Engine ignition device and ignition method

Abstract

This disclosure provides an engine ignition device, including a cylinder block, an intake assembly, a pre-combustion assembly, a plurality of first spark plugs, and a control assembly. A main combustion chamber is disposed within the cylinder block; the intake assembly is disposed on the cylinder block to input a combustible mixture into the main combustion chamber; the pre-combustion assembly is disposed in the cylinder block and is adapted to inject a jet flame into the main combustion chamber; the plurality of first spark plugs are disposed in the main combustion chamber, each first spark plug being adapted to ignite a portion of the combustible mixture to form a pre-ignition thermal atmosphere within the main combustion chamber; and the control assembly is connected to the first spark plugs and the pre-combustion assembly, the control assembly responding to a crankshaft angle signal to simultaneously ignite the plurality of first spark plugs, and controlling the second spark plugs within the pre-combustion assembly to sequentially ignite multiple times, thereby increasing the ignition energy within the pre-combustion assembly, promoting the flame propagation speed within the pre-combustion assembly, establishing a pressure differential more quickly, and injecting a jet flame, so that the jet flame, in conjunction with the pre-ignition thermal atmosphere, ignites the remaining combustible mixture within the main combustion chamber.

Description

Technical Field

[0001] This disclosure relates to the field of internal combustion engine technology, and more specifically, to an engine ignition device and ignition method. Background Technology

[0002] The single-point ignition method commonly used in existing engines, which involves an ignition coil exciting a spark plug to ignite the combustible mixture in the combustion chamber, suffers from low ignition energy. This results in a prolonged combustion duration and limited lean-burn limits, hindering the improvement of thermal efficiency. In contrast, pre-combustion chamber ignition technology uses multi-jet flames to achieve high-energy, multi-point ignition, significantly improving the ignition stability of internal combustion engines and widening the lean-burn limits, thereby significantly improving thermal efficiency.

[0003] In recent years, ammonia fuel and green methanol have attracted much attention due to their carbon-free or low-carbon characteristics and ease of storage and transportation. However, the low chemical reactivity of ammonia fuel leads to difficulties in ignition and slow combustion in traditional spark-ignition internal combustion engines, thus affecting the engine's ignition and combustion stability, increasing unburned ammonia emissions, and reducing thermal efficiency. Furthermore, while pre-combustion chamber ignition technology can theoretically improve combustion performance, the low flame velocity of ammonia fuel and the jet flame quenching phenomenon at the nozzle make its application in ammonia engines ineffective. Similarly, for methanol engines, under low loads, the low temperature leads to poor atomization of methanol fuel, resulting in poor combustion stability and difficulty in cold starts.

[0004] Therefore, there is an urgent need to develop new ignition technologies for ammonia and methanol fuels to improve the combustion rate of the mixture in the pre-combustion chamber, fully realize the potential of pre-combustion chamber ignition technology, and thus improve the thermal efficiency of the engine. Summary of the Invention

[0005] In view of this, the present disclosure provides an engine ignition device that uses multiple first spark plugs to ignite a portion of the combustible mixture in the main combustion chamber to form a pre-ignition hot atmosphere, which, together with the jet flame ejected from the pre-combustion chamber, efficiently and stably ignites the remaining combustible mixture in the main combustion chamber.

[0006] One aspect of this disclosure provides an engine ignition device, including a cylinder block, a pre-combustion assembly, an intake assembly, a plurality of first spark plugs, and a control assembly. A main combustion chamber is disposed within the cylinder block; the pre-combustion assembly is disposed within the cylinder block and is adapted to inject a jet flame into the main combustion chamber; the intake assembly is disposed within the cylinder block and is adapted to input a combustible mixture into the main combustion chamber; the plurality of first spark plugs are disposed within the main combustion chamber, each of the first spark plugs being adapted to ignite a portion of the combustible mixture to form a pre-ignition thermal atmosphere within the main combustion chamber; and the control assembly is connected to the first spark plugs and the pre-combustion assembly, the control assembly simultaneously igniting the plurality of first spark plugs in response to a crankshaft angle signal, and controlling the pre-combustion assembly to inject a jet flame, such that the jet flame, in conjunction with the pre-ignition thermal atmosphere, ignites the remaining combustible mixture within the main combustion chamber.

