Engine and vehicle
By setting a pre-combustion chamber on the cylinder head of the internal combustion engine and adjusting the ratio of its volume to the main combustion chamber, the problem of insufficient fuel combustion in the prior art is solved, and more efficient fuel combustion and lower fuel consumption and emissions are achieved.
Patent Information
- Application Number
- CN202422061937.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-23
- Publication Date
- 2025-05-06
- Estimated Expiration
- 2034-08-23
AI Technical Summary
In the existing internal combustion engines, the size of the pre-combustion chamber is too small, resulting in poor fuel flowability and poor atomization effect, insufficient fuel combustion, making it difficult to improve fuel combustion efficiency.
A pre-combustion chamber is provided on the cylinder head, and the volume V1 of the pre-combustion chamber and the volume V2 of the main combustion chamber are structured to be 0.25≤V1/V2≤0.5. By igniting part of the fuel-air mixture in advance in the pre-combustion chamber, the fuel combustion speed and efficiency are improved.
By increasing the volume of the pre-combustion chamber, the fluidity and atomization effect of fuel are improved, the fuel combustion is more sufficient, the combustion efficiency is improved, and fuel consumption and emissions are reduced.
Smart Images
Figure CN222835846U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicles, in particular to an engine and a vehicle. Background Art
[0002] In the prior art, in order to widen the lean combustion boundary of the internal combustion engine, an active pre-combustion chamber is used as an ignition source. The volume of the pre-combustion chamber is less than 5% of the volume of the main combustion chamber. Due to the small volume of the pre-combustion chamber, the fuel fluidity and atomization effect in the pre-combustion chamber are poor, resulting in incomplete fuel combustion. Therefore, how to optimize the structure of the pre-combustion chamber to make the fuel burn more fully and improve the fuel combustion efficiency has become an urgent problem to be solved in this field. 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, one purpose of the utility model is to provide an engine. The engine proposed by the utility model is provided with a pre-combustion chamber on the cylinder head, and part of the fuel-air mixture is ignited in advance in the pre-combustion chamber to increase the fuel combustion speed. By constructing the volume V1 of the pre-combustion chamber and the volume V2 of the main combustion chamber to satisfy 0.25≤V1 / V2≤0.5, the combustion efficiency can be improved while ensuring stable ignition and rapid combustion.
[0004] The utility model also provides a vehicle with the engine.
[0005] According to the utility model, the engine includes a cylinder head, on which a pre-combustion chamber is arranged; a cylinder body, which is connected to the cylinder head and defines a main combustion chamber connected to the pre-combustion chamber between the cylinder body and the cylinder head; wherein the volume of the pre-combustion chamber is V1, the volume of the main combustion chamber is V2, and the following condition is satisfied: 0.25≤V1 / V2≤0.5.
[0006] According to the utility model, the engine is provided with a precombustion chamber on the cylinder head, and the precombustion chamber is connected with the main combustion chamber. The fuel-air mixture is ignited in advance in the precombustion chamber, and the combustion products subsequently enter the main combustion chamber, thereby initiating rapid and complete combustion of the fuel-air mixture in the main combustion chamber. The volume V1 of the precombustion chamber and the volume V2 of the main combustion chamber are constructed to satisfy 0.25≤V1 / V2≤0.5. Compared with the internal combustion engine in the prior art, the precombustion chamber of the engine of the utility model has a larger volume, which is conducive to improving the fluidity of the fuel in the precombustion chamber and improving the atomization effect, so that the fuel in the precombustion chamber burns more completely, thereby improving the combustion efficiency.
[0007] According to some embodiments of the present invention, the engine further comprises: an auxiliary intake duct, which is formed in the cylinder head and can selectively connect the pre-combustion chamber to the outside.
[0008] According to some embodiments of the utility model, the engine further comprises: a fuel injection device, which is disposed on the cylinder head and can selectively inject fuel into the auxiliary intake duct and / or the pre-combustion chamber.
