Active pre-combustion chamber, ignition mechanism and engine

Abstract

The utility model provides an active pre-combustion chamber, an ignition mechanism and an engine, and belongs to the technical field of vehicle structures.According to the active pre-combustion chamber, a pre-combustion chamber cavity is formed in a cylinder cover, and meanwhile a spark plug, an oil sprayer and a pre-combustion chamber shell are all installed on the cylinder cover; compared with an original mode that a spark plug and an oil injector are directly installed on the pre-combustion chamber, the mode that the spark plug and the oil injector are installed on the air cylinder cover can effectively disperse heat through the air cylinder cover, the heat dissipation effect of a cavity area of the pre-combustion chamber is improved, and the problem that heat transfer loss of an engine is aggravated due to continuous high temperature of the cavity of the pre-combustion chamber is solved. Meanwhile, the risk that a spraying hole of the oil sprayer is blocked is reduced, and the active pre-combustion chamber can effectively improve the combustion condition of mixed gas in the pre-combustion chamber; the flow field and mixed gas distribution in the cavity of the pre-combustion chamber are adjusted by limiting the emergent included angle alpha and the rotating included angle beta of the injection holes, the combustion condition in the cavity of the pre-combustion chamber is improved, and the heat efficiency of an engine is improved.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle structure technology, and more specifically, it relates to an active pre-combustion chamber, an ignition mechanism, and an engine. Background Technology

[0002] An active pre-combustion chamber is an ignition mechanism applied to internal combustion engines, especially gasoline engines, that is an innovative ignition and combustion technology. It can effectively ignite and control the combustion process of lean air-fuel mixtures, aiming to effectively expand the dilution of stable-point combustion, reduce knocking tendency and cooling loss, and thus improve engine thermal efficiency.

[0003] The aforementioned ignition mechanism mainly consists of a low-flow fuel injector, a spark plug, and a pre-combustion chamber. Its working principle is as follows: during the compression stroke, a small amount of fuel is injected into the pre-combustion chamber using a low-flow fuel injector, forming a flammable mixture of suitable concentration inside the pre-combustion chamber. This mixture is then ignited using a conventional spark plug. After combustion, the mixture in the pre-combustion chamber is injected into the main combustion chamber through the injection orifice, forming multiple jet flames that ignite the mixture in the main combustion chamber. This achieves stable combustion under high dilution conditions, thereby improving the engine's thermal efficiency.

[0004] Because the active pre-combustion chamber contains a richer air-fuel mixture, it maintains a continuous high-temperature environment, which can easily increase the thermal load on the fuel injectors. This can lead to gasoline coking inside the injectors and easy blockage of the injector nozzles, making it impossible to ensure efficient and stable engine operation. At the same time, the high temperature inside the pre-combustion chamber can also exacerbate heat transfer losses and reduce thermal efficiency. Utility Model Content

[0005] The purpose of this invention is to provide an active pre-combustion chamber, an ignition mechanism, and an engine, which can reduce the temperature inside the pre-combustion chamber and improve the heat dissipation effect during fuel injection, thereby facilitating the improvement of engine thermal efficiency.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows: an active pre-combustion chamber is provided, including a cylinder head and a pre-combustion chamber shell. The cylinder head is provided with a pre-combustion chamber cavity, a spark plug mounting hole and an injector mounting hole. The spark plug mounting hole and the injector mounting hole are both located at the end of the pre-combustion chamber cavity away from the main combustion chamber. The pre-combustion chamber shell is connected to the cylinder head and communicates with the pre-combustion chamber cavity. The pre-combustion chamber shell is provided with injection holes for injecting flames into the main combustion chamber.

[0007] In one possible implementation, the spark plug mounting hole and the fuel injector mounting hole are respectively located on both sides of the central axis of the pre-combustion chamber cavity, and the pre-combustion chamber shell is coaxially arranged with the pre-combustion chamber cavity.

[0008] In one possible implementation, a number of injection holes are spaced apart circumferentially along the pre-combustion chamber shell, with equal spacing between adjacent injection holes, and an exit angle α between the main axis of the injection hole and the main axis of the pre-combustion chamber shell, where 55°≤α≤70°.

