A pre-chamber system, an internal combustion engine and a control method

Abstract

The application discloses a precombustion chamber system, an internal combustion engine and a control method. The precombustion chamber system comprises a precombustion chamber component and a cylinder component. The precombustion chamber component comprises an outer ring, a precombustion chamber body and at least two spokes. The outer ring is in a circular ring structure. The precombustion chamber body is located at the center of the outer ring. The at least two spokes are connected between the precombustion chamber body and the outer ring. The inside of the precombustion chamber body is provided with a precombustion chamber cavity. A plurality of injection holes are distributed around the precombustion chamber cavity. The cylinder component comprises a cylinder sleeve, a cylinder cover and a piston. The outer ring is coaxially clamped between the top of the cylinder sleeve and the cylinder cover. The top of the piston, the cylinder sleeve, the cylinder cover and the outer ring jointly enclose a main combustion chamber cavity. The application greatly shortens the flame propagation distance and maintains the integrity of the cylinder structure.

Description

Technical Field

[0001] This invention relates to the technical field of internal combustion engines, and particularly to a pre-combustion chamber system, an internal combustion engine, and a control method. Background Technology

[0002] The cylinder head structure of a large-bore two-stroke direct-scavenging internal combustion engine is complex, requiring the integration of multiple key components such as exhaust valves, fuel injectors, starter valves, indicator valves, and cooling water jackets, resulting in extremely limited internal space. At the same time, this type of engine, due to its large cylinder bore, possesses a huge combustion chamber space. This creates a contradiction: Limitations of arranging a single pre-combustion chamber in the cylinder head: If a single pre-combustion chamber is only arranged in the center of the cylinder head, the resulting jet flame must cross the entire radius of the combustion chamber to reach the far end, and the flame propagation path is still too long. This easily leads to slow ignition of the air-fuel mixture in the main combustion chamber, prolonged combustion duration, and unsatisfactory combustion and thermal efficiency.

[0003] The difficulty of arranging multiple pre-combustion chambers in the cylinder head: Given the highly compact available space in the cylinder head, which is already filled with various valve holes and water channels, it is almost impossible to arrange multiple pre-combustion chambers side by side in the structure, and it would seriously interfere with the normal layout and function of other components.

[0004] To circumvent the limitations of cylinder head space, existing technologies have proposed alternative solutions, but these solutions also bring new problems: The problem with single-point pre-combustion chamber placement on the cylinder wall: Moving the pre-combustion chamber to one side of the cylinder wall. However, after the jet flame is ejected from one side of the cylinder wall, it still needs to cross the entire cylinder diameter to ignite the mixture on the other side, and the problem of long flame propagation distance has not been fundamentally solved.

[0005] The problem with arranging pre-combustion chambers at multiple points around the cylinder wall: To shorten the flame propagation distance, it is proposed to evenly arrange multiple pre-combustion chambers around the cylinder wall. However, this solution requires an independent fuel supply and control system for each pre-combustion chamber, and multiple mounting holes need to be machined on the cylinder wall. This not only significantly increases the complexity, manufacturing cost, and control difficulty of the system, but more importantly, the openings will seriously weaken the structural strength and integrity of the cylinder wall, affecting the reliability and durability of the engine. Summary of the Invention The purpose of this invention is to provide a pre-combustion chamber system, an internal combustion engine, and a control method to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

[0006] The technical solution adopted to solve the above-mentioned technical problems is as follows: This invention provides a pre-combustion chamber system, comprising: A pre-combustion chamber component includes an outer ring, a pre-combustion chamber body, and at least two spokes. The outer ring is a circular structure, and the pre-combustion chamber body is located at the center of the outer ring. The at least two spokes are radially connected between the pre-combustion chamber body and the outer ring. The pre-combustion chamber body has a pre-combustion chamber cavity inside, and multiple injection holes are distributed around the pre-combustion chamber cavity. The pre-combustion chamber cavity is equipped with at least one pre-combustion chamber fuel nozzle for injecting fuel into the pre-combustion chamber cavity. A cylinder assembly includes a cylinder liner, a cylinder head, and a piston. An outer ring is coaxially clamped between the top of the cylinder liner and the cylinder head. The piston reciprocates within the cylinder liner. The top of the piston, the cylinder liner, the cylinder head, and the outer ring together form the main combustion chamber. The pre-combustion chamber communicates with the main combustion chamber through multiple injection holes.

