Spark plug, engine and vehicle

Abstract

The utility model relates to the technical field of engines, in particular to a spark plug, an engine and a vehicle. A spark plug includes: a pre-chamber cap; the spray hole structure penetrates through the pre-combustion chamber cap, the spray hole structure comprises a first spray pipe and a second spray pipe which are communicated, a first opening of the first spray pipe is located in the inner wall of the pre-combustion chamber cap, a second opening of the second spray pipe is located in the outer wall of the pre-combustion chamber cap, and the diameter of the first spray pipe is different from that of the second spray pipe. According to the technical scheme, carbon deposition is intensively generated around the outlet of the second spray pipe of the spark plug, the carbon deposition is effectively prevented from being gathered towards the first spray pipe on the inner side, the influence of the carbon deposition on the primary development of jet flame is reduced, in addition, the outlet of the first spray pipe of the pre-combustion chamber and an internal flow channel of the spray hole structure are protected, and the service life of the spark plug is prolonged. Therefore, the propagation of jet flame in the spray hole is not influenced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of engines, and in particular to a spark plug, an engine and a vehicle. Background Art

[0002] In some vehicle models, the pre-combustion chamber nozzle that works in a high and low temperature rapid switching environment for a long time is prone to carbon deposits. The carbon deposits will reduce the flow area of ​​the nozzle, and in severe cases, the pre-combustion chamber ignition system will fail. Therefore, seeking a nozzle structure that reduces carbon deposits is a technical problem that needs to be solved urgently. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the first object of the utility model is to provide a spark plug, which prevents carbon deposits from gathering toward the inner first nozzle, reduces the influence of carbon deposits on the primary development of the jet flame, and does not affect the propagation of the jet flame inside the nozzle hole.

[0004] The second objective of the present invention is to provide an engine.

[0005] The third objective of the present invention is to provide a vehicle.

[0006] In order to solve the above problems, the first aspect of the utility model provides a spark plug, including: a pre-combustion chamber cap; a spray hole structure, the spray hole structure penetrates the pre-combustion chamber cap, the spray hole structure includes a first nozzle and a second nozzle that are connected, the first opening of the first nozzle is located on the inner wall of the pre-combustion chamber cap, the second opening of the second nozzle is located on the outer wall of the pre-combustion chamber cap, and the diameter of the first nozzle is different from the diameter of the second nozzle.

[0007] In some embodiments, the inclination angle between the axis of the nozzle structure and the axis of the pre-combustion chamber cap is α, 0≤α≤70°.

[0008] In some embodiments, the diameter of the first nozzle is smaller than the diameter of the second nozzle.

[0009] In some embodiments, the length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L2 / L1≤1.8.

[0010] In some embodiments, the diameter of the first nozzle is d1, 0.08≤d1≤0.35 mm, and the diameter of the second nozzle is d2, 0.08≤d2≤0.35 mm, wherein d1<d2.

[0011] In some embodiments, a diameter ratio of the second nozzle to the first nozzle is d2 / d1, and 1.2≤d2 / d1≤1.8.

[0012] In some embodiments, the diameter of the first nozzle is greater than the diameter of the second nozzle.

[0013] In some embodiments, the length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L1 / L2≤1.8.

[0014] In some embodiments, the diameter of the first nozzle is d1, 0.08≤d1≤0.35 mm, and the diameter of the second nozzle is d2, 0.08≤d2≤0.35 mm, wherein d1>d2.

[0015] In some embodiments, a diameter ratio of the first nozzle and the second nozzle is d1 / d2, and 1.2≤d1 / d2≤1.8.

[0016] A second aspect of the utility model provides an engine, comprising the above-mentioned spark plug.

[0017] A third aspect of the utility model provides a vehicle, comprising the above-mentioned engine.

[0018] The diameter of the first nozzle of the nozzle structure of the utility model is different from the diameter of the second nozzle. Therefore, the first nozzle and the second nozzle are stepped. The stepped nozzle structure forms a gradually expanding tube structure, which has the characteristics of low flow resistance, so that carbon deposits are concentrated around the outlet of the second nozzle of the spark plug, effectively avoiding the accumulation of carbon deposits on the inner first nozzle, thereby reducing the influence of carbon deposits on the primary development of the jet flame. In addition, the first nozzle outlet of the pre-combustion chamber and the internal flow channel of the nozzle structure are protected, thereby not affecting the propagation of the jet flame inside the nozzle.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure.