[0009] In some embodiments, the injection hole extends obliquely from the outer end to the inner end towards the side away from the central axis of the pre-combustion chamber housing. The projection line of the main axis of the injection hole along the axial direction of the pre-combustion chamber housing is defined as L1, and the radial line of the pre-combustion chamber housing passing through the outer end axis of the injection hole is defined as L2. L1 and L2 have a rotation angle β, 18°≤β≤23°.

[0010] In some embodiments, the sum of the total areas of the injection orifice cross-sections is defined as Amm. 2 The volume of the pre-combustion chamber is defined as Vml, where 0.04≤A / V≤0.07.

[0011] In one possible implementation, the front end of the pre-combustion chamber shell has an ejector head, and an arc-shaped transition section is provided between the front end face of the ejector head and the outer peripheral wall, with the injection hole passing through the arc-shaped transition section.

[0012] In one possible implementation, the outer peripheral wall of the pre-combustion chamber housing is provided with external threads, and the cylinder head is provided with a threaded hole located at the front end of the pre-combustion chamber cavity, with the pre-combustion chamber housing threadedly connected to the threaded hole.

[0013] In one possible implementation, a cooling water jacket is provided on the cylinder head, and the cooling water jacket is located on the outer periphery of the pre-combustion chamber.

[0014] Compared with the prior art, the active pre-combustion chamber provided in this application embodiment has its pre-combustion chamber cavity disposed on the cylinder head. Simultaneously, the spark plug, fuel injector, and pre-combustion chamber housing are all mounted on the cylinder head and communicate with the pre-combustion chamber cavity. Compared to the original method of directly mounting the spark plug and fuel injector on the pre-combustion chamber, the method of mounting them on the cylinder head can effectively disperse heat through the cylinder head, improving the heat dissipation effect of the pre-combustion chamber cavity area. This avoids the problem of continuously high temperatures in the pre-combustion chamber cavity leading to increased engine heat transfer loss, while also reducing the risk of fuel injector nozzle blockage. The aforementioned active pre-combustion chamber can effectively improve the combustion condition of the air-fuel mixture inside the pre-combustion chamber, reduce heat transfer loss in the pre-combustion chamber, and improve engine thermal efficiency.

[0015] Meanwhile, by limiting the ejection angle α and rotation angle β of the injection orifice, the flow field and mixture distribution in the pre-combustion chamber are adjusted, which improves the combustion conditions in the pre-combustion chamber, reduces the heat transfer loss in the pre-combustion chamber, and improves the engine thermal efficiency.

[0016] Based on this, by optimizing the two structural parameters of the total area of ​​the pre-combustion chamber cavity and the injection orifice cross-section, the ratio of the two is made to be in the optimal range of 0.04-0.07. This effectively improves the combustion of the air-fuel mixture inside the pre-combustion chamber cavity, reduces the amount of fuel injected by the injector, and expands the dilution degree of the air-fuel mixture inside the pre-combustion chamber cavity. This, in turn, reduces the ambient temperature inside the pre-combustion chamber cavity, improves the working environment temperature of the injector, and ultimately improves the thermal efficiency of the engine.

[0017] This utility model also provides an ignition mechanism, including an active pre-combustion chamber. This ignition mechanism improves the heat dissipation effect of the pre-combustion chamber cavity area by installing the spark plug, injector and pre-combustion chamber housing on the cylinder head, avoiding the problem of increased engine heat loss due to continuous high temperature in the pre-combustion chamber cavity, while reducing the risk of injector nozzle blockage, reducing heat loss in the pre-combustion chamber and improving engine thermal efficiency.

[0018] This utility model also provides an engine, including an ignition mechanism. By using the ignition mechanism, the engine's thermal efficiency can be effectively improved, its energy loss reduced, and thus its operating costs lowered. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of the active pre-combustion chamber provided in an embodiment of this utility model;

[0021] Figure 2 This is an embodiment of the present utility model. Figure 1 A partially enlarged structural diagram of section I;

[0022] Figure 3 This is a schematic diagram of the main structure of the pre-combustion chamber shell provided in an embodiment of the present utility model;

[0023] Figure 4 This is an embodiment of the present utility model. Figure 3 A bottom view of the pre-combustion chamber shell;

[0024] Figure 5 This is an embodiment of the present utility model. Figure 3 A schematic diagram of the front cross-sectional structure of the pre-combustion chamber shell.