[0007] The beneficial effects of the pre-combustion chamber system of the present invention are: This invention coaxially fixes the pre-combustion chamber body to the center of an annular outer ring, forming an integrated pre-combustion chamber module. This module is coaxially placed between the top end face of the cylinder liner and the lower end face of the cylinder head, and stably clamped and fixed by the clamping force of the cylinder head. This installation method eliminates the need to machine any special holes for installing the pre-combustion chamber on the cylinder liner or cylinder head. The pre-combustion chamber body is located on the cylinder axis and in the central region of the main combustion chamber. Multiple radial injection holes within the pre-combustion chamber face all directions of the main combustion chamber. When the fuel in the pre-combustion chamber is ignited, a high-temperature, high-pressure flame jet is simultaneously and uniformly injected into the central region of the main combustion chamber through these multiple injection holes. This creates a highly efficient ignition source at the geometric center of the main combustion chamber, directly igniting the surrounding air-fuel mixture.

[0008] As a further improvement to the above technical solution, the pre-combustion chamber is equipped with at least one ignition element for igniting the fuel in the pre-combustion chamber.

[0009] As a further improvement to the above technical solution, the side wall of the pre-combustion chamber is provided with at least two mounting holes, and the spokes are provided with mounting channels extending along the axial direction. One end of the mounting channel is coaxially connected to the mounting holes one by one, and the other end extends to the outer side wall of the outer ring. The pre-combustion chamber fuel nozzle and the ignition element are installed in the at least two mounting holes one by one from the corresponding mounting channels.

[0010] As a further improvement to the above technical solution, the pre-combustion chamber body is a hollow spherical structure. The upper and lower hemisphere sidewalls of the pre-combustion chamber body are each provided with at least three injection holes. The injection holes located on the upper hemisphere sidewall of the pre-combustion chamber body are used to form a jet flame to ignite the upper half of the main combustion chamber cavity, and the injection holes located on the lower hemisphere sidewall of the pre-combustion chamber body are used to form a jet flame to ignite the lower half of the main combustion chamber cavity. The angle between the injection axis of the injection hole and the reference horizontal plane is in the range of 15-90°.

[0011] As a further improvement to the above technical solution, the side wall of the pre-combustion chamber is provided with a first cooling channel, the spokes are provided with at least one second cooling channel communicating with the first cooling channel, the outer ring is provided with a third cooling channel communicating with the second cooling channel, and the third cooling channel is provided with a coolant inlet and a coolant outlet.

[0012] As a further improvement to the above technical solution, both the pre-combustion chamber and the spokes are provided with a heat-insulating coating.

[0013] As a further improvement to the above technical solution, the cross-sectional shape of the spokes is elliptical, arc-shaped, or airfoil-shaped.

[0014] As a further improvement to the above technical solution, the inner diameter of the outer ring is the same as the inner diameter of the cylinder liner.

[0015] This invention proposes an internal combustion engine, including the aforementioned pre-combustion chamber system. The cylinder head is provided with an exhaust pipe, and an exhaust valve is provided between the exhaust pipe and the main combustion chamber to control the connection or disconnection between the two. The side wall of the cylinder liner is provided with at least one main combustion chamber fuel nozzle and a plurality of scavenging ports spaced circumferentially. The main combustion chamber fuel nozzle is used to supply fuel into the main combustion chamber and is located above the plurality of scavenging ports. The cylinder liner is fitted with a scavenging box, and the scavenging box has a scavenging chamber communicating with the plurality of scavenging ports. The piston is used to open and close the plurality of scavenging ports to control the connection or disconnection between the main combustion chamber and the scavenging chamber.

[0016] The present invention also proposes a control method for an internal combustion engine, applicable to the internal combustion engine, the control method comprising: The piston is controlled to move upward from the bottom dead center. Before the piston blocks the scavenging port, the air in the scavenging box enters the main combustion chamber through the scavenging port to scaveng the residual exhaust gas in the main combustion chamber through the exhaust valve and the exhaust pipe. The piston is controlled to continue moving upward, the exhaust valve is controlled to close, and the air in the main combustion chamber begins to be compressed. The fuel nozzle in the main combustion chamber is controlled to inject fuel into the main combustion chamber, and the fuel mixes with the air to form a homogeneous mixture. Meanwhile, the fuel nozzle in the pre-combustion chamber is controlled to inject fuel into the pre-combustion chamber. The mixture compressed by the piston in the main combustion chamber enters the pre-combustion chamber through the injection hole and further mixes with the fuel mixture injected by the fuel nozzle in the pre-combustion chamber. The piston is controlled to continue moving upward to the top dead center, and the mixture in the pre-combustion chamber is controlled to burn rapidly to form a high-temperature and high-pressure mixture. The high-temperature and high-pressure mixture is injected into the main combustion chamber through the injection hole to form a jet flame. Driven by high-temperature and high-pressure combustion gases, the piston moves downward from the top dead center, expanding outwards to do work. After the piston descends to the preset position, it controls the exhaust valve to open, and the expansion work ends. A large amount of exhaust gas in the main combustion chamber is discharged into the exhaust pipe by its own pressure. At the same time, the exhaust gas burning in the pre-combustion chamber enters the main combustion chamber through the injection hole under its own pressure and enters the exhaust pipe. When the pressure in the main combustion chamber drops to close to the scavenging pressure, the descending piston opens the scavenging port, controls the scavenging air to enter the main combustion chamber, and blows out the exhaust gas in the main combustion chamber. Some of the scavenging air enters the pre-combustion chamber through one part of the injection hole, and drives the exhaust gas in the pre-combustion chamber out of the pre-combustion chamber through another part of the injection hole and into the main combustion chamber.