[0007] According to embodiments of the present disclosure, a plurality of the aforementioned first spark plugs are arranged at uniform intervals in the circumferential direction of the aforementioned pre-ignition assembly.

[0008] According to an embodiment of this disclosure, the intake assembly includes: an intake manifold disposed in the cylinder body and communicating with the main combustion chamber; a first fuel injector disposed in the intake manifold and adapted to inject fuel to mix with air in the intake manifold to form the combustible mixture; and an intake valve installed at the outlet end of the intake manifold and adapted to control the communication and disconnection between the intake manifold and the main combustion chamber.

[0009] According to an embodiment of this disclosure, the pre-combustion assembly includes a pre-combustion chamber disposed in the cylinder body and communicating with the main combustion chamber, and a second injector and a second spark plug installed in the pre-combustion chamber; the second injector is adapted to inject fuel into the pre-combustion chamber to mix with the gas in the pre-combustion chamber to form a pre-combustion mixture, and the second spark plug is adapted to ignite the pre-combustion mixture; wherein the gas in the pre-combustion chamber includes the combustible mixture from the main combustion chamber.

[0010] According to an embodiment of the present disclosure, the pre-combustion chamber further includes a nozzle, the nozzle being provided with a plurality of nozzle holes, the nozzle holes being adapted to spray the jet flame into the main combustion chamber; wherein, the plurality of nozzle holes are evenly spaced around the nozzle in the circumference, and at least a portion of the nozzle holes are directed toward the pre-ignition hot atmosphere.

[0011] According to embodiments of this disclosure, the control component includes: a first ignition coil, a second ignition coil, and a third ignition coil for igniting the two first spark plugs and the second spark plug; an on / off controller adapted to control the connection state of the first ignition coil and the third ignition coil with the two first spark plugs and the second spark plug, wherein the on / off controller, in response to a crankshaft angle signal, has a first mode that connects or disconnects the first ignition coil and the third ignition coil with the two first spark plugs respectively, and a second mode that connects the first ignition coil and the third ignition coil sequentially with the second spark plug; and an electronic control unit, communicatively connected to the first ignition coil, the second ignition coil, and the third ignition coil respectively, and outputting trigger signals to the first ignition coil, the second ignition coil, and the third ignition coil in an orderly manner in response to the crankshaft angle signal.

[0012] According to an embodiment of this disclosure, the electronic control unit is also connected to the second injector and controls the second injector to inject fuel in response to a crankshaft angle signal.

[0013] According to an embodiment of this disclosure, the volume of the pre-combustion chamber is less than 5% of the clearance volume of the main combustion chamber.

[0014] One aspect of this disclosure provides an ignition method according to the aforementioned engine ignition device, comprising: inputting a combustible mixture into the main combustion chamber according to an engine charging signal; igniting a portion of the combustible mixture in the main combustion chamber according to an engine crankshaft angle signal to form a pre-ignition hot atmosphere; and controlling a pre-combustion assembly to inject a jet flame into the main combustion chamber to ignite the remaining combustible mixture in conjunction with the pre-ignition hot atmosphere to perform work.

[0015] According to embodiments of this disclosure, the aforementioned control of the pre-combustion assembly to inject a jet flame into the main combustion chamber includes performing three consecutive ignitions on the pre-combustion assembly; the interval between the first ignition time and the ignition time of the combustible mixture satisfies Δt1; the interval between the second ignition time and the first ignition time satisfies Δt2; and the interval between the third ignition time and the second ignition time satisfies Δt3; wherein, Δt1 represents the interval from the end of the first spark plug triggering signal to the triggering of the second spark plug, Δt2 represents the triggering interval between the ignition coil of the first ignition and the ignition coil of the second ignition, and Δt3 represents the triggering interval between the ignition coil of the second ignition and the ignition coil of the third ignition.

[0016] According to embodiments of this disclosure, the engine ignition device integrates a pre-combustion component, an intake component, multiple first spark plugs, and a control component. The multiple first spark plugs ignite a portion of the combustible mixture within the main combustion chamber to form a pre-ignition hot atmosphere, which, in conjunction with the jet flame ejected from the pre-combustion chamber, achieves a stable and efficient ignition process. This broadens the lean-burn limit, optimizes the combustion process, improves the overall engine performance, and reduces emissions. In particular, it maintains combustion stability under low-load conditions, promoting the conversion of internal combustion engines to environmentally friendly fuels and providing a new path for the development of internal combustion engine technology. Attached Figure Description

[0017] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0018] Figure 1 A schematic diagram of an engine ignition device according to an embodiment of the present disclosure is shown.

