Precombustion ignition device, engine system, and vehicle

Abstract

The application provides a pre-combustion ignition device, an engine system and a vehicle, and the pre-combustion ignition device comprises a pre-combustion chamber, the pre-combustion chamber has a combustion cavity, the bottom of the combustion cavity is provided with a jet hole, the jet hole is used for being communicated with a main combustion chamber, a cylinder head, the pre-combustion chamber is connected with the cylinder head, the cylinder head is provided with a first air inlet channel and a second air inlet channel, an adjusting assembly, the adjusting assembly is movably connected with the cylinder head, the adjusting assembly has a first working state, a second working state and a third working state, when the adjusting assembly is in the first working state, the first air inlet channel is communicated with the combustion cavity, and the second air inlet channel is disconnected with the combustion cavity, when the adjusting assembly is in the second working state, the second air inlet channel is communicated with the combustion cavity, and the first air inlet channel is disconnected with the combustion cavity, and when the adjusting assembly is in the third working state, the first air inlet channel and the second air inlet channel are disconnected with the combustion cavity, so that the technical problem of high cost of improving dilution combustion efficiency caused by a traditional electromagnetic injector is solved.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engine ignition system technology, and more specifically, to a pre-combustion ignition device, an engine system, and a vehicle. Background Technology

[0002] Pre-combustion chamber ignition technology effectively improves the combustion performance and reduces emissions of natural gas engines by generating a high-energy jet to ignite the air-fuel mixture in the main combustion chamber. However, in existing engines using a dilution combustion mode, the combustible mixture in the pre-combustion chamber mainly relies on the in-cylinder mixture forced in from the main combustion chamber, and its concentration cannot be independently controlled. This results in a significant reduction in heat release from the pre-combustion chamber, limiting its actual improvement effect on dilution combustion and potentially even deteriorating engine performance. While introducing an independent fuel supply system can solve this problem, traditional solutions often involve adding electromagnetically controlled injectors. This not only significantly increases production and manufacturing costs but also presents difficulties in installation and is susceptible to heat dissipation and wear, leading to poor long-term reliability.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a pre-combustion ignition device, engine system, and vehicle to solve the problem of high cost in improving dilution combustion efficiency caused by traditional electromagnetic injectors.

[0005] To achieve the above objectives, according to one aspect of the present invention, a pre-combustion ignition device is provided, comprising: a pre-combustion chamber having a combustion chamber, a jet hole being provided at the bottom of the combustion chamber for communicating with a main combustion chamber; a cylinder head, the pre-combustion chamber being connected to the cylinder head, the cylinder head having a first intake passage and a second intake passage; and an adjustment assembly being movably connected to the cylinder head, the adjustment assembly having a first working state, a second working state, and a third working state. When the adjustment assembly is in the first working state, the first intake passage is connected to the combustion chamber, and the second intake passage is disconnected from the combustion chamber. When the adjustment assembly is in the second working state, the second intake passage is connected to the combustion chamber, and the first intake passage is disconnected from the combustion chamber. When the adjustment assembly is in the third working state, both the first intake passage and the second intake passage are disconnected from the combustion chamber.

[0006] Furthermore, the first intake passage is used to connect with the engine intake passage, and the second intake passage is used to connect with the high-pressure air tank.

[0007] Furthermore, the cylinder head is provided with a spark plug mounting hole, and the pre-ignition device also includes a spark plug, which is connected to the cylinder head through the spark plug mounting hole, and the ignition end of the spark plug is located in the combustion chamber.

[0008] Furthermore, the cylinder head is provided with a first air passage, a second air passage, and a third air passage. The third air passage is connected to the combustion chamber, the first air passage is connected to the engine intake passage, and the second air passage is connected to the high-pressure air tank. When the adjusting component is in the first working state, the first air passage and the third air passage are connected to form a first intake channel. When the adjusting component is in the second working state, the second air passage and the third air passage are connected to form a second intake channel. When the adjusting component is in the third working state, the third air passage is disconnected from both the first and second air passages.

[0009] Furthermore, a plunger mounting hole is provided on the cylinder head, which is selectively connected to the first, second, and third air passages respectively. The adjusting component includes: a plunger, at least a portion of which is movably disposed within the plunger mounting hole, the plunger having a first working state, a second working state, and a third working state; and a drive sub-assembly, the output end of which is connected to the plunger to drive the plunger to switch between the first, second, and third working states; wherein, when the adjusting component is in the first working state, the first air passage is connected to the third air passage through the plunger mounting hole.

[0010] Furthermore, a guide groove is provided on the plunger. When the plunger is in the second working state, the second air passage is connected to the third air passage through the guide groove to form a second air intake passage.

[0011] Furthermore, a pressure relief passage is provided on the cylinder head, and the pressure relief passage is located on the side of the plunger mounting hole away from the drive sub-assembly; wherein, when the plunger is in the first working state or the second working state, the pressure relief passage is connected to the plunger mounting hole, and when the plunger is in the third working state, the pressure relief passage is disconnected from the plunger mounting hole.