[0017] Through the above solution, the present invention achieves the following core beneficial effects: Significantly shortens flame propagation distance: The longest distance the flame travels from the center of the main combustion chamber to the surrounding cylinder walls is only half the cylinder radius (i.e., the cylinder diameter). Compared to the traditional side-mounted pre-combustion chamber design (where the propagation distance is the entire cylinder diameter), the flame propagation distance is shortened by approximately 50%. This directly and significantly accelerates the combustion rate and shortens the combustion duration, helping to improve the engine's thermal efficiency and power response.

[0018] Maintaining the integrity of the cylinder block structure: The pre-combustion chamber components are clamped between the cylinder liner and cylinder head via an outer ring, representing a non-intrusive modular installation. This completely avoids destructive machining such as drilling and tapping on the cylinder liner and cylinder head, which are subjected to high thermal and mechanical loads, thus fully preserving the structural strength and integrity of the original cylinder liner and cylinder head, fundamentally ensuring the reliability and durability of the engine.

[0019] Simplified structure and reduced cost: Only a single pre-combustion chamber component is needed to achieve uniform ignition in the entire circumference. There is no need to arrange multiple pre-combustion chambers and their complex multi-path fuel supply system in the cylinder head or cylinder wall circumference, which significantly simplifies the structure and reduces manufacturing costs and control complexity.

[0020] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments; Figure 1 This is a front cross-sectional view of an embodiment of the internal combustion engine provided by the present invention. Figure 2 This is a front cross-sectional view of an embodiment of the pre-combustion chamber component provided by the present invention; Figure 3 This is a top cross-sectional view of four spokes in one embodiment of the pre-combustion chamber component provided by the present invention; Figure 4 This is a top cross-sectional view of three spokes in one embodiment of the pre-combustion chamber component provided by the present invention; Figure 5 This is a top cross-sectional view of two spokes in one embodiment of the pre-combustion chamber component provided by the present invention; Figure 6 This is a cross-sectional view of an embodiment of the spokes provided by the present invention; Figure 7 This is a flowchart of an embodiment of the control method provided by the present invention; Icon labels: Pre-combustion chamber component 100; outer ring 110; third cooling channel 111; pre-combustion chamber body 120; pre-combustion chamber cavity 121; injection hole 122; pre-combustion chamber fuel nozzle 123; ignition element 124; mounting hole 125; first cooling channel 126; spokes 130; mounting channel 131; second cooling channel 132; Cylinder assembly 200; cylinder liner 210; main combustion chamber fuel nozzle 211; scavenging port 212; nozzle fixing hole 213; scavenging box 214; cylinder head 220; exhaust pipe 221; exhaust valve 222; piston 230; main combustion chamber 240. Detailed Implementation

[0022] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0023] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0024] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0025] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0026] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0027] Reference Figures 1-6 The pre-combustion chamber system of the present invention is provided in the following embodiments: The pre-combustion chamber system of the present invention includes a pre-combustion chamber component 100 and a cylinder component 200.

[0028] The pre-combustion chamber component 100 includes an outer ring 110, a pre-combustion chamber body 120, and at least two spokes 130. The outer ring 110 has a circular structure, the pre-combustion chamber body 120 is located at the center of the outer ring 110, and the spokes 130 have a rod-like structure. At least two spokes 130 are radially connected between the pre-combustion chamber body 120 and the outer ring 110 to fix the pre-combustion chamber body 120 at the center of the outer ring 110.

[0029] In some embodiments, such as Figure 3 As shown, four spokes 130 are provided, and the four spokes 130 are arranged at intervals along the axial direction, as follows. Figure 4 As shown, spokes 130 are provided with three spokes, as follows: Figure 5 As shown, two spokes 130 are provided.

