Engine and vehicle
By setting up the intake passage and outlet passage connected to the air-conditioning conveying system in the engine cylinder head, the pre-combustion chamber injector is strengthened to cool, which solves the problems of overheating, ablation and blockage of the injector, and improves its service life and reliability.
Patent Information
- Application Number
- CN202422360856.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-26
- Publication Date
- 2025-06-27
- Estimated Expiration
- 2034-09-26
AI Technical Summary
The pre-combustion chamber injectors are subject to overheating ablation and blockage due to high thermal load, which affects their service life and reliability.
The intake passage and the outlet passage are set up in the cylinder head and communicated with the air-cooling conveying system. The cooling is strengthened through cold air and the working temperature of the fuel injector is reduced.
It effectively solves the problems of overheating ablation and blockage of pre-combustion chamber injectors, and improves its service life and reliability.
Smart Images
Figure CN223035144U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of engines, and particularly relates to an engine and a vehicle. Background Technique
[0002] With the increasingly strict emission regulations and fuel consumption regulations, hybrid engines with higher thermal efficiency have become the development direction of each vehicle manufacturer. The active pre-chamber technology is the main route to improve the thermal efficiency of gasoline engines.
[0003] The active pre-chamber technology can generate high-energy jet flames, quickly ignite the entire combustion chamber, and accelerate the combustion speed. Therefore, it can improve the engine thermal efficiency. The introduction of the active pre-chamber technology is as follows: A small pre-combustion system is installed above a traditional combustion chamber (hereinafter referred to as the "main combustion chamber"). The pre-combustion system includes a pre-chamber, a dedicated pre-chamber spark plug, a pre-chamber injector, etc. When the engine is running, the pre-chamber injector first sprays a small amount of fuel into the pre-chamber, enriches the air-fuel mixture in the pre-chamber to λ≈1.0, and then the spark plug inside the pre-chamber ignites. After combustion starts, due to the very small internal volume of the pre-chamber, the pressure rises rapidly, prompting the high-temperature gas to spray into the main combustion chamber in the form of a flame jet from the spray hole below the pre-chamber, and then develop into multiple ignition points in the main combustion chamber, igniting the lean air-fuel mixture in the main combustion chamber. The active pre-chamber technology can make the ignition points more widely distributed in the main combustion chamber, which is beneficial to improving the ignition energy and strengthening the air flow disturbance in the combustion chamber. Compared with the traditional spark plug ignition, the active pre-chamber technology can significantly increase the combustion speed, advance the combustion center of gravity, achieve lean combustion, and improve the engine thermal efficiency.
[0004] However, as the core component of the active pre-chamber technology, since the pre-chamber burns at an equivalence ratio of λ≈1.0 inside, the thermal load is very high. Subject to thermal radiation and heat transfer, it is easy to cause the head temperature of the pre-chamber injector that injects fuel into the pre-chamber to be too high, resulting in problems such as overheating ablation and blockage of the pre-chamber injector, affecting the service life and reliability of the pre-chamber injector. Content of the Utility Model
[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. For this reason, the first object of the utility model is to propose an engine. An intake passage and an exhaust passage communicating with the installation hole are provided in the cylinder head of the engine. Among them, the intake passage communicates with the cold air delivery system, and the exhaust passage communicates with the outside of the cylinder head. In this way, when the cold air delivery system delivers cold air to the intake passage, the cold air sequentially enters the intake passage and the installation hole, thereby cooling the pre-chamber injector, and the gas after exchanging heat with the pre-chamber injector can be discharged from the exhaust passage in time, realizing the enhanced cooling of the pre-chamber injector, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector, thereby improving the service life and reliability of the pre-chamber injector.
[0006] The second object of the present utility model is to propose a vehicle.
[0007] To achieve the above object, an embodiment of the first aspect of the present utility model proposes an engine, including: a cylinder head, a pre-chamber injector, and a cold air delivery system;
[0008] A pre-chamber is provided in the cylinder head. The cylinder head has an installation hole communicating with the pre-chamber. The pre-chamber injector is fixedly provided in the installation hole. The outer peripheral wall of the pre-chamber injector is in clearance fit with the inner peripheral wall of the installation hole. And a seal is provided between the end of the pre-chamber injector close to the pre-chamber and the installation hole.