[0012] Furthermore, the drive sub-assembly includes: a motor; a camshaft, the output end of which is connected to the camshaft; a cam connected to the camshaft and arranged circumferentially along the camshaft; a ring block connected to the plunger and arranged circumferentially along the plunger; and an elastic element located between the ring block and the cylinder head; wherein the motor drives the camshaft to rotate the cam, thereby driving the ring block to switch the plunger between a first working state, a second working state, and a third working state.

[0013] According to another aspect of the present invention, an engine system is provided, including the pre-combustion ignition device described above. The engine system includes: a first pipeline, through which an engine intake manifold is connected to a first intake channel; and a second pipeline, through which a high-pressure gas tank is connected to a second intake channel. An electronically controlled pressure regulating valve and a pressure reducing valve are sequentially arranged on the second pipeline. One end of the pressure reducing valve is connected to the high-pressure gas tank, and the other end is connected to the electronically controlled pressure regulating valve. The other end of the electronically controlled pressure regulating valve is connected to the second intake channel.

[0014] According to another aspect of the present invention, a vehicle is provided, the vehicle having at least one of a pre-ignition device and an engine system, wherein the pre-ignition device is the pre-ignition device described above, and the engine system is the engine system described above.

[0015] By applying the technical solution of this invention, a pre-combustion chamber is provided with a combustion chamber, and a jet hole is provided at the bottom of the combustion chamber for communication with the main combustion chamber. The pre-combustion chamber is connected to the cylinder head, and a first intake channel and a second intake channel are provided on the cylinder head. An adjustment component is movably connected to the cylinder head. The adjustment component has a first working state, a second working state, and a third working state. When the adjustment component is in the first working state, the first intake channel is connected to the combustion chamber, and the second intake channel is disconnected from the combustion chamber. When the adjustment component is in the second working state, the second intake channel is connected to the combustion chamber, and the first intake channel is disconnected from the combustion chamber. When the adjustment component is in the third working state, both the first intake channel and the second intake channel are disconnected from the combustion chamber. Independent air supply and scavenging switching are achieved through the machine structure, which solves the technical problem of high cost in improving dilution combustion efficiency caused by traditional electromagnetic injectors, achieves the technical effect of improving system reliability, and effectively reduces manufacturing costs. Attached Figure Description

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

[0017] Figure 1 A schematic diagram of the structure of a first embodiment of the pre-combustion ignition device according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a pre-combustion chamber according to an embodiment of the present invention is shown;

[0019] Figure 3 A schematic diagram of a second embodiment of the pre-ignition device according to the present invention is shown;

[0020] Figure 4 A schematic diagram of an embodiment of the plunger according to the present invention is shown;

[0021] Figure 5 A schematic diagram of an embodiment of the cam according to the present invention is shown.

[0022] The above figures include the following reference numerals:

[0023] 1. Pre-combustion chamber; 101. Jet orifice; 102. Combustion chamber;

[0024] 2. Cylinder head; 200. Main combustion chamber; 201. Spark plug mounting hole; 202. First intake port; 203. Second intake port;

[0025] 204. Pressure relief air passage; 205. Plunger mounting hole; 206. Third air passage; 207. Pre-combustion chamber mounting hole;

[0026] 3. Engine air intake;

[0027] 4. Spark plugs;

[0028] 5. Electrically controlled pressure regulating valve;

[0029] 6. Pressure reducing valve;

[0030] 7. High-pressure gas storage tank;

[0031] 8. Electric motor;

[0032] 9. Camshaft;

[0033] 10. Cam;

[0034] 11. Plunger; 1101. Guide groove;

[0035] 12. Ring block;

[0036] 13. Elastic components. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0041] Combination Figures 1 to 5 As shown, according to a specific embodiment of this application, a pre-ignition device is provided.

[0042] Specifically, the pre-combustion ignition device includes a pre-combustion chamber 1, a cylinder head 2, and an adjustment assembly. The pre-combustion chamber 1 has a combustion chamber 102, and a jet hole 101 is provided at the bottom of the combustion chamber 102 for communicating with the main combustion chamber 200. The pre-combustion chamber 1 is connected to the cylinder head 2, and the cylinder head 2 has a first intake channel and a second intake channel. The adjustment assembly is movably connected to the cylinder head 2 and has a first working state, a second working state, and a third working state. When the adjustment assembly is in the first working state, the first intake channel is connected to the combustion chamber 102, and the second intake channel is disconnected from the combustion chamber 102. When the adjustment assembly is in the second working state, the second intake channel is connected to the combustion chamber 102, and the first intake channel is disconnected from the combustion chamber 102. When the adjustment assembly is in the third working state, both the first intake channel and the second intake channel are disconnected from the combustion chamber 102.

