressure and / or temperature includes: When the engine load is between the first preset load and the second preset load, the adjusting component (3) adjusts the internal volume of the pre-combustion chamber (103) to a third volume; and / or, The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a third area; The third volume is between the second volume and the first volume; the third area is between the second area and the first area.

47. A cooling control method for a pre-combustion chamber (1), suitable for controlling the pre-combustion chamber (1) according to any one of claims 30-32, characterized in that, include: The cooling capacity of the cooling assembly (500) is controlled according to the ignition requirements of the pre-combustion chamber (1).

48. The control method according to claim 47, characterized in that, The step of controlling the cooling capacity of the cooling assembly (500) according to the ignition requirements of the pre-combustion chamber (103) includes: According to the different ignition requirements of the pre-combustion chamber (103), the cooling component (500) is controlled to be adjusted to different cooling capacities.

49. A vehicle, characterized in that, include: The vehicle is adapted to implement the control method as described in any one of claims 1-33, as described in the pre-combustion chamber (1) of any one of claims 34-36; And / or, the vehicle is adapted to implement the control method as described in any one of 47 or 48; Alternatively, the vehicle may include the engine as described in any one of claims 37-40, and the vehicle is adapted to implement the control method as described in any one of claims 42-46; Alternatively, the vehicle may include the powertrain as described in claim 41, and the vehicle may be adapted to implement the control method as described in any one of claims 42-46.

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