[0009] The cylinder head also has an intake passage and an exhaust passage. The intake passage communicates with the exhaust passage through the installation hole. And the intake passage is also adapted to communicate with the cold air delivery system so that the cold air delivery system can deliver cold air to the installation hole through the intake passage. The exhaust passage communicates with the outside of the cylinder head.
[0010] According to the engine of the embodiment of the present utility model, the engine is provided with an intake passage and an exhaust passage communicating with the installation hole in the cylinder head. Among them, the intake passage communicates with the cold air delivery system, and the exhaust passage communicates with the outside of the cylinder head. Thus, when the cold air delivery system delivers cold air to the intake passage, the cold air sequentially enters the intake passage and the installation hole, thereby cooling the pre-chamber injector. And the gas after heat exchange with the pre-chamber injector can be discharged from the exhaust passage in time, realizing the enhanced cooling of the pre-chamber injector, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector, thereby improving the service life and reliability of the pre-chamber injector.
[0011] Its feature is that a cooling groove design is added to the installation hole of the pre-chamber injector on the cylinder head, and compressed air and a vortex tube are used to generate cold air, and then the cold air is connected to the cooling groove to intensively cool the injector, so as to reduce its working temperature, improve reliability and prevent blockage.
[0012] In some examples of the present utility model, the installation hole has an installation plane. The installation hole is divided into a first sub-installation hole and a second sub-installation hole by the installation plane. The pre-chamber injector includes a connected injection rod and an electromagnetic valve. The injection rod is inserted into the first sub-installation hole. The outer peripheral wall of the injection rod is in clearance fit with the inner peripheral wall of the first sub-installation hole. At least part of the electromagnetic valve is inserted into the second sub-installation hole and is in abutting assembly with the installation plane. The outer peripheral wall of the electromagnetic valve is in clearance fit with the inner peripheral wall of the second sub-installation hole;
[0013] Both the intake passage and the exhaust passage communicate with the first sub-installation hole and the second sub-installation hole.
[0014] In some examples of the present utility model, both the intake passage and the exhaust passage are arranged parallel to the installation hole.
[0015] In some examples of the present utility model, the intake passage and the exhaust passage are oppositely arranged and spaced apart.
[0016] In some examples of the present utility model, the cross-section of the intake passage is configured as a U-shaped structure.
[0017] In some examples of the present utility model, the cold air delivery system includes: a cold air source and an air delivery pipeline, and the air delivery pipeline is connected between the intake passage and the cold air source.
[0018] In some examples of the present utility model, the air delivery pipeline includes a first pipeline, a second pipeline and a vortex tube. The first pipeline is inserted into the intake passage, the second pipeline is connected to the cold air source, and the vortex tube is connected between the first pipeline and the second pipeline.
[0019] In some examples of the present utility model, the number of vortex tubes is at least one.
[0020] In some examples of the present utility model, the first pipeline has an air outlet, and the cross-section of the air outlet is configured as a wedge-shaped cross-section.
[0021] To achieve the above object, a second aspect embodiment of the present utility model proposes a vehicle, including the engine in the first aspect embodiment.
[0022] For the vehicle according to the embodiment of the present utility model, by providing the above-mentioned engine, the engine is provided with an intake passage and an exhaust passage communicating with the mounting hole in the cylinder head. Among them, the intake passage is connected to the cold air delivery system, and the exhaust passage is connected to the outside of the cylinder head. In this way, when the cold air delivery system delivers cold air to the intake passage, the cold air sequentially enters the intake passage and the mounting hole, thereby cooling the pre-chamber injector, and the gas after heat exchange with the pre-chamber injector can be discharged from the exhaust passage in time, realizing the enhanced cooling of the pre-chamber injector, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector, thereby improving the service life and reliability of the pre-chamber injector.
[0023] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings
[0024] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:
[0025] Figure 1 It is a schematic diagram of an engine according to an embodiment of the present utility model;
[0026] Figure 2Assembly drawing of a cylinder head and a pre-chamber injector according to an embodiment of the present utility model;
[0027] Figure 3 Schematic diagram of a cylinder head according to an embodiment of the present utility model;
[0028] Figure 4 Schematic diagram of an air intake pipeline according to an embodiment of the present utility model.