[0043] Combination Figure 1 and Figure 2As shown, the pre-combustion chamber 1 has a combustion chamber 102, and a jet hole 101 is provided at the bottom of the combustion chamber 102. The jet hole 101 is used to communicate with the main combustion chamber 200. This structure allows the combustible mixture formed in the pre-combustion chamber 1 to generate a high-speed, high-temperature jet after ignition, igniting the mixture in the main combustion chamber 200 and improving combustion stability. The pre-combustion chamber 1 is connected to the cylinder head 2, and the cylinder head 2 has a first intake passage and a second intake passage, providing the pre-combustion chamber 1 with input paths for gases from different sources. Furthermore, the pre-combustion chamber 1 is threadedly connected to the cylinder head 2 through a pre-combustion chamber mounting hole 207, and a section of the pre-combustion chamber 1 can extend into the cylinder. The combustion chamber 102 communicates with the engine's main combustion chamber 200 through the jet hole 101.

[0044] The regulating component is movably connected to the cylinder head 2, and its position changes control the air passage opening and closing. When the regulating component is in the first working state, the first intake passage is connected to the combustion chamber 102, and the second intake passage is disconnected from the combustion chamber 102. At this time, the pre-combustion chamber 1 mainly uses the air source connected to the first intake passage to fill or scavenge the air-fuel mixture and remove residual exhaust gas. When the regulating component is in the second working state, the second intake passage is connected to the combustion chamber 102, and the first intake passage is disconnected from the combustion chamber 102. At this time, the pre-combustion chamber 1 independently receives gas from the second intake passage, realizing independent regulation of the air-fuel mixture concentration to adapt to the lean combustion requirement. When the regulating component is in the third working state, both the first and second intake passages are disconnected from the combustion chamber 102, blocking all external gas inflow and preventing gas flow from interfering with the formation of the flame nucleus at the moment of spark plug ignition, thus ensuring the ignition success rate.

[0045] By applying the technical solution of this embodiment, precise control of the pre-combustion chamber 1 in three modes—scavenging, independent gas supply, and ignition isolation—is achieved by adjusting the switching of the components between the first, second, and third operating states. This structure not only solves the problem of the inability to independently control the mixture concentration in the pre-combustion chamber under dilution combustion mode in existing technologies, but also avoids the high cost and poor reliability issues associated with using electromagnetic injectors. Through a simple mechanical structure, it achieves low-cost, high-reliability, flexible adjustment and efficient utilization of the pre-combustion chamber mixture concentration.

[0046] Furthermore, the first air intake passage is used to connect with the engine air intake passage 3, and the second air intake passage is used to connect with the high-pressure air tank 7.

[0047] Combination Figure 1 and Figure 3As shown, the first intake passage is connected to the engine intake manifold 3, enabling the pre-combustion chamber 1 to obtain fresh air-fuel mixture or exhaust gas from the engine cylinder. This provides a gas source for the scavenging process during piston downward movement, effectively removing residual exhaust gas from the pre-combustion chamber 1 and preventing it from affecting subsequent ignition quality. The second intake passage is connected to the high-pressure gas tank 7, providing the pre-combustion chamber 1 with an independent high-pressure natural gas source. This allows the pre-combustion chamber 1 to be injected with a high-concentration combustible mixture under lean combustion conditions, ensuring sufficient heat release to generate a high-energy jet and significantly improving the ignition capability of the air-fuel mixture in the main combustion chamber 200.

[0048] By connecting the first intake channel to the engine intake duct 3 and the second intake channel to the high-pressure air tank 7, and in conjunction with the first and second operating states of the adjustment component, flexible switching of the air-fuel mixture source within the pre-combustion chamber 1 is achieved. When the adjustment component is in the first operating state, scavenging is performed using gas from the engine intake duct 3 to optimize the internal environment of the pre-combustion chamber 1. When the adjustment component is in the second operating state, independent air supply from the high-pressure air tank 7 is used to precisely control the air-fuel mixture concentration within the pre-combustion chamber 1. This dual-source independent supply mechanism solves the technical bottleneck of low air-fuel mixture concentration and insufficient heat release in traditional pre-combustion chamber ignition devices under dilution combustion mode. It also avoids the high cost and reliability issues associated with adding complex electromagnetic injectors, achieving highly flexible control of the pre-combustion chamber air-fuel mixture concentration and a comprehensive improvement in combustion performance with a low-cost, high-reliability mechanical structure.

[0049] Furthermore, the cylinder head 2 is provided with a spark plug mounting hole 201, and the pre-ignition device also includes a spark plug 4. The spark plug 4 is connected to the cylinder head 2 through the spark plug mounting hole 201, and the ignition end of the spark plug 4 is located in the combustion chamber 102.

[0050] Combination Figure 1 As shown, the spark plug mounting hole 201 is located in the cylinder head 2, and the spark plug 4 is connected to the cylinder head 2 through this mounting hole. Its ignition end is located in the combustion chamber 102 of the pre-combustion chamber 1. This structure ensures that the spark plug 4 can directly ignite the combustible mixture in the pre-combustion chamber 1. As an ignition source, the spark plug 4 generates an electric spark when the regulating component is in the third working state (i.e., cutting off all intake passages), igniting the high-energy mixture in the combustion chamber 102, thereby generating a high-temperature and high-pressure jet.