[0009] According to some embodiments of the utility model, the fuel injection device includes: a first fuel injector, the fuel outlet of the first fuel injector extends into the auxiliary intake duct and can selectively inject fuel into the auxiliary intake duct; a second fuel injector, the fuel outlet of the second fuel injector extends into the pre-combustion chamber and can selectively inject fuel into the pre-combustion chamber.
[0010] According to some embodiments of the utility model, the engine also includes: a main intake duct, which is formed in the cylinder head and can selectively connect the main combustion chamber with the outside, wherein a first valve is movably arranged in the main intake duct to selectively connect the main combustion chamber with the main intake duct; and a second valve is movably arranged in the auxiliary intake duct to selectively connect the pre-combustion chamber with the auxiliary intake duct.
[0011] According to some embodiments of the present invention, the radial size of the head of the first valve is greater than the radial size of the head of the second valve.
[0012] According to some embodiments of the present invention, the exhaust duct is arranged on a side of the pre-combustion chamber away from the auxiliary intake duct, and a third valve is movably arranged in the exhaust duct to selectively connect the main combustion chamber with the outside.
[0013] According to some embodiments of the present utility model, the pre-combustion chamber is constructed in a spherical shape, one radial side of the pre-combustion chamber can be selectively connected to the auxiliary air intake duct, and the other radial side is formed with a through hole connected to the main combustion chamber.
[0014] According to some embodiments of the present invention, the number of the through holes is one or more.
[0015] A vehicle according to another embodiment of the present invention will be briefly described below.
[0016] The vehicle according to the utility model has the engine described in any one of the above-mentioned embodiments. Since the vehicle according to the utility model has the engine described in any one of the above-mentioned embodiments, the fuel in the vehicle engine burns more completely, the engine runs more stably, and the vehicle has strong driving power and low fuel consumption.
[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:
[0019] Figure 1 is a cross-sectional view of an engine according to some embodiments of the present utility model.
[0020] Reference numerals:
[0021] Engine 1;
[0022] Cylinder head 11, pre-combustion chamber 111, through hole 112;
[0023] Cylinder body 12, main combustion chamber 121;
[0024] Auxiliary intake duct 13, second valve 131;
[0025] Main intake passage 14, first valve 141;
[0026] A first fuel injector 151, a second fuel injector 152, and a third fuel injector 153;
[0027] Spark plug 16; exhaust port 17, third valve 171; piston 18. DETAILED DESCRIPTION
[0028] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.
[0029] In the prior art, in order to widen the lean combustion boundary of the internal combustion engine, an active pre-combustion chamber is used as an ignition source. The volume of the pre-combustion chamber is less than 5% of the volume of the main combustion chamber. Due to the small volume of the pre-combustion chamber, the fuel fluidity and atomization effect in the pre-combustion chamber are poor, resulting in incomplete fuel combustion. Therefore, how to optimize the structure of the pre-combustion chamber to make the fuel burn more fully and improve the fuel combustion efficiency has become an urgent problem to be solved in this field.
[0030] Reference below Figure 1 Description of the engine according to the embodiment of the utility model
[0031] According to the utility model, the engine 1 includes a cylinder head 11, on which a pre-combustion chamber 111 is arranged; a cylinder block 12, which is connected to the cylinder head 11 and defines a main combustion chamber 121 connected to the pre-combustion chamber 111 between the cylinder block 12 and the cylinder head 11; wherein the volume of the pre-combustion chamber 111 is V1, the volume of the main combustion chamber 121 is V2, and the following condition is satisfied: 0.25≤V1 / V2≤0.5.
[0032] Specifically, a pre-combustion chamber 111 is provided on the cylinder head 11. A portion of the fuel-air mixture is ignited in advance in the pre-combustion chamber 111 to form a high-temperature and high-pressure combustion environment. The high-temperature and high-pressure combustion products then enter the main combustion chamber 121, triggering rapid and complete combustion of the fuel-air mixture in the main combustion chamber 121, which helps to improve the stability of combustion, reduce ignition delay, and improve combustion efficiency. The cylinder body 12 is connected to the cylinder head 11, and together they constitute the main combustion chamber 121 of the engine 1. The inner wall surface of the cylinder body 12 is the track for the reciprocating motion of the piston 18, and is also the place where the fuel burns to generate power. After the flame ignited in the pre-combustion chamber 111 and the high-temperature and high-pressure gas enter the main combustion chamber 121, they are quickly mixed with the fuel-air mixture in the main combustion chamber 121 and burn, generating a large amount of heat energy, driving the piston 18 to move, and then converted into mechanical energy.