[0029] Reference numerals:
[0030] Engine 100;
[0031] Cylinder head 1; pre-chamber 11; mounting hole 12; mounting plane 121; first sub-mounting hole 122; second sub-mounting hole 123; intake passage 13; exhaust passage 14;
[0032] Pre-chamber injector 2; injection rod 21; solenoid valve 22;
[0033] Cold air delivery system 3; air intake pipeline 31; first pipeline 311; air outlet 3111; second pipeline 312; vortex tube 313. Detailed implementation manners
[0034] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.
[0035] It should be noted that with the increasingly strict emission regulations and fuel consumption regulations, hybrid engines with higher thermal efficiency have become the development direction of each vehicle manufacturer, and the active pre-chamber technology is the main route to improve the thermal efficiency of gasoline engines.
[0036] The active pre-chamber technology can generate a high-energy jet flame, quickly ignite the entire combustion chamber, and accelerate the combustion speed, thus improving the engine's thermal efficiency. The introduction of the active pre-chamber technology is as follows: A small pre-combustion system is installed above the traditional combustion chamber (hereinafter referred to as the "main combustion chamber"). The pre-combustion system includes a pre-chamber, a dedicated spark plug for the pre-chamber, and a fuel injector for the pre-chamber, etc. When the engine is running, the fuel injector for the pre-chamber first sprays a small amount of fuel into the pre-chamber, enriches the air-fuel mixture in the pre-chamber to λ≈1.0, and then the spark plug inside the pre-chamber ignites. After combustion starts, due to the very small internal volume of the pre-chamber, the pressure rises rapidly, prompting the high-temperature gas to spray into the main combustion chamber in the form of a flame jet from the spray holes below the pre-chamber, and then multiple ignition points develop in the main combustion chamber, igniting the lean air-fuel mixture in the main combustion chamber. The active pre-chamber technology can make the ignition points more widely distributed in the main combustion chamber, which is beneficial to increasing the ignition energy and strengthening the air flow disturbance in the combustion chamber. Compared with the traditional spark plug ignition, the active pre-chamber technology can significantly increase the combustion speed, advance the combustion center of gravity, achieve lean combustion, and improve the engine's thermal efficiency.
[0037] However, as the core component of the active pre-chamber technology, since the pre-chamber burns at an equivalence ratio of λ≈1.0 inside, the thermal load is very high. Subject to thermal radiation and heat transfer, it is easy to cause the head temperature of the fuel injector for the pre-chamber, which injects fuel into the pre-chamber, to be too high, resulting in overheating ablation and blockage problems of the fuel injector for the pre-chamber, affecting the service life and reliability of the fuel injector for the pre-chamber.
[0038] Based on this, the present application proposes an engine 100. In the cylinder head 1 of this engine 100, an intake passage 13 and an exhaust passage 14 communicating with the mounting hole 12 are provided. Among them, the intake passage 13 communicates with the cold air delivery system 3, and the exhaust passage 14 communicates with the outside of the cylinder head 1. In this way, when the cold air delivery system 3 delivers cold air to the intake passage 13, the cold air sequentially enters the intake passage 13 and the mounting hole 12, thereby cooling the fuel injector 2 for the pre-chamber, and the gas after exchanging heat with the fuel injector 2 for the pre-chamber can be discharged in time from the exhaust passage 14, realizing the enhanced cooling of the fuel injector 2 for the pre-chamber, which is beneficial to solving problems such as overheating ablation and blockage of the fuel injector 2 for the pre-chamber, thereby improving the service life and reliability of the fuel injector 2 for the pre-chamber.
[0039] The following describes the engine 100 and the vehicle according to the embodiments of the present invention with reference to the drawings.
[0040] As Figures 1 - 4 shown, the engine 100 according to the first aspect embodiment of the present invention includes: a cylinder head 1, a fuel injector 2 for the pre-chamber, and a cold air delivery system 3.