[0051] The coordination between spark plug 4, pre-combustion chamber 1, and the regulating assembly achieves a unified control of the gas path and ignition triggering. After the regulating assembly switches to the third operating state to block the airflow and stabilize the mixture in combustion chamber 102, spark plug 4 ignites immediately, avoiding interference from the airflow on the formation of the flame core. This arrangement allows pre-combustion chamber 1 to be directly ignited by spark plug 4 after independent adjustment of the mixture concentration, and then a high-energy jet is injected into the main combustion chamber 200 through the jet orifice 101. This not only ensures the reliability of the ignition process but also further improves the utilization rate and combustion stability of the mixture in the pre-combustion chamber, achieving high-efficiency ignition at low cost.

[0052] Furthermore, the cylinder head 2 is provided with a first air passage 202, a second air passage 203, and a third air passage 206. The third air passage 206 is connected to the combustion chamber 102. The first air passage 202 is used to connect to the engine intake passage 3, and the second air passage 203 is used to connect to the high-pressure air tank 7. When the adjustment component is in the first working state, the first air passage 202 and the third air passage 206 are connected to form a first intake passage. When the adjustment component is in the second working state, the second air passage 203 and the third air passage 206 are connected to form a second intake passage. When the adjustment component is in the third working state, the third air passage 206 is disconnected from both the first air passage 202 and the second air passage 203.

[0053] Combination Figure 1 and Figure 3 As shown, the first air passage 202 is connected to the engine intake passage 3, allowing the pre-combustion chamber 1 to utilize the fresh air-fuel mixture in the engine cylinder for scavenging or as a conventional fuel source. It naturally draws in the air-fuel mixture using the negative pressure within the cylinder, eliminating the need for additional pumping power, simplifying the air path structure and reducing energy consumption. The second air passage 203 is connected to the high-pressure gas storage tank 7, providing the pre-combustion chamber 1 with an independent high-pressure natural gas source. This allows the air-fuel mixture concentration in the pre-combustion chamber 1 to no longer be limited by the air-fuel ratio of the main combustion chamber, thus achieving independent and flexible control of the air-fuel mixture concentration in the pre-combustion chamber. The third air passage 206 is connected to the combustion chamber 102, serving as a converging channel connecting the pre-combustion chamber 1 to an external gas source.

[0054] The regulating component achieves precise switching between three modes in the pre-combustion chamber 1: scavenging with cylinder mixture, independent high-pressure natural gas supply, and gas path cutoff, by changing the connection relationship between the first air passage 202, the second air passage 203, and the third air passage 206. In the first operating state, the first air passage 202 and the third air passage 206 are connected, and the pre-combustion chamber 1 draws in the mixture from the engine intake passage 3 to remove residual exhaust gas and establish a basic concentration. In the second operating state, the second air passage 203 and the third air passage 206 are connected, and the pre-combustion chamber 1 switches to drawing in high-concentration natural gas from the high-pressure gas storage tank 7, significantly improving the energy density and combustion speed of the mixture in the pre-combustion chamber, thereby effectively improving the ignition stability and combustion efficiency of the natural gas engine under lean combustion conditions. In the third operating state, the third air passage 206 is disconnected from both the first air passage 202 and the second air passage 203, blocking all external gas inflow and preventing gas flow from interfering with the formation of the flame nucleus at the moment of spark plug ignition. This gas path switching mechanism avoids the drawbacks of setting up a complex electromagnetic injection system for the pre-combustion chamber in traditional schemes, and achieves independent control and efficient utilization of the mixture concentration in the pre-combustion chamber with a low-cost and highly reliable mechanical structure.

[0055] Furthermore, the cylinder head 2 is provided with a plunger mounting hole 205, which is selectively connected to the first air passage 202, the second air passage 203, and the third air passage 206 respectively. The adjustment component includes a plunger 11 and a drive sub-assembly. At least a portion of the plunger 11 is movably disposed in the plunger mounting hole 205. The plunger 11 has a first working state, a second working state, and a third working state. The output end of the drive sub-assembly is connected to the plunger 11 to drive the plunger 11 to switch between the first working state, the second working state, and the third working state. When the adjustment component is in the first working state, the first air passage 202 is connected to the third air passage 206 through the plunger mounting hole 205.