[0030] like Figure 3 As shown, the pre-combustion chamber component 100 in this embodiment is configured in a shape similar to a car steering wheel by means of an outer ring 110, a pre-combustion chamber body 120 and spokes 130.

[0031] like Figure 2As shown, the pre-combustion chamber body 120 of the present invention has a pre-combustion chamber cavity 121 inside, and a plurality of injection holes 122 are distributed around the pre-combustion chamber cavity 121. At least one pre-combustion chamber fuel nozzle 123 for injecting fuel into the pre-combustion chamber cavity 121 is installed in the pre-combustion chamber cavity 121. The pre-combustion chamber fuel nozzle 123 is the same as the fuel nozzle of a conventional engine.

[0032] like Figure 1 As shown, the cylinder component 200 of the present invention includes a cylinder liner 210, a cylinder head 220, and a piston 230. An outer ring 110 is coaxially clamped between the top of the cylinder liner 210 and the cylinder head 220. The cylinder liner 210 is a hollow cylindrical shape, and a cylindrical cylinder is provided inside the cylinder liner 210. The top of the cylinder is sealed by the cylinder head 220. The piston 230 is slidably sleeved inside the cylinder. The piston 230, the cylinder liner 210, and the outer ring 110 form a closed space with the cylinder head 220 to form the main combustion chamber 240, so that the pre-combustion chamber 120 is located at the center of the main combustion chamber 240.

[0033] The pre-combustion chamber 121 of the present invention is connected to the main combustion chamber 240 through a plurality of injection holes 122.

[0034] In this invention, the pre-combustion chamber 120 is positioned at the center of the outer ring 110, which is coaxially clamped between the top of the cylinder liner 210 and the cylinder head 220. This effectively places the pre-combustion chamber 120 at the center of the main combustion chamber 240. Fuel burns within the pre-combustion chamber 121 and passes through multiple injection holes 122 to form a jet flame, which ignites the air-fuel mixture inside the main combustion chamber 240 at its center. The distance the flame travels from the center to the sidewall of the main combustion chamber 240 is only one cylinder diameter. This design significantly shortens the flame propagation distance and accelerates the combustion process without requiring multiple pre-combustion chambers on the cylinder liner 210 or cylinder head 220. Furthermore, the pre-combustion chamber component 100 is installed between the top of the cylinder liner 210 and the cylinder head 220 via the outer ring 110, achieving a modular installation method. This eliminates the need for drilling or other machining on the cylinder liner 210 and cylinder head 220, ensuring the structural strength and integrity of the cylinder liner 210 and cylinder head 220, and improving the reliability and durability of the internal combustion engine.

[0035] Furthermore, such as Figure 2 As shown, the pre-combustion chamber 121 is equipped with at least one ignition element 124 for igniting the fuel in the pre-combustion chamber 121. The structure of the ignition element 124 is the same as that of the spark plug or laser ignition device of a conventional engine not described herein.

[0036] Depending on the type of fuel supplied by the pre-combustion chamber fuel nozzle 123, different combinations of pre-combustion chamber fuel nozzles 123 or ignition elements 124 are assembled. The fuel supplied by the pre-combustion chamber fuel nozzle 123 is a highly reactive fuel, including ignition fuel and auto-ignition fuel. Ignition fuel includes common ignition fuels such as gasoline, natural gas, methane, liquefied petroleum gas, and hydrogen, while auto-ignition fuel includes common low cetane number fuels such as diesel, biodiesel, dimethyl ether, and diethyl ether.

[0037] When the pre-combustion chamber fuel nozzle 123 supplies ignition fuel, the pre-combustion chamber cavity 121 is required to be equipped with an ignition element 124, while when the pre-combustion chamber fuel nozzle 123 supplies auto-ignition fuel, no ignition element 124 is required.

[0038] If the pre-combustion chamber fuel nozzle 123 supplies auto-ignition fuel, setting at least two pre-combustion chamber fuel nozzles 123 can improve the ignition stability of the auto-ignition fuel in the pre-combustion chamber cavity 121 on the one hand, and reduce the size of the pre-combustion chamber fuel nozzle 123 to improve the compactness of the pre-combustion chamber component 100 on the other hand.

[0039] If the pre-combustion chamber fuel nozzle 123 supplies ignition fuel, a pre-combustion chamber fuel nozzle 123 and an ignition element 124 are provided; or, a pre-combustion chamber fuel nozzle 123 and an ignition element 124 are provided, and another pre-combustion chamber fuel nozzle 123 or ignition element 124 is provided; it is understood that at least one pre-combustion chamber fuel nozzle 123 and at least one ignition element 124 are provided.