[0041] Among them, a pre-chamber 11 is provided in the cylinder head 1. The number of pre-chambers 11 is set according to actual needs. For example, for the cylinder head 1 of a 4-cylinder engine, four pre-chambers 11 are provided in the cylinder head 1. Each pre-chamber 11 corresponds to a main combustion chamber. And each pre-chamber 11 of the cylinder head 1 has a mounting hole 12 communicating with the pre-chamber 11. The pre-chamber injector 2 is fixedly arranged in the mounting hole 12. Thus, when the engine 100 operates, the pre-chamber injector 2 first injects a small amount of fuel into the pre-chamber 11. When the air-fuel mixture in the pre-chamber 11 reaches λ≈1.0, the spark plug inside the pre-chamber 11 starts to ignite to promote the combustion of the pre-chamber 11. The high-temperature gas in the pre-chamber 11 sprays into the main combustion chamber from the spray hole below the pre-chamber 11 in the form of a flame jet, which is beneficial to accelerating the combustion speed and improving the thermal efficiency of the engine 100.
[0042] In some examples of the present utility model, the outer peripheral wall of the pre-chamber injector 2 and the inner peripheral wall of the mounting hole 12 are in clearance fit. That is to say, when the pre-chamber injector 2 and the mounting hole 12 are assembled, it is ensured that there is a certain clearance between the outer peripheral wall of the pre-chamber injector 2 and the inner peripheral wall of the mounting hole 12. Further, a seal is provided between the end of the pre-chamber injector 2 close to the pre-chamber 11 and the mounting hole 12. For example, the seal can be configured as an O-ring. The O-ring is sleeved on the pre-chamber injector 2 and is located at the end close to the pre-chamber 11. The O-ring is used to seal the clearance between the outer peripheral wall of the pre-chamber injector 2 and the inner peripheral wall of the mounting hole 12.
[0043] In some examples of the present utility model, the cylinder head 1 further has an intake passage 13 and an exhaust passage 14. The intake passage 13 is communicated with the exhaust passage 14 through the mounting hole 12. That is to say, the intake passage 13, the mounting hole 12 and the exhaust passage 14 are communicated in sequence. Further, the intake passage 13 is also adapted to be communicated with the cold air delivery system 3 so that the cold air delivery system 3 delivers cold air to the mounting hole 12 through the intake passage 13. The exhaust passage 14 is communicated with the outside of the cylinder head 1. Among them, the exhaust passage 14 can be directly communicated with the outside of the cylinder head 1, or can be communicated with the outside of the cylinder head 1 through other existing pipelines such as the mounting hole 12. Thus, when the cold air delivery system 3 delivers cold air to the mounting hole 12 through the intake passage 13, the cold air flows between the outer peripheral wall of the pre-chamber injector 2 and the inner peripheral wall of the mounting hole 12, thereby realizing the heat exchange between the cold air and the pre-chamber injector 2, that is, directly cooling the pre-chamber injector 2. And the cold air after heat exchange can be discharged from the exhaust passage 14 to the outside of the cylinder head 1, thus completing the entire heat exchange process, realizing the enhanced cooling of the pre-chamber injector 2, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector 2, thereby improving the service life and reliability of the pre-chamber injector 2.
[0044] According to the engine 100 of the embodiment of the present utility model, an intake passage 13 and an exhaust passage 14 communicating with the mounting hole 12 are provided in the cylinder head 1. Among them, the intake passage 13 communicates with the cold air delivery system 3, and the exhaust passage 14 communicates with the outside of the cylinder head 1. Thus, when the cold air delivery system 3 delivers cold air to the intake passage 13, the cold air sequentially enters the intake passage 13 and the mounting hole 12, thereby cooling the pre-chamber injector 2, and the gas after exchanging heat with the pre-chamber injector 2 can be discharged from the exhaust passage 14 in time, realizing the enhanced cooling of the pre-chamber injector 2, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector 2, thereby improving the service life and reliability of the pre-chamber injector 2.
[0045] In some examples of the present utility model, as Figure 1 and Figure 2 shown, the mounting hole 12 has a mounting plane 121. The mounting hole 12 is separated into a first sub-mounting hole 122 and a second sub-mounting hole 123 by the mounting plane 121. The pre-chamber injector 2 includes a connected injection rod 21 and a solenoid valve 22. The injection rod 21 is inserted into the first sub-mounting hole 122, and the outer peripheral wall of the injection rod 21 is in clearance fit with the inner peripheral wall of the first sub-mounting hole 122. At least part of the solenoid valve 22 is inserted into the second sub-mounting hole 123 and is in abutting assembly with the mounting plane 121. The outer peripheral wall of the solenoid valve 22 is in clearance fit with the inner peripheral wall of the second sub-mounting hole 123. The intake passage 13 and the exhaust passage 14 both communicate the first sub-mounting hole 122 and the second sub-mounting hole 123.