[0033] The ratio of the volume V1 of the pre-combustion chamber 111 to the volume V2 of the main combustion chamber 121 is controlled between 0.25 and 0.5. If V1 / V2 is less than 0.25, it may not be possible to generate a high temperature and high pressure environment to effectively ignite the fuel-air mixture in the main combustion chamber 121, resulting in incomplete combustion and reduced efficiency of the engine 1. In addition, due to the small space of the pre-combustion chamber 111, it is easy to cause the injector in the pre-combustion chamber 111 to coke, affecting the normal operation of the engine 1. If V1 / V2>0.5, too much fuel will be consumed, increasing the fuel consumption and emissions of the engine 1. At the same time, an overly large pre-combustion chamber 111 may also affect the airflow organization and combustion distribution in the main combustion chamber 121, reducing the combustion efficiency. Therefore, the volume ratio of the pre-combustion chamber 111 to the main combustion chamber 121 is controlled between 0.25 and 0.5. When V1 / V2=0.3, the combustion efficiency can be maximized, and the fuel consumption and emissions can be reduced while ensuring stable ignition and rapid combustion. Since the volume of the pre-combustion chamber 111 is larger than that of the conventional pre-combustion chamber 111, the amount of injected fuel is relatively sufficient and the flame intensity is large, the lean mixture in the main combustion chamber 121 can be burned more completely, and the engine 1 with an excess air coefficient of 2.5 or even more than 3 can be achieved for lean combustion, greatly expanding the limit of lean combustion.
[0034] According to the utility model, the engine 1 is provided with a pre-combustion chamber 111 on the cylinder head 11, and the pre-combustion chamber 111 is connected to the main combustion chamber 121. The fuel-air mixture is ignited in advance in the pre-combustion chamber 111, and the combustion products subsequently enter the main combustion chamber 121, thereby initiating rapid and complete combustion of the fuel-air mixture in the main combustion chamber 121. The volume V1 of the pre-combustion chamber 111 and the volume V2 of the main combustion chamber 121 are constructed to satisfy 0.25≤V1 / V2≤0.5. Compared with the internal combustion engine in the prior art, the pre-combustion chamber 111 of the engine 1 of the utility model is larger in volume, which is beneficial to improving the fluidity of the fuel in the pre-combustion chamber 111, so that the fuel in the pre-combustion chamber 111 can be burned more fully, thereby improving the combustion efficiency.
[0035] According to some embodiments of the present invention, the engine 1 further comprises: an auxiliary intake passage 13, which is formed in the cylinder head 11 and can selectively connect the pre-combustion chamber 111 to the outside.
[0036] Specifically, an auxiliary intake passage 13 is formed on the cylinder head 11, and the auxiliary intake passage 13 can selectively connect the pre-combustion chamber 111 to the outside, and can deliver external fresh air or a fuel-air mixture of a specific ratio into the pre-combustion chamber 111 through the auxiliary intake passage 13 to adjust the concentration of the mixed gas in the pre-combustion chamber 111 and optimize the combustion process. When no additional intake or adjustment of the gas state in the pre-combustion chamber 111 is required, the auxiliary intake passage 13 remains closed to maintain the sealing and combustion stability of the pre-combustion chamber 111. By controlling the opening and closing of the auxiliary intake duct 13 and the intake volume, the gas composition and state in the pre-combustion chamber 111 can be adjusted, which helps to achieve faster and more complete combustion. At the same time, by scavenging the pre-combustion chamber 111 through the auxiliary intake duct 13, the exhaust gas residue in the pre-combustion chamber 111 can be reduced, carbon deposits can be reduced, and the temperature in the pre-combustion chamber 111 can be lowered, thereby avoiding coking of the injector, which is beneficial to increasing the life of the injector and the spark plug 16, reducing the heat transfer loss of the pre-combustion chamber 111 to the outside, and improving thermal efficiency.