[0021] Figure 1 is a cross-sectional schematic diagram of a spark plug according to a first embodiment of the present disclosure;

[0022] Figure 2 is a schematic cross-sectional view of a pre-combustion chamber cap according to a first embodiment of the present disclosure;

[0023] Figure 3 is a cross-sectional schematic diagram of a spark plug according to a second embodiment of the present disclosure;

[0024] Figure 4 is a schematic cross-sectional view of a pre-combustion chamber cap according to a second embodiment of the present disclosure;

[0025] Figure 5 is a schematic diagram of the change in effective diameter of three different nozzle structures disclosed herein with the increase in mileage;

[0026] Figure 6 This is an experimental carbon deposition diagram of the first embodiment of the present disclosure.

[0027] in,

[0028] Pre-chamber cap: 1;

[0029] Spray hole structure: 2; first spray pipe: 21; first opening: 211; second spray pipe 22; second opening: 221;

[0030] Axis direction of the nozzle structure: 23; Axis direction of the pre-combustion chamber cap: 24. DETAILED DESCRIPTION

[0031] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0032] In the present disclosure, unless otherwise specified, the “inside” and “outside” used refer to the “inside” and “outside” relative to the contour of the corresponding component itself, and the “far” and “near” refer to the “far” and “near” compared to a reference object. In addition, the terms used in the present disclosure such as “first” and “second” are intended to distinguish one element from another and do not have order and importance. In the following description, when referring to the drawings, unless otherwise explained, the same figure numbers in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present disclosure and should not be construed as limitations on the present disclosure.

[0033] See also Figure 1-Figure 2 The utility model discloses a first embodiment of a spark plug.

[0034] See also Figure 1 In this embodiment, a spark plug includes a pre-combustion chamber cap 1 and a spray hole structure 2, the spray hole structure 2 penetrates the pre-combustion chamber cap 1, the spray hole structure 2 includes a first nozzle 21 and a second nozzle 22 that are connected, the first opening 211 of the first nozzle 21 is located on the inner wall of the pre-combustion chamber cap 1, the second opening 221 of the second nozzle 22 is located on the outer wall of the pre-combustion chamber cap 1, and the diameter of the first nozzle 21 is different from the diameter of the second nozzle 22.

[0035] In this embodiment, the spray hole structure 2 penetrates the pre-combustion chamber cap 1. It should be explained in detail that the spray hole structures 2 are evenly distributed on the pre-combustion chamber cap 1, and the number of the spray hole structures 2 can be 4 or 8.

[0036] In this embodiment, the diameter of the first nozzle 21 of the nozzle structure 2 is different from the diameter of the second nozzle 22. Therefore, the first nozzle 21 and the second nozzle 22 are stepped. The stepped nozzle structure 2 forms a gradually expanding tube structure, which has the characteristics of low flow resistance, so that carbon deposits are concentrated around the outlet of the second nozzle 22 of the spark plug, effectively avoiding the accumulation of carbon deposits to the inner first nozzle 21, thereby reducing the influence of carbon deposits on the primary development of the jet flame. In addition, the outlet of the first nozzle 21 of the pre-combustion chamber and the internal flow channel of the nozzle structure 2 are protected, thereby not affecting the propagation of the jet flame inside the nozzle.

[0037] See also Figure 2 The inclination angle between the axis 23 of the nozzle structure 2 and the axis 24 of the pre-combustion chamber cap 1 is α, 0≤α≤70°.

[0038] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 with d1=0.15mm, L1=0.32mm, d2=0.24mm, and L2=0.44mm is selected as the experimental object, and the experimental data are as follows:

[0039]

[0040] It can be seen from the above table that in this embodiment, when the tilt angle is set in the range of 0≤α≤70°, the ignition delay period is between 10.1-12.1deg, which is smaller than the optimal ignition delay period of 12.2deg when the tilt angle is set at >70°. Therefore, when the tilt angle is set in the range of 0≤α≤70°, the combustion performance is better.