[0046] Specifically, as Figure 2As shown, the pre-chamber injector 2 includes an injection rod 21 and a solenoid valve 22. The injection rod 21 is connected to the solenoid valve 22. The injection rod 21 is inserted into the first sub-mounting hole 122, and the outer peripheral wall of the injection rod 21 is in clearance fit with the inner peripheral wall of the first sub-mounting hole 122. It can be understood that a seal is provided between the end of the injection rod 21 close to the pre-chamber 11 and the first sub-mounting hole 122. Further, at least part of the solenoid valve 22 is inserted into the second sub-mounting hole 123 and abuts and is assembled with the mounting plane 121. That is to say, part of the solenoid valve 22 can be inserted into the second sub-mounting hole 123, or the solenoid valve 22 can be completely inserted into the second sub-mounting hole 123, and the solenoid valve 22 also abuts and is assembled with the mounting plane 121, so as to realize the overall positioning of the pre-chamber injector 2, and the outer peripheral wall of the solenoid valve 22 is in clearance fit with the inner peripheral wall of the second sub-mounting hole 123. It should be noted that there is a clearance fit between the injection rod 21 and the first sub-mounting hole 122, and the clearance is about 1 mm. Therefore, the injection rod 21 cannot conduct heat transfer by contacting the cylinder head 1. Moreover, due to the existence of the seal at the lower end of the injection rod 21 and the mounting plane 121 at the upper end, the air inside the clearance is closed and cannot conduct heat exchange with the outside air. Therefore, an air-gap adiabatic layer is formed, which further hinders the heat dissipation of the injection rod 21.
[0047] Based on this, in the present application, the intake passage 13 and the exhaust passage 14 are both communicated with the first sub-mounting hole 122 and the second sub-mounting hole 123. With such a setting, the first sub-mounting hole 122 and the second sub-mounting hole 123 are communicated through the intake passage 13 and the exhaust passage 14, that is, the first sub-mounting hole 122 and the second sub-mounting hole 123 are mutually communicated. When the cold air delivery system 3 delivers cold air to the intake passage 13, the cold air will flow along the clearance between the injection rod 21 and the first sub-mounting hole 122 and along the clearance between the solenoid valve 22 and the second sub-mounting hole 123, so as to realize the cooling of the injection rod 21 and the solenoid valve 22. It can be understood that as the temperature in the mounting hole 12 increases, the coil resistance of the solenoid valve 22 will increase significantly. Excessive working temperature will affect the opening speed and opening duration of the solenoid valve 22, thus resulting in changes in the fuel injection volume. Cooling the solenoid valve 22 is beneficial to improving the stability of its fuel injection; at the same time, since the head of the injection rod 21 is exposed inside the pre-chamber 11 and is heated by the fire, the thermal load is very high and it needs to be intensively cooled. Cooling the injection rod 21 is beneficial to reducing the risk of overheating and ablation and the risk of carbon deposition and blockage at the head of the injection rod 21.
[0048] In some examples of the present utility model, such as Figures 1 - 3As shown, the intake passage 13 and the exhaust passage 14 are both arranged in parallel with the mounting hole 12. That is to say, the intake passage 13 and the exhaust passage 14 are both parallel to the first sub-mounting hole 122 and the second sub-mounting hole 123. The intake passage 13 and the exhaust passage 14 are both drilled along the central axis direction of the mounting hole 12. Such a setting facilitates the processing of the intake passage 13 and the exhaust passage 14 and is conducive to reducing the processing cost.
[0049] In some examples of the present utility model, such as Figures 1 - 3 As shown, the intake passage 13 and the exhaust passage 14 are arranged opposite to each other and spaced apart. That is to say, the intake passage 13 and the exhaust passage 14 are respectively arranged on both sides of the mounting hole 12. The intake passage 13 and the exhaust passage 14 are arranged opposite to each other at 180° and spaced apart. Such a setting allows cold air to enter from one side of the mounting hole 12 and the heated gas to be discharged from the other side, which is conducive to improving the heat exchange efficiency.