[0019] Figure 2 This schematic diagram illustrates the working principle of an engine ignition device according to an embodiment of the present disclosure;

[0020] Figure 3 A schematic flowchart of an ignition method for an engine ignition apparatus according to an embodiment of the present disclosure is shown.

[0021] Figure 4 A signal timing control diagram of an engine ignition device according to an embodiment of the present disclosure is illustrated schematically.

[0022] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0023] 1. Cylinder block;

[0024] 11. Main combustion chamber;

[0025] 12. First spark plug;

[0026] 13. Preheating atmosphere before ignition;

[0027] 14. Cylinder;

[0028] 15. Piston;

[0029] 2. Intake components;

[0030] 21. Air intake;

[0031] 22. First injector;

[0032] 23. Intake valve;

[0033] 3. Pre-combustion components;

[0034] 31. Jet flame;

[0035] 32. Pre-combustion chamber;

[0036] 321. Pre-combustion chamber;

[0037] 322. Nozzle;

[0038] 33. Second fuel injector;

[0039] 34. Second spark plug;

[0040] 4. Control components;

[0041] 41. First ignition coil;

[0042] 42 Second ignition coil;

[0043] 43. Third ignition coil;

[0044] 44. On / off controller;

[0045] 441. First switch;

[0046] 442. Second switch;

[0047] 443. The third switch;

[0048] 444. The fourth switch;

[0049] 45. Electrical control unit;

[0050] S1, First trigger signal;

[0051] S2, the second trigger signal;

[0052] S3, the third trigger signal; and

[0053] S4, fuel injection signal. Detailed Implementation

[0054] The embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0055] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or mechanisms, but do not exclude the presence or addition of one or more other features, steps, operations, or mechanisms.

[0056] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0057] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0058] Pre-combustion chamber ignition technology utilizes multiple jet flames to achieve high-energy, multi-point ignition, significantly improving the ignition stability of spark-ignition internal combustion engines, extending the lean-burn limit of the engine, and greatly enhancing thermal efficiency. Its basic principle is to use a near-stoichiometric mixture in a small pre-combustion chamber. After being ignited by the spark plug, high pressure is generated in the pre-combustion chamber, forming a jet flame through the nozzle, which ignites the mixture in the cylinder. Under the action of the high-temperature, high-speed jet flame in the pre-combustion chamber, the combustion duration of the mixture in the cylinder is significantly shortened, resulting in a substantial increase in engine thermal efficiency.

[0059] Currently, when using pre-combustion chamber ignition technology, the combustion performance of ammonia engines still needs to be improved. This is mainly because the combustion flame speed of ammonia fuel is low, the ammonia fuel ignited in the pre-combustion chamber cannot establish a sufficiently high pressure difference, the resulting jet flame is weak, and there is a jet flame quenching phenomenon at the nozzle.

[0060] This disclosure provides an engine ignition device and ignition method to solve at least one technical problem in the prior art and other aspects.

[0061] Figure 1 This schematic diagram illustrates the structure of an engine ignition device according to an embodiment of the present disclosure. Figure 2 The schematic diagram illustrates the working principle of an engine ignition device according to an embodiment of the present disclosure.

[0062] Embodiments of this disclosure provide an engine ignition device, such as Figure 1 , Figure 2As shown, the system includes: a cylinder block 1, an intake assembly 2, a pre-combustion assembly 3, multiple first spark plugs 12, and a control assembly 4. The cylinder block 1 houses a main combustion chamber 11; the pre-combustion assembly 3 is disposed in the cylinder block 1 and is adapted to inject a jet flame 31 into the main combustion chamber 11; the intake assembly 2 is disposed in the cylinder block 1 and is adapted to input a combustible mixture into the main combustion chamber 11; multiple first spark plugs 12 are disposed in the main combustion chamber 11, each first spark plug 12 being adapted to ignite a portion of the combustible mixture to form a pre-ignition thermal atmosphere 13 within the main combustion chamber 11; the control assembly 4 is connected to the first spark plugs 12 and the pre-combustion assembly 3, and in response to a crankshaft angle signal, the control assembly 4 simultaneously ignites multiple first spark plugs 12 and controls the pre-combustion assembly 3 to inject a jet flame 31, so that the jet flame 31, in conjunction with the pre-ignition thermal atmosphere 13, ignites the remaining combustible mixture within the main combustion chamber 11.