[0025] The following are the labeling elements in the figure:

[0026] 1. Cylinder head; 11. Pre-combustion chamber cavity; 2. Pre-combustion chamber shell; 21. Injector head; 22. Arc-shaped transition section; 23. External thread; 3. Spark plug; 31. Spark plug mounting hole; 4. Injector; 41. Injector mounting hole; 5. Injection hole. Detailed Implementation

[0027] To make the technical problem to be solved, the technical solution, and the beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0028] In the claims, description, and accompanying drawings of this utility model, the terms "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "clockwise," "counterclockwise," "high," and "low," etc., used to indicate orientation or positional relationships, are based on the orientation and positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific protection scope of this utility model.

[0029] Please refer to the following: Figures 1 to 5 The active pre-combustion chamber, ignition mechanism, and engine provided by this utility model will now be described. The active pre-combustion chamber includes a cylinder head 1 and a pre-combustion chamber housing 2. The cylinder head 1 is provided with a pre-combustion chamber cavity 11, a spark plug mounting hole 31, and an injector mounting hole 41. The spark plug mounting hole 31 and the injector mounting hole 41 are both located at the end of the pre-combustion chamber cavity 11 away from the main combustion chamber. The pre-combustion chamber housing 2 is connected to the cylinder head 1 and communicates with the pre-combustion chamber cavity 11. The pre-combustion chamber housing 2 is provided with injection holes 5 for injecting flames into the main combustion chamber.

[0030] Compared with the prior art, the active pre-combustion chamber provided in this embodiment has a pre-combustion chamber cavity 11 disposed on the cylinder head 1. At the same time, the spark plug 3, the fuel injector 4, and the pre-combustion chamber shell 2 are all installed on the cylinder head 1 and communicate with the pre-combustion chamber cavity 11. Compared with the original method of directly installing the spark plug 3 and the fuel injector 4 on the pre-combustion chamber, the method of installing them on the cylinder head 1 can effectively disperse heat through the cylinder head 1, improve the heat dissipation effect of the pre-combustion chamber cavity 11 area, avoid the problem of the pre-combustion chamber cavity 11 continuously being at high temperature leading to increased heat transfer loss in the engine, and reduce the risk of fuel injector 4 nozzle blockage. The above-mentioned active pre-combustion chamber can effectively improve the combustion condition of the air-fuel mixture inside the pre-combustion chamber, reduce the heat transfer loss of the pre-combustion chamber, and improve the engine thermal efficiency.

[0031] In this embodiment, the spark plug mounting hole 31 is used to install the spark plug 3, and the injector mounting hole 41 is used to install the injector 4. Compared with the original method of installing the spark plug 3 and the injector 4 on the pre-combustion chamber and then pressing the pre-combustion chamber onto the cylinder head, the pre-combustion chamber cavity 11 is directly set on the cylinder head 1, and the spark plug 3, the injector 4 and the pre-combustion chamber shell 2 are installed on the outer periphery of the pre-combustion chamber cavity 11. The heat of the spark plug 3 and the injector 4 can be effectively diffused outward with the help of the cylinder head 1, avoiding the problem of increased heat loss of the engine due to the continuous high temperature of the pre-combustion chamber cavity 11, and at the same time avoiding the problem of the injector 4 becoming too hot and causing the injection hole 5 to become blocked.

[0032] In some possible implementations, the above-mentioned features of the spark plug 3 and injector 4 are adopted as follows: Figures 1 to 2 The structure shown. See also Figures 1 to 2 Spark plug mounting hole 31 and injector mounting hole 41 are respectively located on both sides of the central axis of the pre-combustion chamber cavity 11, and the pre-combustion chamber shell 2 is coaxially arranged with the pre-combustion chamber cavity 11.

[0033] In this embodiment, the spark plug 3 and the fuel injector 4 are located on both sides of the central axis of the pre-combustion chamber 11, and at the end away from the main combustion chamber. The symmetrical arrangement of the spark plug 3 and the fuel injector 4 facilitates their synchronous action on the pre-combustion chamber 11, so that the mixture can be fully mixed and burned in the pre-combustion chamber 11.

[0034] In some possible implementations, the aforementioned feature injection hole 5 adopts, for example... Figures 3 to 5 The structure shown. See also Figures 3 to 5 The injection holes 5 are arranged in a number of intervals along the circumference of the pre-combustion chamber shell 2. The distance between two adjacent injection holes 5 is equal. The main axis of the injection hole 5 and the main axis of the pre-combustion chamber shell 2 have an exit angle α, 55°≤α≤70°.