[0056] Combination Figure 1As shown, at least a portion of the plunger 11 is movably disposed within the plunger mounting hole 205. As the core actuator for gas path switching, its position change directly determines the connection status between the pre-combustion chamber 1 and different gas sources. Driven by the drive sub-assembly, when the plunger 11 is in the first working state, its internal flow channel or position allows the first air passage 202 to connect with the third air passage 206 through the plunger mounting hole 205. At this time, the pre-combustion chamber 1 draws in the mixture through the engine intake passage 3 for scavenging or to establish a basic concentration. When the plunger 11 is in the second working state, its position moves to allow the second air passage 203 to connect with the third air passage 206 through the plunger mounting hole 205, while physically blocking the connection between the first air passage 202 and the third air passage 206. At this time, the pre-combustion chamber 1 switches to receiving an independent natural gas supply from the high-pressure gas storage tank 7, realizing independent control of the mixture concentration. When the plunger 11 is in the third working state, its position moves to completely block the connection between the first air passage 202, the second air passage 203, and the third air passage 206, completely cutting off all airflow into the pre-combustion chamber.

[0057] The precise linear displacement of the plunger 11 within the plunger mounting hole 205 enables mechanical switching of the pre-combustion chamber 1's air path. This structure replaces complex electromagnetic injection control with simple plunger movement, achieving seamless switching of the pre-combustion chamber's air-fuel mixture source from engine intake to independent high-pressure supply and then to complete cutoff. This effectively solves the problem of the pre-combustion chamber's air-fuel mixture concentration being unable to be independently controlled under lean combustion mode. Furthermore, it significantly reduces system cost and failure rate, improves the reliability and response speed of the pre-combustion chamber ignition device, and ensures the stability of the combustion environment at the moment of ignition.

[0058] Furthermore, a guide groove 1101 is provided on the plunger 11. When the plunger 11 is in the second working state, the second air passage 203 is connected to the third air passage 206 through the guide groove 1101 to form a second air intake passage.

[0059] Combination Figure 1 and Figure 4 As shown, the guide groove 1101 is formed on the plunger 11, serving as a key structural feature for airflow switching. When the plunger 11 moves to the second working state under the action of the drive sub-assembly, the two ends of the guide groove 1101 are aligned with the second air passage 203 and the third air passage 206, respectively, so that the second air passage 203 is connected to the third air passage 206 through the guide groove 1101, thereby forming a second air intake channel. At this time, high-pressure natural gas enters the combustion chamber 102 from the high-pressure gas storage tank 7 through the second air passage 203, the guide groove 1101, and the third air passage 206, realizing independent gas supply to the pre-combustion chamber.

[0060] In one embodiment of this application, the guide groove 1101 is arranged circumferentially along the plunger 11 to form an annular groove, and the plunger 11 is interference-fitted with the plunger mounting hole 205. Compared with straight grooves or blind holes, the annular groove structure can provide a more stable airflow channel and reduce the risk of gas path blockage caused by slight eccentricity or vibration of the plunger 11. At the same time, the interference fit between the plunger 11 and the plunger mounting hole 205 ensures the sealing and guiding accuracy of the plunger 11 during reciprocating motion, preventing high-pressure natural gas from leaking through gaps into other non-target gas paths (such as the first gas path 202 or the pressure relief gas path 204), thereby ensuring the purity and pressure stability of the independent gas supply process in the pre-combustion chamber. This combination not only improves the reliability of gas path switching but also extends the service life of components and further reduces maintenance costs.

[0061] The design of the guide groove 1101 enables the plunger 11 to precisely establish a second intake channel in the second operating state. Through the connection function of the guide groove 1101, the pre-combustion chamber 1 can independently receive high-concentration natural gas from the high-pressure gas storage tank 7, no longer relying on the mixture from the engine intake duct 3. This structure not only simplifies the gas path control logic and avoids the complexity of multiple valves in parallel, but also ensures the sealing and reliability of gas path switching through the rigid connection of the mechanical structure, effectively realizing independent and flexible control of the mixture concentration in the pre-combustion chamber and improving the ignition stability under lean combustion conditions.

[0062] Furthermore, a pressure relief passage 204 is provided on the cylinder head 2, and the pressure relief passage 204 is located on the side of the plunger mounting hole 205 away from the drive sub-assembly; wherein, when the plunger 11 is in the first working state or the second working state, the pressure relief passage 204 is connected to the plunger mounting hole 205, and when the plunger 11 is in the third working state, the pressure relief passage 204 is disconnected from the plunger mounting hole 205.

[0063] The cylinder head 2 has a pressure relief passage 204, which is located on the side of the plunger mounting hole 205 away from the drive sub-assembly. When the plunger 11 is in the first or second working state, the position of the plunger 11 allows the pressure relief passage 204 to communicate with the plunger mounting hole 205; when the plunger 11 is in the third working state, the plunger 11 moves to this position, causing the pressure relief passage 204 to disconnect from the plunger mounting hole 205.