[0041] In addition, in this embodiment, when the tilt angle is set in the range of 0≤α≤70°, the combustion duration is between 23.3-25.2deg, which is smaller than the optimal combustion duration of 26.3deg when the tilt angle is set at >70°. Therefore, when the tilt angle is set in the range of 0≤α≤70°, the combustion performance is better.

[0042] See also Figure 1 In this embodiment, the diameter of the first nozzle 21 is smaller than the diameter of the second nozzle 22 .

[0043] In this embodiment, the length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L2 / L1≤1.8.

[0044] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having d1=0.15 mm, d2=0.24 mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0045]

[0046] It can be seen from the above table that in this embodiment, when L2 / L1 is set in the range of 1.2≤L2 / L1≤1.8, the ignition delay period is between 11.9-12.4 degrees, which are both smaller than the optimal ignition delay periods of 12.7 and 12.9 degrees when L2 / L1 is set at L2 / L1<1.2 and L2 / L1>1.8. Therefore, when L2 / L1 is set in the range of 1.2≤L2 / L1≤1.8, the combustion performance is better.

[0047] In addition, in this embodiment, when L2 / L1 is set in the range of 1.2≤L2 / L1≤1.8, the combustion duration is between 24.3-26.4deg, which is smaller than the optimal combustion duration of 26.9 and 26.6deg when L2 / L1 is set at L2 / L1<1.2 and L2 / L1>1.8. Therefore, when L2 / L1 is set in the range of 1.2≤L2 / L1≤1.8, the combustion performance is better.

[0048] See also Figure 2 In this embodiment, the diameter of the first nozzle 21 is d1, 0.08≤d1≤0.35 mm, and the diameter of the second nozzle 22 is d2, 0.08≤d2≤0.35 mm, wherein d1<d2.

[0049] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.32mm, L2=0.44mm, d2=0.35mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0050]

[0051] It can be seen from the above table that in this embodiment, when d1 is set in the range of 0.08≤d1≤0.35mm, the ignition delay period is between 11.3-13.2deg, which is smaller than 13.9deg of the optimal ignition delay period when d1 is set in d1<0.08. Therefore, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion performance is better.

[0052] In addition, in this embodiment, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion duration is between 23.5.3-30.5deg, which is smaller than 32.3deg of the optimal combustion duration when d1 is set at d1<0.08. Therefore, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion performance is better.

[0053] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.32mm, L2=0.44mm, d1=0.08mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0054]

[0055] It can be seen from the above table that in this embodiment, when d2 is set in the range of 0.08≤d2≤0.35mm, the ignition delay period is between 13.9-15.5deg, which is smaller than 15.7deg of the optimal ignition delay period when d2 is set in d2>0.35. Therefore, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion performance is better.

[0056] In addition, in this embodiment, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion duration is between 24.8-27.2deg, which is smaller than 28.6deg of the optimal combustion duration when d2 is set in d2>0.35. Therefore, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion performance is better.

[0057] In this embodiment, the diameter ratio of the second nozzle 22 to the first nozzle 21 is d2 / d1, and 1.2≤d2 / d1≤1.8.

[0058] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.32 mm, L2=0.44 mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0059]

[0060] It can be seen from the above table that in this embodiment, when d2 / d1 is set in the range of 1.2≤d2 / d1≤1.8, the ignition delay period is between 11.5-15.2 degrees, which are both smaller than the optimal ignition delay periods of 17.1 and 15.6 degrees when d2 is set at d2 / d1<1.2h and d2 / d1>1.8. Therefore, when d2 / d1 is set in the range of 1.2≤d2 / d1≤1.8, the combustion performance is better.

[0061] In addition, in this embodiment, when d2 / d1 is set in the range of 1.2≤d2 / d1≤1.8, the combustion duration is between 23.6-28.9deg, which are both smaller than 29.5 and 32deg of the optimal combustion duration when d2 / d1 is set in d2 / d1<1.2h and d2 / d1>1.8. Therefore, when d2 / d1 is set in the range of 1.2≤d2 / d1≤1.8, the combustion performance is better.