[0035] In this embodiment, multiple injection holes 5 are set to achieve uniform distribution around the pre-combustion chamber shell 2, which facilitates increasing the number of jet flames, making the distance between two adjacent jet flames smaller, and accelerating combustion.

[0036] Based on this, the ejection angle α formed between the injection orifice 5 and the main shaft of the pre-combustion chamber housing 2 directly affects the position of the jet flame. By setting the ejection angle α within the range of 55°-70°, the position of the jet flame meets the ignition requirements of the main combustion chamber. The selection of the above parameter range should avoid the ejection angle α being too large, which would cause interference between the jet flame of the pre-combustion chamber cavity 11 and the cylinder head combustion chamber. At the same time, it should also avoid the ejection angle α being too small, which would cause the jet flame of the pre-combustion chamber cavity 11 to contact the piston combustion chamber too early, thus shortening the propagation distance of the jet flame.

[0037] In some embodiments, the aforementioned feature injection hole 5 can be adopted as follows: Figures 3 to 5The structure shown. See also Figures 3 to 5 The injection hole 5 extends obliquely from the outer end to the inner end towards the side away from the central axis of the pre-combustion chamber shell 2. The projection line of the main axis of the injection hole 5 along the axial direction of the pre-combustion chamber shell 2 is defined as L1, and the radial line of the pre-combustion chamber shell 2 passing through the outer end axis of the injection hole 5 is defined as L2. L1 and L2 have a rotation angle β, 18°≤β≤23°.

[0038] In this embodiment, in addition to limiting the ejection angle α of the injection hole 5, the rotation angle range of the injection hole 5 is also set. The end of the injection hole 5 closest to the central axis of the pre-combustion chamber housing 2 is defined as the inner end, and the end of the injection hole 5 furthest from the central axis of the pre-combustion chamber housing 2 is defined as the outer end. The main axis of the injection hole 5 forms a projection line along the axial direction of the pre-combustion chamber housing 2, namely L1. The intersection of the main axis of the injection hole 5 and the outer end face of the injection hole 5 is connected to the central axis of the pre-combustion chamber housing 2, forming a radial line of the pre-combustion chamber housing 2, namely L2. The rotation angle β formed by L1 and L2 should satisfy a certain range.

[0039] The rotation angle β primarily affects the flow field and mixture distribution within the pre-combustion chamber 11. When the injection orifice 5 is within the rotation angle β range of 18°-23°, the mixture from the main combustion chamber enters the pre-combustion chamber 11 in the form of a vortex, improving the flow field and mixture distribution within the pre-combustion chamber 11, thereby improving the combustion conditions within the pre-combustion chamber 11. By optimizing the matching design of the ejection angle α and the rotation angle β, the combustion conditions within the pre-combustion chamber 11 are maximized, thereby reducing the fuel injection quantity of the injector 4, expanding the dilution of the mixture inside the pre-combustion chamber 11, lowering the combustion temperature within the pre-combustion chamber 11, thus solving the problem of high-temperature coking by the injector 4, reducing heat transfer loss in the pre-combustion chamber 11, and improving engine thermal efficiency.

[0040] In some embodiments, the sum of the total areas of the cross-sections of the injection holes 5 is defined as Amm. 2 The volume of the pre-combustion chamber 11 is defined as Vml, with 0.04 ≤ A / V ≤ 0.07. By optimizing the two structural parameters, the total area of ​​the pre-combustion chamber 11 and the total cross-sectional area of ​​the injection orifice 5, the ratio between the two is made to be within the optimal range. This ensures that the ratio of the sum of the total cross-sectional areas of the injection orifice 5 to the volume of the pre-combustion chamber 11 is within the range of 0.04-0.07. This effectively improves the combustion of the air-fuel mixture inside the pre-combustion chamber 11, reduces the fuel injection quantity of the injector 4, and expands the dilution degree of the air-fuel mixture inside the pre-combustion chamber 11. Consequently, it reduces the ambient temperature inside the pre-combustion chamber 11, improves the operating ambient temperature of the injector 4, significantly reduces heat transfer loss in the pre-combustion chamber, and ultimately improves the engine's thermal efficiency.