[0064] The pressure relief duct 204 is designed primarily to balance pressure and protect the mechanism. In the first and second operating states, the pressure relief duct 204 connects to the plunger mounting hole 205, eliminating back pressure resistance caused by plunger movement and ensuring that the plunger 11 can move smoothly and quickly to the target position under the action of the drive sub-assembly. In the third operating state, the plunger 11 completely blocks the pressure relief duct 204, ensuring the airtightness of the combustion chamber 102, the third duct 206, and the side of the plunger mounting hole 205 near the combustion chamber. This prevents high-pressure gas leakage or external air intrusion, thus providing a stable and undisturbed sealed environment for spark plug ignition and improving the operational stability and reliability of the pre-combustion chamber ignition device under high-pressure conditions.

[0065] Furthermore, the drive sub-assembly includes a motor 8, a camshaft 9, a cam 10, a ring block 12, and an elastic element 13. The output end of the motor 8 is connected to the camshaft 9; the cam 10 is connected to the camshaft 9 and is arranged circumferentially along the camshaft 9; the ring block 12 is connected to the plunger 11 and is arranged circumferentially along the plunger 11; the elastic element 13 is located between the ring block 12 and the cylinder head 2; wherein, the motor 8 drives the camshaft 9 to rotate the cam 10, thereby driving the ring block 12 to switch the plunger 11 between a first working state, a second working state, and a third working state.

[0066] Combination Figure 1 As shown, the drive sub-assembly includes a motor 8, a camshaft 9, a cam 10, a ring block 12, and an elastic element 13. The output end of the motor 8 is connected to the camshaft 9 to provide rotational power; the cam 10 is fixed to the camshaft 9 and arranged circumferentially along the camshaft 9, and its profile has a specific lift curve; the ring block 12 is fixed to the plunger 11 and arranged circumferentially along the plunger 11, forming a follower of the cam 10; the elastic element 13 (such as a spring) is located between the ring block 12 and the cylinder head 2, and always applies a restoring force to the ring block 12 and the plunger 11 in a direction away from the camshaft.

[0067] Combination Figure 5 As shown, the cam 10 has three different diameters along its circumference. The first diameter of the cam 10 corresponds to the first working state of the plunger 11, the second diameter corresponds to the second working state of the plunger 11, and the third diameter corresponds to the third working state of the plunger 11. Among them, the third diameter is the largest, so as to drive the plunger 11 to the leftmost third working state; the second diameter is the second largest, so as to drive the plunger 11 to the second working state; the first diameter is the smallest (or the base circle portion), so as to keep the plunger 11 in or return to the first working state under the action of the elastic element 13.

[0068] During operation, as the motor 8 drives the camshaft 9 to rotate one revolution, the plunger 11 can sequentially experience three distinct displacement positions. When the area corresponding to the first diameter segment of the cam 10 contacts the ring block 12, the elastic element 13 pushes the plunger 11 to the first position (i.e., the first working state), realizing the scavenging mode; when the cam 10 rotates to the area corresponding to the second diameter segment, the cam 10 overcomes the elastic force of the elastic element 13 and pushes the plunger 11 to the second position (i.e., the second working state), realizing the independent air supply mode; when the cam 10 rotates to the area corresponding to the third diameter segment with the largest diameter, the cam 10 pushes the plunger 11 to the extreme position (i.e., the third working state), realizing the air path cut-off mode.

[0069] This drive sub-assembly utilizes the precise motion control characteristics of the cam mechanism to achieve accurate adjustment of the plunger 11 position. The motor 8 provides a controllable power source, allowing the air path switching timing to be precisely synchronized with the engine crankshaft angle. The profile design of the cam 10 determines the displacement pattern and residence time of the plunger 11, ensuring that the air path connectivity meets the combustion cycle requirements during various stages such as scavenging, independent air supply, and ignition cutoff. The elastic element 13 ensures that the plunger 11 can quickly and reliably reset or maintain its position during non-drive phases or when the cam 10 falls back, preventing position drift due to vibration or pressure fluctuations. This mechatronic drive method not only achieves automated and precise control of the pre-combustion chamber air path but also avoids the malfunctions that electromagnetic injectors are prone to in high-temperature and high-pressure environments, improving the system's robustness and service life.

[0070] In another embodiment of the present invention, an engine system is also provided, including the pre-combustion ignition device described above. The engine system includes a first pipeline and a second pipeline. The engine intake duct 3 is connected to the first intake channel through the first pipeline. The high-pressure gas tank 7 is connected to the second intake channel through the second pipeline. An electronically controlled pressure regulating valve 5 and a pressure reducing valve 6 are sequentially arranged on the second pipeline. One end of the pressure reducing valve 6 is connected to the high-pressure gas tank 7, and the other end is connected to the electronically controlled pressure regulating valve 5. The other end of the electronically controlled pressure regulating valve 5 is connected to the second intake channel.

[0071] Combination Figure 1 As shown, the engine intake duct 3 is connected to the first intake passage (i.e., the first air passage 202) via the first pipeline, and is used to provide a basic mixture to the pre-combustion chamber in lean combustion mode; the high-pressure gas storage tank 7 is connected to the second intake passage (i.e., the second air passage 203) via the second pipeline, and is used to provide an independent high-pressure natural gas source when a high concentration of pre-combustion chamber mixture is required.