[0063] According to the above configuration, multiple first spark plugs 12 are precisely and synchronously ignited by the control component 4. The combustible mixture in the area surrounding the first spark plugs 12 is ignited first, generating a certain temperature and pressure, which creates multiple pre-ignition thermal atmospheres 13 inside the main combustion chamber 11. Subsequently, the jet flame 31 injected by the pre-combustion component 3, under the action of these pre-ignition thermal atmospheres 13, rapidly and evenly diffuses throughout the main combustion chamber 11, igniting the remaining combustible mixture. This provides a higher initial temperature for the ignition of the pre-combustion component 3, resulting in a higher pressure differential in the pre-combustion chamber 32 and the generation of a higher-speed jet flame 31, thereby improving ignition performance and combustion stability in the main combustion chamber 11, and expanding the lean-burn limit.

[0064] In one illustrative embodiment, a crankshaft angle sensor is also included, suitable for monitoring the position and angle of the engine crankshaft, providing important operating data for the control component 4.

[0065] In one illustrative embodiment, such as Figure 2 As shown, the main combustion chamber 11 includes a cylinder 14 disposed in the cylinder body and a piston 15 disposed in the cylinder 14.

[0066] In one illustrative embodiment, a plurality of first spark plugs 12 are arranged at uniform intervals around the pre-ignition assembly 3.

[0067] According to the above configuration, the multiple first spark plugs 12 arranged at uniform intervals in the circumferential direction ensure the formation of multiple uniformly distributed pre-ignition thermal atmospheres 13 within the main combustion chamber 11. This allows the jet flame 31 injected by the pre-combustion assembly 3 to mix more evenly with the combustible mixture, effectively improving combustion uniformity and stability, reducing combustion fluctuations within the engine, and further enhancing combustion efficiency. Simultaneously, this uniform ignition strategy helps reduce engine noise and vibration, improves driving comfort, and reduces harmful emissions due to uneven combustion, positively impacting overall engine performance and environmental performance.

[0068] In one illustrative embodiment, such as Figure 2 As shown, the intake assembly 2 includes: an intake duct 21, which communicates with the main combustion chamber 11; a first fuel injector 22, which is disposed in the intake duct 21 and is suitable for injecting fuel to mix with the air in the intake duct 21 to form a combustible mixture; and an intake valve 23, which is installed at the outlet end of the intake duct 21 and is suitable for controlling the connection and disconnection between the intake duct 21 and the main combustion chamber 11.

[0069] According to the above configuration, through the connection between the intake manifold 21 and the main combustion chamber 11, the first injector 22 injects fuel into the intake manifold 21 to form a combustible mixture, and the intake valve 23 controls the connection and disconnection between the intake manifold 21 and the main combustion chamber 11, thus precisely controlling the timing and mixing ratio of the combustible mixture entering the main combustion chamber 11. This design improves the uniformity and stability of the combustible mixture, thereby optimizing the combustion process and enhancing the engine's power performance. Simultaneously, by precisely controlling the opening and closing of the intake valve 23, accurate adjustment of the engine's intake air volume can be achieved, further improving the engine's responsiveness and adaptability under different operating conditions.

[0070] In one illustrative embodiment, such as Figure 1 , Figure 2 As shown, the pre-combustion assembly 3 includes a pre-combustion chamber 32 disposed within the cylinder block 1 and connected to the main combustion chamber 11, and a second fuel injector 33 and a second spark plug 34 installed in the pre-combustion chamber 32; the second fuel injector 33 is adapted to inject fuel into the pre-combustion chamber 32 to mix with the gas in the pre-combustion chamber 32 to form a pre-combustion mixture, and the first spark plug 12 is adapted to ignite the pre-combustion mixture; wherein, the gas in the pre-combustion chamber 32 includes a combustible mixture from the main combustion chamber 11.