[0037] According to some embodiments of the present invention, the engine 1 further comprises: an oil injection device, which is disposed on the cylinder head 11 and can selectively inject oil into the auxiliary intake passage 13 and / or the pre-combustion chamber 111 .
[0038] Specifically, the fuel injection device is arranged on the cylinder head 11, and can selectively inject fuel into the auxiliary intake passage 13 and / or the pre-combustion chamber 111. When the auxiliary intake passage 13 is opened, the fuel injection device can inject fuel into it, and the fuel can be atomized in the auxiliary intake passage 13 to avoid the fuel hitting the wall when injecting fuel into the pre-combustion chamber 111, thereby improving the gas mixing effect in the pre-combustion chamber 111 and making the mixed gas in the pre-combustion chamber 111 burn more fully. The fuel injection device can also directly inject fuel into the pre-combustion chamber 111. The fuel in the pre-combustion chamber 111 will evaporate rapidly and mix with the air under high temperature and high pressure to form a mixture that is easy to ignite. Subsequently, the combustion products in the pre-combustion chamber 111 will enter the main combustion chamber 121, triggering combustion in the main combustion chamber 121. By setting up a fuel injection device to spray fuel into the auxiliary intake duct 13, the fuel is atomized in the intake duct, and the atomized mixed gas enters the pre-combustion chamber 111 and burns, so that the mixed gas in the pre-combustion chamber 111 burns faster, the work efficiency is improved, and the fuel injection hitting the wall can be effectively avoided.
[0039] According to some embodiments of the utility model, the fuel injection device includes: a first fuel injector 151, the fuel outlet of the first fuel injector 151 extends into the auxiliary intake duct 13 and can selectively inject fuel into the auxiliary intake duct 13; a second fuel injector 152, the fuel outlet of the second fuel injector 152 extends into the pre-combustion chamber 111 and can selectively inject fuel into the pre-combustion chamber 111.
[0040] Specifically, the oil outlet of the first fuel injector 151 extends into the auxiliary intake passage 13. When the auxiliary intake passage 13 is opened, the first fuel injector 151 can inject fuel into the auxiliary intake passage 13 to mix with the incoming air or mixed gas to form a combustible mixed gas. The fuel in the auxiliary intake passage 13 can be atomized in advance to improve the combustion efficiency of the fuel in the pre-combustion chamber 111. The oil outlet of the second fuel injector 152 extends into the pre-combustion chamber 111 so that fuel can be selectively injected into the pre-combustion chamber 111. The second fuel injector 152 directly injects fuel into the pre-combustion chamber 111, and cooperates with the fuel mixed gas delivered by the auxiliary intake passage 13 to form a good vortex flow, so that the fuel is better atomized, which is conducive to promoting rapid combustion of the fuel, shortening the ignition delay time, improving combustion efficiency, and reducing the emission of harmful substances.
[0041] In some embodiments, a third fuel injector 153 is provided on the cylinder head 11, and the third fuel injector 153 can selectively spray fuel into the main combustion chamber 121. By reasonably distributing the total amount of fuel injection to the first fuel injector 151, the second fuel injector 152 and the third fuel injector 153, the fuel in the main combustion chamber 121 can be fully burned.
[0042] According to some embodiments of the utility model, the engine 1 also includes: a main intake duct 14, which is formed in the cylinder head 11 and can selectively connect the main combustion chamber 121 with the outside, wherein a first valve 141 is movably arranged in the main intake duct 14 to selectively connect the main combustion chamber 121 with the main intake duct 14; and a second valve 131 is movably arranged in the auxiliary intake duct 13 to selectively connect the pre-combustion chamber 111 with the auxiliary intake duct 13.