[0040] In some embodiments, if the pre-combustion chamber fuel nozzle 123 supplies ignition fuel, the ignition element 124 can also be replaced by the pre-combustion chamber fuel nozzle 123, but the replacement pre-combustion chamber fuel nozzle 123 must inject self-igniting fuel. Therefore, the pre-combustion chamber fuel nozzle 123 that injects self-igniting fuel is equivalent to the ignition element 124, which uses the self-ignition of fuel as the ignition source.

[0041] like Figure 2 As shown, in order to facilitate the disassembly and assembly of the pre-combustion chamber fuel nozzle 123 and the ignition element 124, the side wall of the pre-combustion chamber body 120 of the present invention is provided with at least two mounting holes 125, and the spokes 130 are provided with mounting channels 131 extending axially. One end of the mounting channel 131 is coaxially connected to the mounting hole 125 in a one-to-one correspondence, and the other end extends to the outer side wall of the outer ring 110. The pre-combustion chamber fuel nozzle 123 and the ignition element 124 are installed in the at least two mounting holes 125 one-to-one from the corresponding mounting channels 131.

[0042] It is understandable that the number of spokes 130 is the same as the number of mounting holes 125, and the mounting channel 131 is coaxially set with the mounting holes 125.

[0043] The installation channel 131 can be used for installing wires or for supplying fuel flow.

[0044] Furthermore, such as Figure 2 As shown, the pre-combustion chamber 120 in this embodiment has a hollow spherical structure to facilitate the distribution and injection direction of the injection holes 122, and also to reduce the flow resistance to the gas inside the cylinder. The upper and lower hemisphere sidewalls of the pre-combustion chamber 120 are each provided with at least three injection holes 122. The injection holes 122 located on the upper hemisphere sidewall of the pre-combustion chamber 120 are used to form a jet flame to ignite the upper half of the main combustion chamber cavity 240, and the injection holes 122 located on the lower hemisphere sidewall of the pre-combustion chamber 120 are used to form a jet flame to ignite the lower half of the main combustion chamber cavity 240. The main combustion chamber cavity 240 is ignited by the injection holes 122 located on the sidewall of the pre-combustion chamber 120 in the central position, which can significantly shorten the flame propagation distance.

[0045] In this embodiment, the angle between the injection axis of the injection hole 122 and the reference horizontal plane is in the range of 15-90°, which is conducive to the jet flame of the injection hole 122 igniting the main combustion chamber 240 and achieving efficient and rapid combustion.

[0046] In this embodiment, the pre-combustion chamber fuel nozzle 123 and ignition element 124 are disposed between the injection hole 122 located on the upper hemispherical side wall of the pre-combustion chamber body 120 and the injection hole 122 located on the lower hemispherical side wall of the pre-combustion chamber body 120, so as to improve the uniformity of the jet flame on the upper and lower sides.

[0047] And, such as Figure 6 As shown, the cross-sectional shape of the spokes 130 is elliptical, arc-shaped, or airfoil-shaped. Because the air intake in the cylinder rotates around the cylinder axis (vortex), the use of elliptical, arc-shaped, or airfoil-shaped cross-sections of the spokes 130 can reduce its impact on airflow and prevent the deterioration of the air-fuel mixture in the cylinder.

[0048] like Figure 1 As shown, the inner diameter of the outer ring 110 in this embodiment is the same as the inner diameter of the cylinder liner 210. It can be understood that the inner diameter of the outer ring 110 is consistent with the cylinder diameter, which ensures that the piston 230 can enter the pre-combustion chamber component 100 during the reciprocating motion process, which is beneficial to achieving a high compression ratio.

[0049] Furthermore, such as Figures 3 to 6As shown, the pre-combustion chamber 120 of this embodiment is provided with a first cooling channel 126 in the side wall, the spokes 130 are provided with at least one second cooling channel 132 communicating with the first cooling channel 126, and the outer ring 110 is provided with a third cooling channel 111 communicating with the second cooling channel 132. The third cooling channel 111 is provided with a coolant inlet and a coolant outlet. In use, coolant can be added to the third cooling channel 111. The coolant flows along the third cooling channel 111, the second cooling channel 132 and the first cooling channel 126, and cools the outer ring 110, spokes 130 and pre-combustion chamber 120 by cooling water or other known cooling fluids, so as to prevent the temperature of the outer ring 110, spokes 130 and pre-combustion chamber 120 from being too high.