[0062] See also Figure 3-Figure 4 The utility model discloses a second embodiment of the spark plug. Compared with the first embodiment, the second embodiment is different in that the diameter of the first nozzle 21 is greater than the diameter of the second nozzle 22 .

[0063] See also Figure 3In this embodiment, the diameter of the first nozzle 21 is greater than the diameter of the second nozzle 22 .

[0064] See also Figure 4 In this embodiment, the length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L1 / L2≤1.8.

[0065] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having d1=0.24 mm, d2=0.15 mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0066]

[0067] It can be seen from the above table that in this embodiment, when L1 / L2 is set in the range of 1.2≤L2 / L1≤1.8, the ignition delay period is between 17.5-18.3 degrees, which are both smaller than the optimal ignition delay periods of 18.6 and 19.2 degrees when L1 / L2 is set at L1 / L2<1.2 and L1 / L2>1.8. Therefore, when L1 / L2 is set in the range of 1.2≤L2 / L1≤1.8, the combustion performance is better.

[0068] In addition, in this embodiment, when L1 / L2 is set in the range of 1.2≤L2 / L1≤1.8, the combustion duration is between 32.3-34.6deg, which is smaller than the optimal combustion duration of 37.2 and 35.1deg when L1 / L2 is set in L1 / L2<1.2 and L1 / L2>1.8. Therefore, when L1 / L2 is set in the range of 1.2≤L2 / L1≤1.8, the combustion performance is better.

[0069] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.44mm, L2=0.32mm, d2=0.08mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0070]

[0071] It can be seen from the above table that in this embodiment, when d1 is set in the range of 0.08≤d1≤0.35mm, the ignition delay period is between 19.6-21.3deg, which is smaller than 21.5deg of the optimal ignition delay period when d1 is set in d1>0.35. Therefore, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion performance is better.

[0072] In addition, in this embodiment, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion duration is between 32.5-34.9deg, which is smaller than 35.2deg of the optimal combustion duration when d1 is set at d1>0.35. Therefore, when d1 is set in the range of 0.08≤d1≤0.35mm, the combustion performance is better.

[0073] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.44mm, L2=0.32mm, d2=0.08mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0074]

[0075] It can be seen from the above table that in this embodiment, when d2 is set in the range of 0.08≤d2≤0.35mm, the ignition delay period is between 20.8-24.8deg, which is smaller than 25.3deg of the optimal ignition delay period when d2 is set in d2<0.08. Therefore, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion performance is better.

[0076] In addition, in this embodiment, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion duration is between 33.9-37.6deg, which is smaller than 38.1deg of the optimal combustion duration when d2 is set at d2<0.08. Therefore, when d2 is set in the range of 0.08≤d2≤0.35mm, the combustion performance is better.

[0077] In this embodiment, the diameter ratio of the first nozzle and the second nozzle is d1 / d2, and 1.2≤d1 / d2≤1.8.

[0078] In this embodiment, a pre-combustion chamber with a nozzle hole structure 2 having L1=0.44 mm, L2=0.32 mm, α=60° is selected as the experimental object, and the experimental data are as follows:

[0079]

[0080] It can be seen from the above table that in this embodiment, when d1 / d2 is set in the range of 1.2≤d2 / d1≤1.8, the ignition delay period is between 23.1-24.9 degrees, which are both smaller than the optimal ignition delay periods of 27.1 and 25.1 degrees when d1 / d2 is set at d1 / d2<1.2h and d1 / d2>1.8. Therefore, when d1 / d2 is set in the range of 1.2≤d1 / d2≤1.8, the combustion performance is better.

[0081] In addition, in this embodiment, when d1 / d2 is set in the range of 1.2≤d1 / d2≤1.8, the combustion duration is between 35.2-36.1deg, which is smaller than 38.9 and 36.4deg of the optimal combustion duration when d1 / d2 is set in d1 / d2<1.2h and d1 / d2>1.8. Therefore, when d1 / d2 is set in the range of 1.2≤d1 / d2≤1.8, the combustion performance is better.