[0041] Taking the pre-combustion chamber 11 as a cylindrical shape as an example, the structural parameters mainly include the volume of the pre-combustion chamber 11, the number of injection holes 5, the diameter of the injection holes 5, the ejection angle α and the rotation angle β of the injection holes 5. By matching the above structural parameters, the temperature inside the pre-combustion chamber 11 is reduced and the heat dissipation effect of the injector 4 is improved, forming an active pre-combustion chamber structure, solving the problem of easy clogging of the injection holes of the existing injector 4, and thus improving the thermal efficiency of the engine.

[0042] The volume of the pre-combustion chamber 11, the number of injection holes 5, and the diameter of the injection holes 5 are closely related, all affecting the combustion pressure within the pre-combustion chamber 11, and consequently the jet flame velocity and the lateral development of the jet flame surface. Since excessively high jet flame velocity or excessively high combustion pressure within the pre-combustion chamber 11 leads to increased heat transfer losses and reduced engine thermal efficiency, the three parameters of the pre-combustion chamber 11—volume, number of injection holes 5, and diameter of the injection holes 5—need to be designed in a matched manner. The total area of ​​the cross-sections of the injection holes 5 is defined as A mm. 2 The volume of the pre-combustion chamber 11 is defined as Vml, where 0.04≤A / V≤0.07.

[0043] Because a larger dimensional margin in the shape of the pre-combustion chamber 11 facilitates the generation and development of vortices after the gas mixture enters the main combustion chamber through the injection holes 5, it also results in a stronger flow field within the pre-combustion chamber 11, which improves combustion inside the chamber. Therefore, a relatively large volume of the pre-combustion chamber 11 should be used. Simultaneously, to increase the number of jet flames and their coverage area, a greater number of injection holes 5 should be used. Based on the volume of the pre-combustion chamber 11 and the A / V value within the aforementioned reasonable range, the diameter of the injection holes 5 is calculated to ultimately avoid excessive combustion pressure within the pre-combustion chamber 11, thereby reducing heat transfer losses in the pre-combustion chamber.

[0044] In some possible implementations, the pre-combustion chamber shell 2 with the above-mentioned features adopts, for example... Figures 3 to 5 The structure shown. See also Figures 3 to 5 The front end of the pre-combustion chamber shell 2 has an ejector head 21, and an arc-shaped transition section 22 is provided between the front end face of the ejector head 21 and the outer peripheral wall. The injection hole 5 is provided through the arc-shaped transition section 22.

[0045] In this embodiment, the arrangement of the ejector head 21 facilitates the layout of the injection holes 5, meets the requirements for setting the ejection angle α and rotation angle β of the injection holes 5, satisfies the position requirements of the jet flame, and improves the flow field and gas mixture distribution in the pre-combustion chamber 11. This facilitates expanding the gas mixture dilution inside the pre-combustion chamber, reducing the combustion temperature inside the pre-combustion chamber 11. While reducing heat transfer loss in the pre-combustion chamber and improving engine thermal efficiency, it also solves the problem of high-temperature coking of the injector 4, making it easier to reduce the amount of fuel injected by the injector 4.

[0046] The material of the pre-combustion chamber shell 2 is 16Mo3 with a thermal conductivity of 40-50 W / mK. This material has a moderate thermal conductivity, which allows the pre-combustion chamber cavity 11 to have good heat dissipation capacity while avoiding excessive cooling of the pre-combustion chamber due to excessively high thermal conductivity, thus avoiding an increase in heat transfer loss of the pre-combustion chamber.

[0047] In some possible implementations, the pre-combustion chamber shell 2 with the above-mentioned features adopts, for example... Figures 3 to 5 The structure shown. See also Figures 3 to 5 The outer peripheral wall of the pre-combustion chamber housing 2 is provided with external thread 23, and the cylinder head 1 is provided with a threaded hole located at the front end of the pre-combustion chamber cavity 11. The pre-combustion chamber housing 2 is threadedly connected to the threaded hole.

[0048] In this embodiment, the pre-combustion chamber housing 2 is effectively installed on the cylinder head 1 by the external thread 23 of the pre-combustion chamber housing 2 engaging with the internal thread on the cylinder head 1. The installation operation is simple and quick, the processing technology is simple, and it is easy to reduce the component processing cost.