[0043] Specifically, the main intake passage 14 is formed on the cylinder head 11, and the main intake passage 14 can selectively introduce external air or mixed gas into the main combustion chamber 121. A first valve 141 is movably provided in the main intake passage 14, and the first valve 141 can selectively connect the main combustion chamber 121 with the outside to allow air or mixed gas to enter the main combustion chamber 121; the first valve 141 is closed when the piston 18 moves upward to maintain the sealing of the main combustion chamber 121. A second valve 131 is provided in the auxiliary intake passage 13, and the pre-combustion chamber 111 can selectively connect with the auxiliary intake passage 13. The first valve 141 and the second valve 131 can share a camshaft for driving, and the opening time and opening duration of the second valve 131 are synchronized with those of the first valve 141; the second valve 131 can be driven by a separately designed set of camshafts, but it is necessary to increase the timing connection between the camshaft of the first valve 141, and the first valve 141 and the second valve 131 are connected by chain drive or gear drive; the second valve 131 can also use an electromagnetic valve to improve control accuracy, but the opening time and opening duration of the second valve 131 need to be synchronized with those of the first valve 141.
[0044] According to some embodiments of the present invention, the radial size of the head of the first valve 141 is greater than the radial size of the head of the second valve 131 .
[0045] Specifically, the radial size of the head of the first valve 141 is larger than the radial size of the head of the second valve 131. Since the head of the first valve 141 is larger, sufficient air can be provided to the main combustion chamber 121 through the main intake passage 14 to support the complete combustion of the fuel. The combustion efficiency of the fuel is improved. Since the pre-combustion chamber 111 is small in volume, the head size of the second valve 131 is smaller than the head size of the first valve 141, which can limit the amount of air in the pre-combustion chamber 111 and avoid excessive combustion of the fuel in the pre-combustion chamber 111.
[0046] According to some embodiments of the present invention, the exhaust passage 17 is disposed on a side of the pre-combustion chamber 111 away from the auxiliary intake passage 13 , and a third valve 171 is movably disposed in the exhaust passage 17 to selectively connect the main combustion chamber 121 to the outside.
[0047] Specifically, the exhaust duct 17 is arranged on the side of the pre-combustion chamber 111 away from the auxiliary intake duct 13, which helps to separate the exhaust gas generated by the combustion in the pre-combustion chamber 111 from the intake system, and avoids the interference of the exhaust gas backflow on the intake process. The exhaust duct 17 is suitable for discharging the exhaust gas generated by the combustion in the main combustion chamber 121 to the outside of the engine 1. The timely discharge of the exhaust gas can ensure that there is enough space in the main combustion chamber 121 for fresh air or mixed gas to enter to support the next round of combustion process. The third valve 171 is movably arranged in the exhaust duct 17. When the exhaust gas needs to be discharged, the third valve 171 is opened to allow the exhaust gas to flow out through the exhaust duct 17; when the exhaust gas is not needed, the third valve 171 is closed to maintain the sealing of the main combustion chamber 121.
[0048] According to some embodiments of the present invention, the pre-combustion chamber 111 is spherical in shape, one radial side of the pre-combustion chamber 111 can be selectively connected to the auxiliary air intake duct 13 , and the other radial side is formed with a through hole 112 connected to the main combustion chamber 121 .
[0049] Specifically, the pre-combustion chamber 111 is constructed in a spherical shape, which helps to achieve uniform distribution and rapid combustion of the mixed gas in the pre-combustion chamber 111. The spherical structure has a large surface area, which is conducive to the rapid transfer and heat dissipation of heat, thereby avoiding the excessive temperature in the pre-combustion chamber 111 affecting the safety of the injector and the spark plug 16. The radial side of the pre-combustion chamber 111 is connected to the auxiliary intake duct 13, and the other radial side of the pre-combustion chamber 111 is formed with a through hole 112 connected to the main combustion chamber 121. The flame generated in the pre-combustion chamber 111 flows from the through hole 112 to the main combustion chamber 121. The fresh air or mixed gas in the main combustion chamber 121 can quickly reduce the flame temperature and avoid the generation of nitrogen oxides. The post-treatment does not need to use expensive lean-burn post-treatment devices, which reduces the cost of the whole machine.