[0071] According to the above configuration, by setting up a pre-combustion chamber 32 and corresponding second injectors 33 and second spark plugs 34, the pre-combustion mixture is precisely ignited, thereby forming a stable flame front in the main combustion chamber 11. This design improves fuel combustion efficiency, reduces unburned fuel emissions, and, due to the pre-ignition of the pre-combustion mixture, reduces combustion temperature and pressure fluctuations in the main combustion chamber 11, thus improving the engine's operational stability and reliability.

[0072] In one illustrative embodiment, the second injector 33 may be configured as a single-hole injector with an injection pressure of 10–30 MPa.

[0073] In one illustrative embodiment, both the first spark plug 12 and the second spark plug 34 include an insulating medium, a metal casing, and a positive spark plug electrode, wherein the metal casing serves as the negative spark plug electrode. The insulating medium is located inside the metal casing, fixing the positive spark plug electrode to the central axis. The top of the positive spark plug electrode is bent and connected to the ignition coil from the side of the metal casing. The ignition coil generates a high voltage that breaks down the gas between the bottom of the positive spark plug electrode and the metal casing, generating an electric spark.

[0074] In one illustrative embodiment, such as Figure 2 As shown, the pre-combustion chamber 32 adopts a metal structure and is constructed in a conical shape, but it should be understood that this disclosure is not limited thereto. The pre-combustion chamber 32 may include a combustion chamber 321 formed within the metal structure and a nozzle 322, and the jet flame 31 generated in the pre-combustion chamber 32 can be sprayed toward the main combustion chamber 11 through the nozzle 322.

[0075] In one illustrative embodiment, the nozzle 322 is provided with a plurality of nozzle holes, which are adapted to spray the jet flame 31 into the main combustion chamber 11; wherein the plurality of nozzle holes are evenly spaced around the nozzle 322, and at least some of the nozzle holes face the pre-ignition hot atmosphere 13.

[0076] According to the above configuration, by arranging multiple nozzles evenly spaced on the nozzle 322 and ensuring that at least some of the nozzles face the pre-ignition hot atmosphere 13, the jet flame 31 can be more evenly distributed within the main combustion chamber 11, thereby promoting uniform combustion of the combustible mixture. This uniform flame distribution not only improves combustion efficiency and reduces incomplete combustion of fuel, but also reduces temperature gradients and pressure fluctuations during combustion, enhancing the engine's operational stability and durability.

[0077] In one illustrative embodiment, the volume of the pre-combustion chamber 32 is less than 5% of the clearance volume of the main combustion chamber 11.

[0078] Based on the above configuration, by controlling the volume of the pre-combustion chamber 32 to less than 5% of the clearance volume of the main combustion chamber 11, the formation and combustion process of the pre-combustion mixture can be ensured to be more efficient. This compact design of the pre-combustion chamber 32 helps to increase the pressure and temperature of the pre-combustion mixture, so that the high-temperature, high-pressure gas generated after ignition can more effectively drive the combustible mixture in the main combustion chamber 11 to burn. This not only improves the overall combustion efficiency but also reduces the engine's size and weight, increasing the engine's power density. Simultaneously, due to the smaller volume of the pre-combustion chamber 32, heat loss is reduced, further improving the engine's thermal efficiency and reducing fuel consumption.

[0079] In one illustrative embodiment, such as Figure 1 and Figure 2 As shown, the control component 4 includes: a first ignition coil 41, a second ignition coil 42, and a third ignition coil 43 for igniting two first spark plugs 12 and two second spark plugs 34; an on / off controller 44 adapted to control the connection state of the first ignition coil 41 and the third ignition coil 43 with the two first spark plugs 12 and the second spark plugs 34, wherein the on / off controller 44 responds to the crankshaft angle signal and has a first mode that connects or disconnects the first ignition coil 41 and the third ignition coil 43 with the two first spark plugs 12 respectively, and a second mode that connects the first ignition coil 41 and the third ignition coil 43 sequentially with the second spark plug 34; and an electronic control unit 45, which is communicatively connected to the first ignition coil 41, the second ignition coil 42, and the third ignition coil 43 respectively, and outputs trigger signals to the first ignition coil 41, the second ignition coil 42, and the third ignition coil 43 in an orderly manner in response to the crankshaft angle signal.