[0050] Each spoke 130 in this embodiment is provided with two second cooling channels 132. The two ends of the two second cooling channels 132 are respectively connected to the first cooling channel 126 and the third cooling channel 111. The first cooling channel 126 is arranged around the side wall of the pre-combustion chamber 120.

[0051] In this embodiment, the surfaces of the pre-combustion chamber 120 and the spokes 130 are provided with a heat-insulating coating to reduce the heating of the pre-combustion chamber 120 and the spokes 130 by the high-temperature gas in the main combustion chamber. The heat-insulating coating is made of polymers, ceramics or composite materials with known low thermal conductivity.

[0052] like Figure 1 As shown, the present invention proposes an internal combustion engine, including the aforementioned pre-combustion chamber system, wherein the cylinder head 220 is provided with an exhaust pipe 221, the exhaust pipe 221 is connected to the top of the cylinder head 220, and an exhaust valve 222 is provided between the exhaust pipe 221 and the main combustion chamber 240, which can control the connection or disconnection between the two. The exhaust valve 222 can move up and down reciprocally under the drive of an external device. The exhaust pipe 221 is used to draw out the exhaust gas from the combustion in the main combustion chamber 240. The exhaust valve 222 controls the connection between the main combustion chamber 240 and the exhaust pipe 221 at appropriate times, so that the combustion exhaust gas in the main combustion chamber 240 can be drawn out of the cylinder through the exhaust pipe 221.

[0053] The cylinder liner 210 of the present invention has at least one main combustion chamber fuel nozzle 211 and a plurality of scavenging ports 212 arranged circumferentially. The main combustion chamber fuel nozzle 211 is used to supply fuel into the main combustion chamber cavity 240. In order to improve the uniformity of fuel and air mixing in the main combustion chamber cavity 240, this embodiment provides a plurality of main combustion chamber fuel nozzles 211, which are evenly distributed on the side wall of the middle part of the cylinder liner 210.

[0054] In this embodiment, the cylinder liner 210 is provided with multiple nozzle fixing holes 213, and the main combustion chamber fuel nozzle 211 is installed in the nozzle fixing holes 213.

[0055] Furthermore, the main combustion chamber fuel nozzle 211 is located above several scavenging ports 212, and the lower part of the cylinder liner 210 is fitted with a scavenging box 214. The scavenging box 214 is provided with scavenging chambers that communicate with several scavenging ports 212. It can be understood that the cylinder liner 210 passes through the scavenging box 214, and during use, the scavenging pump supplies air to the scavenging box 214.

[0056] During the reciprocating motion of the piston 230 of the present invention, a number of scavenging ports 212 can be opened and closed to control the connection or disconnection between the main combustion chamber 240 and the scavenging chamber.

[0057] This invention also proposes a control method for an internal combustion engine, applicable to the aforementioned internal combustion engine, such as... Figure 7 As shown, the control method of the present invention includes: Step S100: Control the piston 230 to move upward from the bottom dead center. Before the piston 230 blocks the scavenging port 212, the air in the scavenging box 214 enters the main combustion chamber 240 through the scavenging port 212 to scavenge the residual exhaust gas in the main combustion chamber 240 through the exhaust valve 222 and the exhaust pipe 221.

[0058] This step is the scavenging stroke. During the upward movement of piston 230, scavenging port 212 is gradually blocked. When scavenging port 212 is completely closed, air stops being supplied, but exhaust valve 222 remains open and exhaust is still in progress. This stage is called the post-exhaust stage.

[0059] Step S200: Control the piston 230 to continue moving upward, control the exhaust valve 222 to close, and the air in the main combustion chamber 240 will begin to be compressed. Control the fuel nozzle 211 of the main combustion chamber to inject fuel into the main combustion chamber 240. The fuel and air mix to form a homogeneous mixture. Meanwhile, control the fuel nozzle 123 of the pre-combustion chamber to inject fuel into the pre-combustion chamber 121. The mixture compressed by the piston 230 in the main combustion chamber 240 enters the pre-combustion chamber 121 through the injection hole 122 and further mixes with the fuel mixture injected by the fuel nozzle 123 of the pre-combustion chamber. Control the piston 230 to continue moving upward to the top dead center, control the mixture in the pre-combustion chamber 121 to burn rapidly to form a high-temperature and high-pressure mixture. The high-temperature and high-pressure mixture is injected into the main combustion chamber 240 through the injection hole 122 to form a jet flame.