[0050] In some examples of the present utility model, such as Figure 3 As shown, the cross-section of the intake passage 13 is configured as a U-shaped structure. Specifically, the cross-section of the intake passage 13 can be configured as a U-shaped structure, that is, the intake passage 13 is configured as a U-shaped hole. The cross-sectional width of the U-shaped hole can be about 5-8 mm, and the depth is about 5-8 mm. The length of the U-shaped hole extends from the outside of the mounting hole 12 to below the mounting plane 121 to directly introduce cold air into the area of the fuel injection rod 21. Further, an exhaust passage 14 is provided on the 180° corresponding side of the U-shaped hole. The exhaust passage 14 communicates with the first sub-mounting hole 122 and the second sub-mounting hole 123. The width of the exhaust passage 14 is about 2-3 mm, and the depth is about 1-3 mm. The exhaust passage 14 serves as the outlet for the internal air. The heated gas is discharged to the outside of the engine 100 from the exhaust passage 14 and the second sub-mounting hole 123 in sequence. In this way, the original cylinder head 1 structure is utilized for exhaust, avoiding the need for re-opening process holes, which is conducive to cost savings.
[0051] In some examples of the present utility model, such as Figure 1 and Figure 4 As shown, the cold air delivery system 3 includes: a cold air source and a gas pipeline 31. The gas pipeline 31 is connected between the intake passage 13 and the cold air source.
[0052] Specifically, the cold air source is used to generate cold air. The cold air source includes but is not limited to a small air conditioner, etc. The cold air source is connected to one end of the gas pipeline 31, and the other end of the gas pipeline 31 is connected to the intake passage 13. In this way, the cold air generated by the cold air source can be directly delivered to the intake passage 13 through the gas pipeline 31, and then the cold air is delivered to the gap between the pre-chamber injector 2 and the mounting hole 12 through the intake passage 13, thereby realizing the forced cooling of the pre-chamber injector 2. The cooling method is simple, reliable and easy to implement.
[0053] In some examples of the present utility model, such as Figure 1 and Figure 4 shown, the gas transmission pipeline 31 includes a first pipeline 311, a second pipeline 312 and a vortex tube 313. The first pipeline 311 is inserted into the intake passage 13, the second pipeline 312 is communicated with the cold air source, and the vortex tube 313 is communicated between the first pipeline 311 and the second pipeline 312.
[0054] Specifically, the first pipeline 311, the vortex tube 313 and the second pipeline 312 are communicated in sequence. Among them, the first pipeline 311 is inserted into the intake passage 13, the second pipeline 312 is communicated with the cold air source, and the cold air source is a high-pressure air source. The cold air source introduces compressed air of about 2-6 bar into the vortex tube 313 through the second pipeline 312, and uses the refrigeration function of the vortex tube 313 to further reduce the cold quantity of the cold air, and conveys the cold air to the intake passage 13 through the first pipeline 311, so as to realize the forced cooling of the pre-chamber injector 2. It should be noted that the material of the first pipeline 311 is a rubber tube with a certain flexibility. After being inserted into the intake passage 13, it can deform with the shape of the intake passage 13 and support inside the intake passage 13 to ensure that the first pipeline 311 will not be disengaged under the pressure of the cold air.
[0055] In some examples of the present utility model, the vortex tube 313 is at least one. That is to say, the number of the vortex tubes 313 can be 1 or multiple. Specifically, according to the different numbers of pre-chamber injectors 2 that need to be cooled on the cylinder head 1, different numbers of vortex tubes 313 and different numbers of first pipelines 311 can be respectively set. For example, for the cylinder head 1 of a 4-cylinder engine, 4 sets of vortex tubes 313 and first pipelines 311 can be installed to independently cool 4 pre-chamber injectors 2, or 1 set of vortex tubes 313 can be installed, and the first pipeline 311 with a 1-to-4 split is respectively connected to the intake passages 13 of each cylinder. In this way, it is beneficial to improve the cooling consistency of the engine 100.