[0080] In detail, the electronic control unit 45 reads the crankshaft angle signal and sends trigger signals to the first ignition coil 41, the second ignition coil 42 and the third ignition coil 43 at different angles according to the settings, so that they can ignite the corresponding spark plugs to generate sparks.

[0081] Based on the above configuration, through the configuration of control component 4—that is, the on / off controller 44 switches the connection status of the first ignition coil 41 and the third ignition coil 43 with the two first spark plugs 12 according to the crankshaft angle signal, and the electronic control unit 45 outputs trigger signals to the ignition coils in an orderly manner—precise control of ignition timing and energy can be achieved. This design optimizes the combustion process, improves engine combustion efficiency and power output, while ensuring stable ignition in different operating modes, enhancing the engine's responsiveness and adaptability.

[0082] In one illustrative embodiment, such as Figure 1 and Figure 2As shown, the on / off controller 44 also includes a first switch 441 and a second switch 442 for controlling the connection and disconnection of the first ignition coil 41 and the third ignition coil 43 with the two first spark plugs 12; and a third switch 443 and a fourth switch 444 for controlling the connection and disconnection of the first ignition coil 41 and the third ignition coil 43 with the second spark plug 34.

[0083] In one illustrative embodiment, such as Figure 1 As shown, the electronic control unit 45 is also communicatively connected to the second injector 33 and controls the second injector 33 to inject fuel in response to the crankshaft angle signal.

[0084] Based on the above configuration, the precise control of the second injector 33 by the electronic control unit 45 allows for adjustment of the injection timing and quantity according to the actual operating conditions of the engine and the crankshaft angle signal, thereby optimizing the fuel injection process. This improves the uniformity of fuel-air mixing and combustion efficiency, enabling the engine to achieve more efficient energy conversion under different operating conditions.

[0085] Figure 3 A schematic flowchart of an ignition method for an engine ignition apparatus according to an embodiment of the present disclosure is shown. Figure 4 A signal timing control diagram of an engine ignition device according to an embodiment of the present disclosure is illustrated schematically.

[0086] Another aspect of this disclosure provides an ignition method according to the above-described engine ignition device, such as... Figure 3 As shown, it includes operations S110~S130.

[0087] In operation S110, a combustible mixture is input into the main combustion chamber 11 according to the engine's charging signal;

[0088] According to an embodiment of the present disclosure, before the ignition device operates, in response to a charging signal, the first injector 22 injects a preset amount of fuel into the intake manifold 21. The fuel mixes with the air in the intake manifold 21 to form a combustible mixture. Then, the intake valve 23 opens, and the combustible mixture is input into the main combustion chamber 11. The intake valve 23 then closes.

[0089] When operating S120, based on the crankshaft angle signal of the engine, a portion of the combustible mixture in the main combustion chamber 11 is ignited to form a pre-ignition hot atmosphere 13.

[0090] In detail, before the combustible mixture is ignited, during the compression stroke, the piston raises the temperature and pressure of the combustible mixture in the main combustion chamber 11, and the high-temperature and high-pressure combustible mixture enters the pre-combustion chamber 32 through the nozzle 322.

[0091] In detail, the electronic control unit 45 determines the injection and ignition timing of the pre-combustion chamber 32 based on the crankshaft angle signal, and sends an injection signal S4 to the second injector 33. The second injector 33 injects a predetermined amount of fuel to form a pre-combustion mixture with the combustible mixture. The pre-combustion mixture is generally at an approximately stoichiometric air-fuel ratio.

[0092] Furthermore, such as Figure 4 As shown, after the fuel in the pre-combustion chamber 32 mixes with the combustible mixture from the main combustion chamber 11 to form a uniform pre-combustion mixture, the electronic control unit 45 simultaneously sends a first trigger signal S1 and a third trigger signal S3 to the first ignition coil 41 and the third ignition coil 43. At this time, the on / off controller 44 is in the first mode, and the first switch 441 and the second switch 442 are in the closed state. The first ignition coil 41 and the third ignition coil 43 are respectively connected to the two first spark plugs 12, and the third switch 443 and the fourth switch 444 are in the open state. The two first spark plugs 12 ignite simultaneously, generating a pre-ignition hot atmosphere 13 in the main combustion chamber 11.