[0072] On the second pipeline, an electrically controlled pressure regulating valve 5 and a pressure reducing valve 6 are installed in sequence. The specific connection relationship is as follows: the high-pressure gas storage tank 7 is connected to one end of the pressure reducing valve 6, the other end of the pressure reducing valve 6 is connected to the electrically controlled pressure regulating valve 5, and the other end of the electrically controlled pressure regulating valve 5 is connected to the second air intake channel (second air passage 203).

[0073] This engine system achieves flexible control of the pre-combustion chamber mixture concentration through a dual-source gas supply architecture. High-pressure natural gas in the high-pressure storage tank 7 is first initially depressurized by the pressure reducing valve 6 to match the safety pressure and flow requirements of subsequent pipelines. Then, precise pressure and flow are regulated by the electronically controlled pressure regulating valve 5. The electronically controlled pressure regulating valve 5 is controlled in real-time by the engine control unit (ECU), dynamically adjusting the high-pressure natural gas pressure output to the pre-combustion chamber according to engine operating conditions (such as load, speed, and air-fuel ratio). When the engine is in normal or slightly lean operating conditions, the system mainly relies on the engine intake manifold 3 for gas supply through the first pipeline. When the engine is in a deeply lean combustion condition or requires enhanced ignition energy, the ECU controls the electronically controlled pressure regulating valve 5 to open, allowing high-pressure natural gas to enter the pre-combustion chamber through the second pipeline. This allows the high-pressure natural gas to mix with a small amount of scavenged gas or independently formed high-concentration natural gas, significantly increasing the combustible mixture concentration and ignition energy in the pre-combustion chamber, improving combustion stability, suppressing knocking, and reducing harmful emissions. This dual-pipeline, adjustable-pressure design not only improves the system's adaptability and efficiency, but also achieves low-cost, high-reliability independent gas supply control for the pre-combustion chamber through the combination of mechanical gas path switching (plunger 11) and precise electronic control (electric pressure regulating valve 5).

[0074] In another embodiment of the present invention, a vehicle is also provided, the vehicle having at least one of a pre-ignition device and an engine system, wherein the pre-ignition device is the pre-ignition device in the above embodiment, and the engine system is the engine system in the above embodiment.

[0075] Because this vehicle employs a pre-combustion chamber ignition device and engine system with independent pre-combustion chamber mixture concentration control, the engine can maintain a high pre-combustion chamber mixture concentration and ignition energy in lean combustion mode. This not only effectively improves the combustion stability of the natural gas engine under low load or high dilution conditions, suppressing knocking and misfire, but also significantly reduces emissions of nitrogen oxides (NOx) and unburned hydrocarbons (HC). Furthermore, since the system uses a mechanical plunger switch instead of a complex electromagnetic injector, it reduces manufacturing costs and maintenance difficulty, improves the vehicle's reliability and economy under complex road conditions and long-term operation, thereby enhancing the overall vehicle performance and user experience.

[0076] The above embodiments achieve the following technical effects:

[0077] The regulating component is movably connected to the cylinder head 2, and its position changes control the air passage opening and closing. When the regulating component is in the first working state, the first intake passage is connected to the combustion chamber 102, and the second intake passage is disconnected from the combustion chamber 102. At this time, the pre-combustion chamber 1 mainly uses the air source connected to the first intake passage to fill or scavenge the air-fuel mixture and remove residual exhaust gas. When the regulating component is in the second working state, the second intake passage is connected to the combustion chamber 102, and the first intake passage is disconnected from the combustion chamber 102. At this time, the pre-combustion chamber 1 independently receives gas from the second intake passage, realizing independent regulation of the air-fuel mixture concentration to adapt to the lean combustion requirement. When the regulating component is in the third working state, both the first and second intake passages are disconnected from the combustion chamber 102, blocking all external gas inflow and preventing gas flow from interfering with the formation of the flame nucleus at the moment of spark plug ignition, thus ensuring the ignition success rate.

[0078] The gas path switching is achieved through simple mechanical linear motion, replacing the complex electromagnetic injection control structure. This reduces the system's manufacturing cost and assembly difficulty, eliminates the risk of electromagnetic components failing under high temperature and high pressure environments, and improves the structural stability and service life of the ignition device.

[0079] The pressure relief passage 204 is located away from the drive side of the plunger mounting hole 205 and is linked to the position of the plunger 11. It is connected in the first and second working states to balance the pressure on the back side of the plunger 11, eliminate movement resistance, and ensure that the plunger 11 switches quickly and smoothly. It is disconnected in the third working state (ignition cut-off) to ensure the airtightness of the combustion chamber 102 and the gas supply side, prevent high-pressure gas leakage, and ensure the safety and stability of the environment at the moment of ignition.