[0056] In some examples of the present utility model, such as Figure 1 and Figure 4 shown, the first pipeline 311 has an air outlet 3111, and the cross-sectional structure of the air outlet 3111 is a wedge-shaped cross-section. Specifically, the insertion depth of the first pipeline 311 extends below the installation plane 121, and the outlet of the first pipeline 311 adopts a wedge-shaped cross-section structure. With such a setting, the cold air is led out to the gap between the first sub-installation hole 122 and the fuel injection rod 21, and then folded back and led out from the air outlet passage 14 on the other side, and flows through the gap between the solenoid valve 22 and the second sub-installation hole 123 and is discharged. During the above flow process, the cold air can cool the fuel injection rod 21 and the solenoid valve 22, so as to generally reduce the working temperature of the pre-chamber injector 2.
[0057] The vehicle according to the first aspect embodiment of the present utility model includes the engine 100 in the first aspect embodiment.
[0058] For the vehicle according to the embodiment of the present utility model, by providing the above-mentioned engine 100, the engine 100 is provided with an intake passage 13 and an exhaust passage 14 communicating with the mounting hole 12 in the cylinder head 1. Among them, the intake passage 13 communicates with the cold air delivery system 3, and the exhaust passage 14 communicates with the outside of the cylinder head 1. Thus, when the cold air delivery system 3 delivers cold air to the intake passage 13, the cold air sequentially enters the intake passage 13 and the mounting hole 12, thereby cooling the pre-chamber injector 2, and the gas after exchanging heat with the pre-chamber injector 2 can be discharged from the exhaust passage 14 in time, realizing the enhanced cooling of the pre-chamber injector 2, which is beneficial to solving problems such as overheating ablation and blockage of the pre-chamber injector 2, thereby improving the service life and reliability of the pre-chamber injector 2.
[0059] It should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection" and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.
[0060] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples" or "some examples", etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.
[0061] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirits of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.
Claims
1. An engine, characterized in that: include: cylinder heads, pre-chamber injectors and cold air delivery systems; A pre-combustion chamber is provided in the cylinder head, the cylinder head has a mounting hole connected to the pre-combustion chamber, the pre-combustion chamber injector is fixed in the mounting hole, the outer peripheral wall of the pre-combustion chamber injector is gap-matched with the inner peripheral wall of the mounting hole, and a sealing member is provided between one end of the pre-combustion chamber injector close to the pre-combustion chamber and the mounting hole; The cylinder head also has an air intake channel and an air outlet channel. The air intake channel is connected to the air outlet channel through the mounting hole, and the air intake channel is also suitable for connecting to the cold air delivery system so that the cold air delivery system delivers cold air to the mounting hole through the air intake channel. The air outlet channel is connected to the outside of the cylinder head.
2. The engine according to claim 1, characterized in that The mounting hole has a mounting plane, and the mounting hole is divided into a first sub-mounting hole and a second sub-mounting hole by the mounting plane. The pre-combustion chamber injector includes a connected injection rod and a solenoid valve, the injection rod is inserted in the first sub-mounting hole, and the outer peripheral wall of the injection rod is in clearance with the inner peripheral wall of the first sub-mounting hole. At least part of the solenoid valve is inserted in the second sub-mounting hole and abuts against the mounting plane, and the outer peripheral wall of the solenoid valve is in clearance with the inner peripheral wall of the second sub-mounting hole. The air inlet channel and the air outlet channel are both connected to the first sub-mounting hole and the second sub-mounting hole.
3. The engine according to claim 2, characterized in that The air inlet channel and the air outlet channel are both arranged parallel to the mounting hole.
4. The engine according to claim 3, characterized in that The air inlet channel is arranged opposite to and spaced from the air outlet channel.
5. The engine according to claim 3, characterized in that The cross section of the air intake passage is configured as a U-shaped structure.
6. The engine according to any one of claims 1 to 5, characterized in that: The cold air delivery system comprises: a cold air source and an air delivery pipeline, wherein the air delivery pipeline is connected between the air inlet channel and the cold air source.
7. The engine according to claim 6, characterized in that The gas delivery pipeline includes a first pipeline, a second pipeline and a vortex tube, the first pipeline is inserted in the air intake channel, the second pipeline is connected to the cold air source, and the vortex tube is connected between the first pipeline and the second pipeline.
8. The engine according to claim 7, characterized in that The number of the vortex tube is at least one.
9. The engine according to claim 7, characterized in that The first pipeline has an air outlet, and a cross section of the air outlet is configured as a wedge-shaped cross section.
10. A vehicle, characterized in that: Comprising an engine according to any one of claims 1-9.