[0093] In operation S130, the pre-combustion component 3 is controlled to inject jet flame 31 into the main combustion chamber 11, which, together with the pre-ignition hot atmosphere 13, ignites the remaining combustible mixture to do work.

[0094] According to embodiments of this disclosure, controlling the pre-combustion assembly 3 to inject jet flame 31 into the main combustion chamber 11 includes igniting the pre-combustion assembly 3 three times consecutively.

[0095] The interval between the first ignition time and the ignition time of the combustible mixture satisfies Δt1; the interval between the second ignition time and the first ignition time satisfies Δt2; and the interval between the third ignition time and the second ignition time satisfies Δt3.

[0096] Wherein, Δt1 represents the interval from the end of the trigger signal of the first spark plug 12 to the triggering interval of the second spark plug 33, Δt2 represents the triggering interval between the ignition coil of the first ignition and the ignition coil of the second ignition, and Δt3 represents the triggering interval between the ignition coil of the second ignition and the ignition coil of the third ignition.

[0097] Detailed, such as Figure 4As shown, after a certain time Δt1, the electronic control unit 45 sequentially sends a first trigger signal S1, a second trigger signal S2, and a third trigger signal S3 to the first ignition coil 41, the second ignition coil 42, and the third ignition coil 43. When the first trigger signal S1 is sent, the third switch 443 in the on / off controller 44 is in the closed state, and the first switch 441, the second switch 442, and the fourth switch 444 are in the open state. When the second trigger signal S2 is sent, the first switch 441, the second switch 442, the third switch 443, and the fourth switch 444 in the on / off controller 44 are all in the open state, and the triggering time of the second trigger signal S2 is Δt2 later than the ending time of the first trigger signal S1. When the third trigger signal S3 is sent, the fourth switch 444 in the on / off controller 44 is in the closed state, and the first switch 441, the second switch 442, and the third switch 443 are in the open state, and the triggering time of the third trigger signal S3 is Δt3 later than the ending time of the first trigger signal S1.

[0098] According to the above configuration, the second spark plug 34 is sequentially ignited three times in the pre-combustion chamber 32, resulting in higher ignition energy and achieving high-energy ignition. The combustible mixture in the pre-combustion chamber 32 is rapidly ignited by high energy, generating high pressure. This high pressure is then used to form a jet flame 31 through the nozzle 322 of the pre-combustion chamber 32, which, in conjunction with the pre-ignition thermal atmosphere 13 in the main combustion chamber 11, rapidly ignites the remaining combustible mixture. The high-temperature, high-speed, and highly reactive jet flame 31 increases the ignition energy and ignition area, while the pre-ignition thermal atmosphere 13 formed by the pre-ignition in the main combustion chamber 11 provides a favorable combustion atmosphere, improving the engine's lean-burn limit and thermal efficiency.

[0099] In one illustrative embodiment, the second spark plug 33 can be continuously ignited by three ignition coils within a single engine cycle, wherein the ignition interval is adjustable, so that the ignition energy at the ignition position in the pre-combustion chamber 32 reaches three times the original amount.

[0100] Those skilled in the art will understand that the features described in the various embodiments of this disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in this disclosure. In particular, the features described in the various embodiments of this disclosure can be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0101] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. An engine ignition device, characterized by, include: Cylinder block (1), wherein a main combustion chamber (11) is provided inside the cylinder block (1); An intake assembly (2) is disposed in the cylinder block (1), the intake assembly (2) being adapted to input a combustible mixture into the main combustion chamber (11); A pre-combustion assembly (3) is disposed in the cylinder (1), and the pre-combustion assembly (3) is adapted to inject jet flame (31) into the main combustion chamber (11). A plurality of first spark plugs (12) are disposed in the main combustion chamber (11), each first spark plug (12) being adapted to ignite a portion of the combustible mixture to form a pre-ignition thermal atmosphere (13) within the main combustion chamber (11); and The control component (4) is connected to the first spark plug (12) and the pre-combustion component (3). The control component (4) responds to the crankshaft angle signal of the engine to simultaneously ignite multiple first spark plugs (12) and controls the pre-combustion component (3) to spray jet flame (31) so that the jet flame (31) cooperates with the pre-ignition hot atmosphere (13) to ignite the remaining combustible mixture in the main combustion chamber (11).