[0049] In one possible implementation, a cooling water jacket is provided on the cylinder head 1, and the cooling water jacket is located on the outer periphery of the pre-combustion chamber 11. By providing a cooling water jacket on the cylinder head 1, cooling water can be used to cool the outer periphery of the pre-combustion chamber 11, which facilitates the reduction of the overall temperature of the outer periphery of the pre-combustion chamber 11. While reducing heat transfer loss in the pre-combustion chamber and improving engine thermal efficiency, it also solves the problem of high-temperature coking of the injector 4, which facilitates the reduction of the amount of fuel injected by the injector 4.

[0050] Example 1:

[0051] When designing the structural parameters of the pre-combustion chamber, it is necessary to consider not only the influence of the internal flow field of the pre-combustion chamber cavity 11 on the combustion of the mixture, but also the ignition effect of the jet flame on the mixture in the main combustion chamber after it is injected into the main combustion chamber through the injection hole 5.

[0052] First, based on the combustion chamber volume of 32.25 ml, the pre-combustion chamber volume was designed and matched. The volume range of the pre-combustion chamber cavity 11 was set between 1.6 ml and 2.0 ml. At this volume, the flow field and mixture distribution within the pre-combustion chamber cavity 11 are better, enabling more complete combustion and stronger ignition capability. If the volume of the pre-combustion chamber cavity 11 continues to increase, excessive mixture inside will lead to increased heat transfer loss in the pre-combustion chamber, thereby reducing thermal efficiency.

[0053] The number of injection holes 5 is designed to be 6-8. If the number of injection holes 5 continues to decrease, the number of jet flames will also decrease accordingly, and the distance between two adjacent jet flames will be larger, resulting in slower combustion. If the number of injection holes 5 increases, the number of jet flames will also increase accordingly. Since the energy in the pre-combustion chamber cavity 11 is fixed, the ignition capability of a single jet flame will be weakened, resulting in poor combustion of the air-fuel mixture at the cylinder bore edge, which in turn affects thermal efficiency. Therefore, the final designation is 6-8 injection holes 5.

[0054] Based on the defined volume of the pre-combustion chamber 11 and the number of injection holes 5, an A / V value is defined to determine the diameter of a single injection hole 5, which is the total area of ​​the injection hole 5 cross-section divided by the volume of the pre-combustion chamber 11. Here, V can be represented, in a certain sense, as the total energy of pre-combustion chamber ignition; the larger V is, the greater the total energy of pre-combustion chamber ignition. When V is fixed, A can characterize the velocity of the jet flame; the smaller A is, the faster the jet flame velocity, which can improve the combustion of the air-fuel mixture at the cylinder bore edge. However, this also makes it more difficult for energy within the pre-combustion chamber 11 to be released into the main combustion chamber, increasing heat transfer losses in the pre-combustion chamber. In summary, an A / V value range of 0.04-0.07 is considered reasonable. Within this range, the jet flame velocity is moderate, providing a better ignition effect for the air-fuel mixture at the cylinder bore edge, while also controlling heat transfer losses in the pre-combustion chamber at an optimal level, resulting in optimal pre-combustion chamber ignition capability.

[0055] Based on this, to further improve the ignition capability of the pre-combustion chamber, the angle of the jet flame, namely the exit angle α and rotation angle β of the injection orifice 5, was also matched. The exit angle α affects the position of the jet flame in the main combustion chamber space. When the exit angle α is too large, the jet flame will interfere with the cylinder head combustion chamber, thereby reducing the combustion effect; when the exit angle α is too small, the jet flame will contact the piston combustion chamber too early, resulting in a shortened jet flame distance, which in turn reduces the ignition capability of the pre-combustion chamber. Finally, it was determined that when the exit angle α is between 55° and 70°, the jet flame will be spatially located in the middle of the cylinder head combustion chamber and the piston combustion chamber, and the ignition capability of the pre-combustion chamber is optimal.

[0056] The rotation angle β affects the flow field and mixture distribution within the pre-combustion chamber 11. The mixture from the main combustion chamber enters the pre-combustion chamber through the injection hole 5. The mixture enters the pre-combustion chamber in the form of a vortex through the injection hole 5 at the rotation angle β. Designing a specific rotation angle β value can improve the flow field and mixture distribution within the pre-combustion chamber 11, thereby improving the combustion conditions within the pre-combustion chamber. Ultimately, it was determined that a rotation angle β within the range of 18°-23° achieves a better flow field and mixture distribution within the pre-combustion chamber, resulting in superior ignition capability.

