Active pre-combustion chamber supply system, engine assembly and vehicle

Abstract

The utility model provides an active pre-combustion chamber supply system, an engine assembly and a vehicle, and relates to the technical field of vehicle parts. The active pre-combustion chamber supply system comprises a plurality of storage units used for storing different fuels, each storage unit communicates with a fuel inlet of an active pre-combustion chamber, and connection and disconnection of a communicating pipeline between each storage unit and the fuel inlet are controlled through a valve. A plurality of storage units are arranged in an active pre-combustion chamber supply system, each storage unit is communicated with a fuel inlet of an active pre-combustion chamber, and meanwhile, a valve is used for performing on-off control on a communicating pipeline, so that a set of flexible supply system capable of switching fuel types is successfully constructed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle component technology, specifically to an active pre-combustion chamber supply system, an engine assembly, and a vehicle. Background Technology

[0002] With the global energy crisis and increasing environmental awareness, the search for clean energy sources to replace fossil fuels has become a research hotspot in the field of internal combustion engines. Ammonia ( As a potential carbon-neutral fuel, ammonia has broad application prospects. However, ammonia faces significant technical challenges as an internal combustion engine fuel, mainly including poor ignition performance: ammonia's minimum ignition energy is as high as 68 mJ, dozens of times that of gasoline; its auto-ignition temperature is approximately 651℃, far higher than gasoline (280-450℃); slow combustion speed: the laminar flame velocity of ammonia is only 8-10 cm / s, about 1 / 5 that of gasoline, resulting in a long combustion duration and low thermal efficiency; and poor combustion stability: misfire is prone to occur under lean-burn conditions, while in rich mixtures, a large amount of nitrogen oxides are produced. (); lower energy density: ammonia has a lower calorific value of 18.6 MJ / kg, which is only about 45% of that of gasoline, requiring a larger fuel supply.

[0003] In related technologies, active pre-combustion chamber technology is mainly used to solve the combustion problem of ammonia fuel. This technology involves actively injecting and igniting fuel in the pre-combustion chamber to generate a high-energy jet that ignites the mixture in the main combustion chamber, providing a new approach to solving the ignition and combustion problems of ammonia fuel. However, existing active pre-combustion chambers cannot guarantee optimal combustion performance in the main combustion chamber under different operating conditions, limiting the efficiency and adaptability of ammonia engines. Utility Model Content

[0004] The problem this invention addresses is the design of an active pre-combustion chamber supply system with interchangeable fuel types.

[0005] To address the aforementioned problems, this utility model provides an active pre-combustion chamber supply system, an engine assembly, and a vehicle.

[0006] In a first aspect, the present invention provides an active pre-combustion chamber supply system, comprising multiple storage units for storing different fuels, each of the storage units being connected to the fuel inlet of the active pre-combustion chamber, and the connecting pipeline between each storage unit and the fuel inlet being controlled by a valve.

[0007] Optionally, the plurality of storage units include a first storage unit and a second storage unit, wherein the first storage unit stores gasoline fuel and the second storage unit stores hydrogen fuel.

[0008] Optionally, the connecting pipeline between the first storage unit and the fuel inlet is further provided with a first high-pressure pump.

[0009] Optionally, the valve includes a control valve, and the connection between each storage unit and the fuel inlet is controlled by the control valve. The control valve is configured to selectively connect one of the storage units corresponding to the engine operating condition to the fuel inlet of the active pre-combustion chamber.

[0010] Optionally, there is one fuel inlet, the control valve is a multi-inlet, one-outlet reversing valve, different inlets of the control valve are connected to multiple storage units, and the outlet of the control valve is connected to the fuel inlet.

[0011] Optionally, the fuel inlet is provided with the first injector, and the plurality of storage units are all connected to the first injector to achieve communication with the fuel inlet;

[0012] And / or, the active pre-combustion chamber is equipped with a spark plug.

[0013] Optionally, it also includes a detection component for acquiring the flow rate and / or pressure of the fuel at the fuel inlet.

[0014] Optionally, the system also includes a controller electrically connected to both the detection component and the valve.

[0015] Secondly, this utility model provides an engine, including an engine and the aforementioned active pre-combustion chamber supply system. The engine uses ammonia as fuel and includes a cylinder block, an active pre-combustion chamber and a main combustion chamber disposed in the cylinder block. The jet outlet of the active pre-combustion chamber is connected to the main combustion chamber, and the active pre-combustion chamber is supplied with fuel by the active pre-combustion chamber supply system.

[0016] Thirdly, this utility model provides a vehicle including the aforementioned engine assembly.