2. The engine ignition device of claim 1, wherein Multiple first spark plugs (12) are arranged at uniform intervals around the pre-ignition assembly (3).

3. The engine ignition device of claim 1, wherein The intake assembly (2) includes: An intake manifold (21) is disposed in the cylinder block (1), and the intake manifold (21) is connected to the main combustion chamber (11); A first fuel injector (22) is disposed within the air intake (21) and is adapted to inject fuel to mix with air within the air intake (21) to form the combustible mixture; and An intake valve (23) is installed at the outlet end of the intake duct (21) and is used to control the connection and disconnection between the intake duct (21) and the main combustion chamber (11).

4. The engine ignition device of claim 1, wherein The pre-combustion assembly (3) includes a pre-combustion chamber (32) disposed in the cylinder block (1) and connected to the main combustion chamber (11), and a second injector (33) and a second spark plug (34) installed in the pre-combustion chamber (32). The second injector (33) is adapted to inject fuel into the pre-combustion chamber (32) to mix with the gas in the pre-combustion chamber (32) to form a pre-combustion mixture, and the second spark plug (34) is adapted to ignite the pre-combustion mixture; The gas in the pre-combustion chamber (32) includes the combustible mixture from the main combustion chamber (11).

5. The engine ignition device according to claim 4, characterized in that, The pre-combustion chamber (32) also includes a nozzle (322) having a plurality of nozzle holes, which are suitable for spraying the jet flame (31) into the main combustion chamber (11). The plurality of nozzles are arranged at uniform intervals around the nozzle (322), and at least some of the nozzles face the pre-ignition hot atmosphere (13).

6. The engine ignition device according to claim 4, characterized in that, The control component (4) includes: The first ignition coil (41), the second ignition coil (42), and the third ignition coil (43) are used to ignite the two first spark plugs (12) and the second spark plugs (34). An on / off controller (44) is adapted to control the connection state of the first ignition coil (41) and the third ignition coil (43) with the two first spark plugs (12) and the second spark plug (34), wherein the on / off controller (44) responds to a crankshaft angle signal and has a first mode that connects or disconnects the first ignition coil (41) and the third ignition coil (43) with the two first spark plugs (12) respectively, and a second mode that connects the first ignition coil (41) and the third ignition coil (43) sequentially with the second spark plug (34); and The electronic control unit (45) is communicatively connected to the first ignition coil (41), the second ignition coil (42) and the third ignition coil (43) respectively, and outputs trigger signals to the first ignition coil (41), the second ignition coil (42) and the third ignition coil (43) in an orderly manner in response to the crankshaft angle signal.

7. The engine ignition device according to claim 6, characterized in that, The electronic control unit (45) is also connected to the second injector (33) and controls the second injector (33) to inject fuel in response to the crankshaft angle signal.

8. The engine ignition device according to any one of claims 4-7, characterized in that, The volume of the pre-combustion chamber (32) is less than 5% of the clearance volume of the main combustion chamber (11).

9. An ignition method for an engine ignition device according to any one of claims 1-8, characterized in that, include: According to the engine's charging signal, a combustible mixture is input into the main combustion chamber (11); Based on the crankshaft angle signal of the engine, a portion of the combustible mixture in the main combustion chamber (11) is ignited to form a pre-ignition thermal atmosphere (13); and The pre-combustion component (3) sprays a jet flame (31) into the main combustion chamber (11), which, together with the pre-ignition hot atmosphere (13), ignites the remaining combustible mixture to do work.

10. The ignition method according to claim 9, characterized in that, The pre-combustion control assembly (3) sprays jet flame (31) into the main combustion chamber (11), including igniting the pre-combustion assembly (3) three times in succession; The interval between the first ignition time and the ignition time of the combustible mixture satisfies Δt1; The interval between the second ignition time and the first ignition time satisfies Δt2; as well as The interval between the third ignition time and the second ignition time satisfies Δt3; Wherein, Δt1 represents the interval from the end of the trigger signal of the first spark plug (12) to the triggering interval of the second spark plug (34), Δt2 represents the triggering interval between the ignition coil of the first ignition and the ignition coil of the second ignition, and Δt3 represents the triggering interval between the ignition coil of the second ignition and the ignition coil of the third ignition.

Images