[0080] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0081] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0082] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0083] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A pre-combustion ignition device, characterized in that, include: A pre-combustion chamber (1) has a combustion chamber (102), and a jet hole (101) is provided at the bottom of the combustion chamber (102). The jet hole (101) is used to communicate with the main combustion chamber (200). Cylinder head (2), the pre-combustion chamber (1) is connected to the cylinder head (2), and the cylinder head (2) is provided with a first intake passage and a second intake passage; An adjustment assembly is movably connected to the cylinder head (2). The adjustment assembly has a first working state, a second working state, and a third working state. When the adjustment assembly is in the first working state, the first intake passage is connected to the combustion chamber (102), and the second intake passage is disconnected from the combustion chamber (102). When the adjustment assembly is in the second working state, the second intake passage is connected to the combustion chamber (102), and the first intake passage is disconnected from the combustion chamber (102). When the adjustment assembly is in the third working state, both the first intake passage and the second intake passage are disconnected from the combustion chamber (102).

2. The pre-combustion ignition device according to claim 1, characterized in that, The first air intake passage is used to connect with the engine air intake passage (3), and the second air intake passage is used to connect with the high-pressure air tank (7).

3. The pre-combustion ignition device according to claim 2, characterized in that, The cylinder head (2) is provided with a spark plug mounting hole (201), and the pre-ignition device further includes: Spark plug (4), the spark plug (4) is connected to the cylinder head (2) through the spark plug mounting hole (201), and the ignition end of the spark plug (4) is located in the combustion chamber (102).

4. The pre-combustion ignition device according to claim 2 or 3, characterized in that, The cylinder head (2) is provided with a first air passage (202), a second air passage (203) and a third air passage (206). The third air passage (206) is connected to the combustion chamber (102). The first air passage (202) is used to connect to the engine intake passage (3). The second air passage (203) is used to connect to the high-pressure air tank (7). When the adjustment component is in the first working state, the first air passage (202) is connected to the third air passage (206) to form the first air intake passage. When the adjustment component is in the second working state, the second air passage (203) is connected to the third air passage (206) to form the second air intake passage. When the adjustment component is in the third working state, the third air passage (206) is disconnected from both the first air passage (202) and the second air passage (203).

5. The pre-combustion ignition device according to claim 4, characterized in that, The cylinder head (2) has a plunger mounting hole (205), which is selectively connected to the first air passage (202), the second air passage (203), and the third air passage (206), respectively. The adjustment assembly includes: A plunger (11), at least a portion of which is movably disposed within the plunger mounting hole (205), the plunger (11) having a first working state, a second working state and a third working state; A drive sub-component, the output of which is connected to the plunger (11) to drive the plunger (11) to switch between the first working state, the second working state and the third working state; When the adjustment component is in the first working state, the first air passage (202) is connected to the third air passage (206) through the plunger mounting hole (205).

6. The pre-combustion ignition device according to claim 5, characterized in that, The plunger (11) is provided with a guide groove (1101). When the plunger (11) is in the second working state, the second air passage (203) is connected to the third air passage (206) through the guide groove (1101) to form the second air intake passage.

7. The pre-combustion ignition device according to claim 5, characterized in that, The cylinder head (2) is provided with a pressure relief passage (204), and the pressure relief passage (204) is located on the side of the plunger mounting hole (205) away from the drive sub-assembly; When the plunger (11) is in the first working state or the second working state, the pressure relief air passage (204) is connected to the plunger mounting hole (205). When the plunger (11) is in the third working state, the pressure relief air passage (204) is disconnected from the plunger mounting hole (205).

8. The pre-combustion ignition device according to any one of claims 5-7, characterized in that, The driver sub-component includes: Motor (8); Camshaft (9), the output end of the motor (8) is connected to the camshaft (9); Cam (10), the cam (10) is connected to the camshaft (9), and the cam (10) is arranged circumferentially along the camshaft (9); Ring block (12), the ring block (12) is connected to the plunger (11), and the ring block (12) is arranged along the circumference of the plunger (11); An elastic element (13) is located between the ring block (12) and the cylinder head (2); The motor (8) drives the camshaft (9) to rotate the cam (10), thereby driving the ring block (12) to switch the plunger (11) between the first working state, the second working state and the third working state.

9. An engine system comprising the pre-combustion ignition device according to any one of claims 1-8, characterized in that, The engine system includes: The first pipeline, the engine intake duct (3) is connected to the first intake passage through the first pipeline; The second pipeline connects the high-pressure gas storage tank (7) to the second air intake channel. The second pipeline is provided with an electrically controlled pressure regulating valve (5) and a pressure reducing valve (6) in sequence. One end of the pressure reducing valve (6) is connected to the high-pressure gas storage tank (7), and the other end is connected to the electrically controlled pressure regulating valve (5). The other end of the electrically controlled pressure regulating valve (5) is connected to the second air intake channel.

10. A vehicle, characterized in that, The vehicle has at least one of a pre-ignition device and an engine system, wherein the pre-ignition device is the pre-ignition device according to any one of claims 1-8, and the engine system is the engine system according to claim 9.

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