[0060] This step is the compression stroke. The mixture in the pre-combustion chamber 121 is ignited by the ignition element 124. The jet flame formed by the injection holes 122 on the upper hemisphere sidewall of the pre-combustion chamber 120 ignites the mixture in the upper half of the main combustion chamber 240 and spreads to the surroundings. The jet flame formed by the injection holes 122 on the lower hemisphere sidewall of the pre-combustion chamber 120 ignites the mixture in the lower half of the main combustion chamber 240 and spreads to the surroundings. The flame propagation distance is greatly shortened and the combustion speed is greatly increased.

[0061] Step S300: Piston 230 moves downward from top dead center under the push of high temperature and high pressure gas, expanding outward to do work.

[0062] This step is the expansion power stroke, where piston 230 moves downward until exhaust valve 222 opens.

[0063] Step S400: After the piston 230 descends to the preset position, the exhaust valve 222 is opened, the expansion work ends, and a large amount of exhaust gas in the main combustion chamber 240 is discharged into the exhaust pipe 221 by its own pressure. At the same time, the exhaust gas burning in the pre-combustion chamber 121 enters the main combustion chamber 240 from the injection hole 122 under its own pressure and enters the exhaust pipe 221. When the pressure in the main combustion chamber 240 drops to close to the scavenging pressure, the descending piston 230 opens the scavenging port 212, controls the scavenging air to enter the main combustion chamber 240, and blows out the exhaust gas in the main combustion chamber 240. Some of the scavenging air enters the pre-combustion chamber 121 through one part of the injection hole 122, and drives the exhaust gas in the pre-combustion chamber 121 out of the pre-combustion chamber 121 through the other part of the injection hole 122 and enters the main combustion chamber 240.

[0064] This step is the exhaust stroke. A large amount of exhaust gas in the main combustion chamber 240 is discharged into the exhaust pipe 221 through the exhaust valve 222 by its own pressure. This is called the free exhaust stage. During exhaust, some scavenging air enters the pre-combustion chamber 121 through the injection hole 122 on the lower hemisphere side wall of the pre-combustion chamber 120, and drives the exhaust gas in the pre-combustion chamber 121 out of the pre-combustion chamber 121 through the injection hole 122 on the upper hemisphere side wall of the pre-combustion chamber 120 and into the main combustion chamber 240.

[0065] Afterward, piston 230 reaches bottom dead center, ending the stroke, but the scavenging process continues until exhaust valve 222 closes in the next stroke, thus completing a full working cycle.

[0066] This invention utilizes a jet flame generated from combustion within the pre-combustion chamber 121, which is then injected from the center to the periphery of the main combustion chamber 240, igniting the air-fuel mixture within the main combustion chamber 240. The distance the flame travels from the center to the cylinder sidewall is only half the cylinder diameter, significantly shortening the flame propagation distance and combustion duration, eliminating the need for multiple pre-combustion chambers. Furthermore, the pre-combustion chamber component 100 is mounted between the top of the cylinder liner 210 and the cylinder head 220 via an outer ring 110, achieving a modular installation method. This eliminates the need for drilling or other machining of the cylinder liner 210 and cylinder head 220, ensuring the structural strength and integrity of the cylinder liner 210 and cylinder head 220, and improving the reliability and durability of the internal combustion engine.

[0067] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0068] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A pre-combustion chamber system, characterized in that, include: A pre-combustion chamber component includes an outer ring, a pre-combustion chamber body, and at least two spokes. The outer ring is a circular structure, and the pre-combustion chamber body is located at the center of the outer ring. The at least two spokes are radially connected between the pre-combustion chamber body and the outer ring. The pre-combustion chamber body has a pre-combustion chamber cavity inside, and multiple injection holes are distributed around the pre-combustion chamber cavity. The pre-combustion chamber cavity is equipped with at least one pre-combustion chamber fuel nozzle for injecting fuel into the pre-combustion chamber cavity. A cylinder assembly includes a cylinder liner, a cylinder head, and a piston. An outer ring is coaxially clamped between the top of the cylinder liner and the cylinder head. The piston reciprocates within the cylinder liner. The top of the piston, the cylinder liner, the cylinder head, and the outer ring together form the main combustion chamber. The pre-combustion chamber communicates with the main combustion chamber through multiple injection holes.

2. The pre-combustion chamber system according to claim 1, characterized in that: The pre-combustion chamber is equipped with at least one ignition element for igniting the fuel within the pre-combustion chamber.