[0082] See also Figure 5 In order to more intuitively compare the effects of common nozzle designs with the first and second embodiments of the present disclosure in avoiding carbon deposit accumulation, the effective diameters of the three nozzle structures under different usage conditions were measured through a blowing experiment, and the data were normalized with the initial diameter to ensure comparability between the data.

[0083] The mileage can reflect the length of use. As the mileage increases, the effective diameters of the three pre-combustion chamber spray holes gradually decrease. This is because as the amount of carbon deposits increases, the flow area gradually decreases, the blowing flow rate under a constant pressure difference also decreases, and the effective diameter converted by the flow rate also gradually decreases.

[0084] It is easy to see that the effective diameter of the pre-combustion chamber using the stepped spray hole design decreases more slowly than that of the ordinary straight-cylinder spray hole pre-combustion chamber, which means that the first embodiment and the second embodiment can effectively extend the service life under the same quality standard.

[0085] See also Figure 6 The pre-combustion chamber spark plug system of the first embodiment was installed on a common four-cylinder direct injection supercharged engine. After a 50,000-kilometer endurance test, the pre-combustion chamber was taken out and the carbon deposits inside the nozzle hole were observed using an electron microscope. In order to clearly see the internal structure of the nozzle hole, the nozzle hole needs to be cut open. A load-adding machine can be used to load the center axis of the nozzle hole until it collapses. After the collapse, the carbon deposits inside the hole can be observed.

[0086] The electron microscope was used to magnify and observe the nozzle surface. Only a small amount of carbon deposits were found in the first nozzle 21 connected to the pre-combustion chamber, while there were more carbon deposits in the second nozzle 22 connected to the main combustion chamber. Most of the carbon deposits were gathered on the outer surface of the second nozzle 22. The observation results were consistent with the mechanism of carbon deposit generation. It can be seen that the stepped nozzle effectively prevented the carbon deposits from gathering in the first nozzle 21 on the inside, and played a role in reducing the influence of carbon deposits on the primary development of the jet flame.

[0087] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0088] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0089] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A spark plug, characterized in that: include: Precombustion chamber cap; A spray hole structure, wherein the spray hole structure passes through the pre-combustion chamber cap, and the spray hole structure includes a first nozzle and a second nozzle that are connected, wherein a first opening of the first nozzle is located on an inner wall of the pre-combustion chamber cap, and a second opening of the second nozzle is located on an outer wall of the pre-combustion chamber cap, and a diameter of the first nozzle is different from a diameter of the second nozzle.

2. The spark plug according to claim 1, characterized in that: The inclination angle between the axis of the spray hole structure and the axis of the pre-combustion chamber cap is α, 0≤α≤70°.

3. The spark plug according to claim 1 or 2, characterized in that: The diameter of the first nozzle is smaller than the diameter of the second nozzle.

4. The spark plug according to claim 3, characterized in that: The length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L2 / L1≤1.

8.

5. The spark plug according to claim 3, characterized in that: The diameter of the first nozzle is d1, 0.08≤d1≤0.35 mm, and the diameter of the second nozzle is d2, 0.08≤d2≤0.35 mm, wherein d1<d2.

6. The spark plug according to claim 5, characterized in that: A diameter ratio of the second nozzle to the first nozzle is d2 / d1, and 1.2≤d2 / d1≤1.

8.

7. The spark plug according to claim 1 or 2, characterized in that: The diameter of the first nozzle is greater than the diameter of the second nozzle.

8. The spark plug according to claim 7, characterized in that: The length of the first nozzle is L1, the length of the second nozzle is L2, and 1.2≤L1 / L2≤1.

8.

9. The spark plug according to claim 7, characterized in that: The diameter of the first nozzle is d1, 0.08≤d1≤0.35 mm, and the diameter of the second nozzle is d2, 0.08≤d2≤0.35 mm, wherein d1>d2.

10. The spark plug according to claim 9, characterized in that: A diameter ratio of the first nozzle and the second nozzle is d1 / d2, and 1.2≤d1 / d2≤1.

8.

11. An engine, characterized in that: The engine comprises the spark plug according to any one of claims 1-10.

12. A vehicle, characterized in that: The vehicle includes the engine of claim 11.

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