[0057] Ultimately, for an engine with a single-cylinder displacement of 0.5L and a combustion chamber volume of 32.25ml, the optimal pre-combustion chamber design with ignition capability was found to be 2.0ml volume, 8 holes, A / V value = 0.057, 60° ejection angle α, and 23° rotation angle β.

[0058] Based on the same inventive concept, this application also provides an ignition mechanism, including an active pre-combustion chamber. This ignition mechanism improves the heat dissipation of the pre-combustion chamber cavity 11 area by mounting the spark plug 3, injector 4, and pre-combustion chamber housing 2 all on the cylinder head 1, avoiding the problem of increased engine heat loss due to continuous high temperatures in the pre-combustion chamber cavity 11. It also reduces the risk of injector 4 nozzle clogging, thereby reducing heat loss in the pre-combustion chamber and improving engine thermal efficiency.

[0059] Based on the same inventive concept, this application also provides an engine, including an ignition mechanism. By using the aforementioned ignition mechanism, the engine's thermal efficiency can be effectively improved, and its energy loss reduced, thereby lowering vehicle operating costs.

[0060] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An active pre-combustion chamber, characterized in that, The cylinder head (1) includes a cylinder head (1) and a pre-combustion chamber housing (2). The cylinder head (1) is provided with a pre-combustion chamber cavity (11), a spark plug mounting hole (31), and an injector mounting hole (41). The spark plug mounting hole (31) and the injector mounting hole (41) are both located at the end of the pre-combustion chamber cavity (11) away from the main combustion chamber. The pre-combustion chamber housing (2) is connected to the cylinder head (1) and communicates with the pre-combustion chamber cavity (11). The pre-combustion chamber housing (2) is provided with a jet hole (5) for injecting flame into the main combustion chamber.

2. The active pre-combustion chamber as described in claim 1, characterized in that, The spark plug mounting hole (31) and the fuel injector mounting hole (41) are respectively located on both sides of the central axis of the pre-combustion chamber cavity (11), and the pre-combustion chamber shell (2) is coaxially arranged with the pre-combustion chamber cavity (11).

3. The active pre-combustion chamber as described in claim 1, characterized in that, The injection holes (5) are provided at intervals along the circumference of the pre-combustion chamber shell (2), and the distance between two adjacent injection holes (5) is equal. The main axis of the injection hole (5) and the main axis of the pre-combustion chamber shell (2) have an ejection angle α, 55°≤α≤70°.

4. The active pre-combustion chamber as described in claim 3, characterized in that, The injection hole (5) extends obliquely from the outer end to the inner end towards the side away from the central axis of the pre-combustion chamber housing (2). The projection line of the main axis of the injection hole (5) along the axial direction of the pre-combustion chamber housing (2) is defined as L1, and the radial line of the pre-combustion chamber housing (2) passing through the outer end axis of the injection hole (5) is defined as L2. L1 and L2 have a rotation angle β, 18°≤β≤23°.

5. The active pre-combustion chamber as described in claim 3, characterized in that, Define the sum of the total areas of the cross-sections of the injection holes (5) as Amm. 2 The volume of the pre-combustion chamber (11) is defined as Vml, and 0.04≤A / V≤0.

07.

6. The active pre-combustion chamber as described in any one of claims 1-5, characterized in that, The front end of the pre-combustion chamber shell (2) has an ejector head (21), and an arc-shaped transition section (22) is provided between the front end face of the ejector head (21) and the outer peripheral wall. The injection hole (5) is provided through the arc-shaped transition section (22).

7. The active pre-combustion chamber as described in any one of claims 1-5, characterized in that, The outer peripheral wall of the pre-combustion chamber housing (2) is provided with an external thread (23), and the cylinder head (1) is provided with a threaded hole located at the front end of the pre-combustion chamber cavity (11), and the pre-combustion chamber housing (2) is threadedly connected to the threaded hole.

8. The active pre-combustion chamber as described in any one of claims 1-5, characterized in that, The cylinder head (1) is provided with a cooling water jacket, which is located on the outer periphery of the pre-combustion chamber (11).

9. An ignition mechanism, characterized in that, Includes the active pre-combustion chamber as described in any one of claims 1-8.

10. An engine, characterized in that, Includes the ignition mechanism as described in claim 9.

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