[0050] According to some embodiments of the present invention, the number of the through holes 112 is one or more.
[0051] Specifically, the number of through holes 112 is constructed to be one, which facilitates the flow path of the combustion products in the pre-combustion chamber 111, and helps to achieve a more stable and controllable combustion process; the number of through holes 112 is constructed to be multiple, so that the flow of the combustion products in the pre-combustion chamber 111 will be more dispersed and uniform, which helps to improve the combustion speed and efficiency of the mixture in the main combustion chamber 121, because the combustion products can enter the main combustion chamber 121 through multiple channels at the same time, mix with more mixture and burn.
[0052] The vehicle according to the present utility model is briefly described below.
[0053] The vehicle according to the utility model has the engine 1 described in any one of the above-mentioned embodiments. Since the vehicle according to the utility model has the engine 1 described in any one of the above-mentioned embodiments, the fuel in the vehicle engine 1 burns more completely, the engine 1 runs more stably, and the vehicle has strong driving power and low fuel consumption.
[0054] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0055] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.
[0056] In the description of the present invention, "plurality" means two or more.
[0057] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact but are in contact with each other via another feature therebetween.
[0058] In the description of the present invention, a first feature “above”, “over” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
[0059] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.
[0060] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.
Claims
1. An engine, characterized in that: include: A cylinder head (11), wherein a pre-combustion chamber (111) is provided on the cylinder head (11); a cylinder body (12), the cylinder body (12) being connected to the cylinder head (11) and defining a main combustion chamber (121) communicating with the pre-combustion chamber (111) between the cylinder body (12) and the cylinder head (11); in The volume of the pre-combustion chamber (111) is V1, the volume of the main combustion chamber (121) is V2, and the following relationship is satisfied: 0.25≤V1 / V2≤0.
5.
2. The engine according to claim 1, characterized in that Also includes: An auxiliary intake passage (13) is formed in the cylinder head (11) and can selectively connect the pre-combustion chamber (111) to the outside.
3. The engine according to claim 2, characterized in that Also includes: An oil injection device is arranged on the cylinder head (11) and can selectively inject oil into the auxiliary intake passage (13) and / or the pre-combustion chamber (111).
4. The engine according to claim 3, characterized in that The oil injection device comprises: a first oil injector (151), the oil outlet of the first oil injector (151) extending into the auxiliary air intake passage (13) and being capable of selectively injecting oil into the auxiliary air intake passage (13); A second fuel injector (152), wherein the fuel outlet of the second fuel injector (152) extends into the pre-combustion chamber (111) and can selectively inject fuel into the pre-combustion chamber (111).
5. The engine according to claim 2, characterized in that Also includes: A main intake passage (14) is formed in the cylinder head (11) and can selectively connect the main combustion chamber (121) to the outside, wherein A first valve (141) is movably provided in the main intake passage (14) so as to selectively connect the main combustion chamber (121) with the main intake passage (14); and a second valve (131) is movably provided in the auxiliary intake passage (13) so as to selectively connect the pre-combustion chamber (111) with the auxiliary intake passage (13).
6. The engine according to claim 5, characterized in that The radial size of the head of the first valve (141) is greater than the radial size of the head of the second valve (131).
7. The engine according to claim 5, characterized in that An exhaust passage (17), wherein the exhaust passage (17) is arranged on a side of the pre-combustion chamber (111) away from the auxiliary intake passage (13), and a third valve (171) is movably arranged in the exhaust passage (17) to selectively connect the main combustion chamber (121) to the outside.
8. The engine according to claim 2, characterized in that The pre-combustion chamber (111) is spherical in shape, one radial side of the pre-combustion chamber (111) can be selectively connected to the auxiliary air intake passage (13), and the other radial side is formed with a through hole (112) connected to the main combustion chamber (121).
9. The engine according to claim 8, characterized in that The number of the through holes (112) is configured to be one or more.
10. A vehicle, characterized in that: An engine comprising any one of claims 1-9.