3. The pre-combustion chamber system according to claim 2, characterized in that: The side wall of the pre-combustion chamber is provided with at least two mounting holes, and the spokes are provided with axially extending mounting channels. One end of the mounting channel is coaxially connected to the mounting holes one by one, and the other end extends to the outer side wall of the outer ring. The pre-combustion chamber fuel nozzle and the ignition element are installed in the at least two mounting holes one by one from the corresponding mounting channels.

4. The pre-combustion chamber system according to claim 1, characterized in that: The pre-combustion chamber is a hollow spherical structure. Both the upper and lower hemisphere sidewalls of the pre-combustion chamber are provided with at least three injection holes. The injection holes located on the upper hemisphere sidewall of the pre-combustion chamber are used to form a jet flame to ignite the upper half of the main combustion chamber. The injection holes located on the lower hemisphere sidewall of the pre-combustion chamber are used to form a jet flame to ignite the lower half of the main combustion chamber. The angle between the injection axis of the injection hole and the reference horizontal plane is in the range of 15-90°.

5. The pre-combustion chamber system according to claim 1, characterized in that: The pre-combustion chamber is provided with a first cooling channel in the side wall, the spokes are provided with at least one second cooling channel communicating with the first cooling channel, the outer ring is provided with a third cooling channel communicating with the second cooling channel, and the third cooling channel is provided with a coolant inlet and a coolant outlet.

6. The pre-combustion chamber system according to claim 1, characterized in that: Both the pre-combustion chamber and the spokes are provided with a heat-insulating coating.

7. The pre-combustion chamber system according to claim 1, characterized in that: The spokes have an elliptical, arc-shaped, or airfoil-shaped cross-section.

8. The pre-combustion chamber system according to claim 1, characterized in that: The inner diameter of the outer ring is the same as the inner diameter of the cylinder liner.

9. An internal combustion engine, characterized in that: The system includes a pre-combustion chamber system as described in any one of claims 1 to 8, wherein the cylinder head is provided with an exhaust pipe, an exhaust valve is provided between the exhaust pipe and the main combustion chamber for controlling the connection or disconnection between the two, the side wall of the cylinder liner is provided with at least one main combustion chamber fuel nozzle and a plurality of scavenging ports spaced apart circumferentially, the main combustion chamber fuel nozzle is used to supply fuel to the main combustion chamber, the main combustion chamber fuel nozzle is located above the plurality of scavenging ports, the cylinder liner is fitted with a scavenging box, the scavenging box is provided with a scavenging chamber communicating with the plurality of scavenging ports, and the piston is used to open and close the plurality of scavenging ports to control the connection or disconnection between the main combustion chamber and the scavenging chamber.

10. A control method for an internal combustion engine, characterized in that, The control method, applicable to the internal combustion engine as described in claim 9, includes: The piston is controlled to move upward from the bottom dead center. Before the piston blocks the scavenging port, the air in the scavenging box enters the main combustion chamber through the scavenging port to scaveng the residual exhaust gas in the main combustion chamber through the exhaust valve and the exhaust pipe. The piston is controlled to continue moving upward, the exhaust valve is controlled to close, and the air in the main combustion chamber begins to be compressed. The fuel nozzle in the main combustion chamber is controlled to inject fuel into the main combustion chamber, and the fuel mixes with the air to form a homogeneous mixture. Meanwhile, the fuel nozzle in the pre-combustion chamber is controlled to inject fuel into the pre-combustion chamber. The mixture compressed by the piston in the main combustion chamber enters the pre-combustion chamber through the injection hole and further mixes with the fuel mixture injected by the fuel nozzle in the pre-combustion chamber. The piston is controlled to continue moving upward to the top dead center, and the mixture in the pre-combustion chamber is controlled to burn rapidly to form a high-temperature and high-pressure mixture. The high-temperature and high-pressure mixture is injected into the main combustion chamber through the injection hole to form a jet flame. Driven by high-temperature and high-pressure combustion gases, the piston moves downward from the top dead center, expanding outwards to do work. After the piston descends to the preset position, it controls the exhaust valve to open, and the expansion work ends. A large amount of exhaust gas in the main combustion chamber is discharged into the exhaust pipe by its own pressure. At the same time, the exhaust gas burning in the pre-combustion chamber enters the main combustion chamber from the injection port under its own pressure and enters the exhaust pipe. When the pressure in the main combustion chamber drops to close to the scavenging pressure, the descending piston opens the scavenging port, controls the scavenging air to enter the main combustion chamber, and blows out the exhaust gas in the main combustion chamber. Some of the scavenging air enters the pre-combustion chamber through one part of the injection port, and drives the exhaust gas in the pre-combustion chamber out of the pre-combustion chamber through another part of the injection port and into the main combustion chamber.

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