[0017] The beneficial effects of the active pre-combustion chamber supply system of this utility model are:

[0018] By arranging multiple storage units within the active pre-combustion chamber supply system, and connecting each storage unit to the fuel inlet of the active pre-combustion chamber, while simultaneously using valves to control the on / off of the connecting pipelines, a flexible fuel type-switching supply system was successfully constructed to serve the active pre-combustion chamber of an ammonia engine. Specifically, through precise valve control, the system can accurately supply the most suitable fuel to the active pre-combustion chamber according to different engine operating conditions, thereby adjusting the jet intensity of the active pre-combustion chamber and optimizing the combustion efficiency of ammonia fuel in the main combustion chamber. This significantly improves the overall efficiency of the ammonia engine and its adaptability to various operating conditions. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the active pre-combustion chamber supply system in an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of the structure of the detection component of the active pre-combustion chamber supply system integrated on the control valve in an embodiment of this application.

[0021] Explanation of reference numerals in the attached drawings: 11, First storage unit; 12, Second storage unit; 2, Active pre-combustion chamber; 21, First injector; 22, Spark plug; 3, First high-pressure pump; 4, Control valve; 5, Detection assembly; 6, Controller; 7, Main combustion chamber; 70, Cylinder block; 71, Intake manifold; 72, Piston; 73, Exhaust manifold; 74, Second injector; 81, Third storage unit; 82, Second high-pressure pump. Detailed Implementation

[0022] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0023] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0024] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless explicitly stated otherwise in the context, they should be understood as "one or more". "Several" refers to one or more "one or more".

[0025] In related technologies, existing active pre-combustion chambers mostly use a single auxiliary fuel, which cannot guarantee optimal combustion performance of the main combustion chamber under different operating conditions, thus limiting the efficiency and adaptability of ammonia engines. The specific logic is explained as follows:

[0026] The injection rate of ammonia fuel in the main combustion chamber varies significantly depending on the engine's operating conditions. For example, under low-speed, low-load conditions, the ammonia fuel injection rate is relatively low; while under high-speed, high-load conditions, the injection rate increases dramatically. This necessitates that the jet intensity provided by the active pre-combustion chamber be matched to these different operating conditions—that is, a lower jet intensity is required under low-speed, low-load conditions, while a higher jet intensity is required under high-speed, high-load conditions.

[0027] However, most existing active pre-combustion chambers use only a single fuel, and their combustion rate and energy density characteristics are fixed. To change the jet intensity, the only way is to adjust the fuel injection rate of the active pre-combustion chamber. The problem is that the active pre-combustion chamber itself is small, which results in a very limited range for adjusting the fuel injection rate. Ultimately, this makes the actual adjustment effect on the jet intensity negligible, causing the jet intensity of the active pre-combustion chamber to be unable to match the ignition requirements of the main combustion chamber for ammonia fuel under different operating conditions. This ultimately leads to incomplete ignition or low combustion efficiency of ammonia fuel under some operating conditions.

[0028] like Figure 1 As shown, this utility model embodiment provides an active pre-combustion chamber supply system, which is suitable for fuel supply to the active pre-combustion chamber 2 of an ammonia fuel engine. Its core structure includes multiple storage units for storing different fuels. Each storage unit is used to connect with the fuel inlet of the active pre-combustion chamber 2, and the connection pipeline between each storage unit and the fuel inlet is controlled by a valve.

[0029] In this embodiment, by arranging multiple storage units (at least two) within the active pre-combustion chamber supply system, and connecting each storage unit to the fuel inlet of the active pre-combustion chamber 2, while simultaneously using valves to control the on / off of the connecting pipelines, a flexible fuel type-switching supply system has been successfully constructed to serve the active pre-combustion chamber 2 of the ammonia engine. Specifically, through precise control of the valves, the system can accurately supply the most suitable fuel to the active pre-combustion chamber 2 according to different engine operating conditions, thereby adjusting the jet intensity of the active pre-combustion chamber 2 and optimizing the combustion efficiency of ammonia fuel in the main combustion chamber 7. This significantly improves the overall efficiency of the ammonia engine and its adaptability to various operating conditions.

[0030] For example, when the engine is operating at low speed and low load, the system supplies the active pre-combustion chamber 2 with fuel of moderate combustion speed and energy density, such as gasoline. This fuel selection ensures reliable ignition of the active pre-combustion chamber 2 and stable combustion in the main combustion chamber 7, providing a strong guarantee for the smooth operation of the engine. When the engine enters high-speed and high-load conditions, the system switches to a fuel with fast combustion speed and high energy density, such as hydrogen, to supply the active pre-combustion chamber 2. This fuel can greatly enhance the jet energy of the active pre-combustion chamber 2, thereby improving the combustion speed and efficiency of ammonia fuel in the main combustion chamber 7, enabling the engine to maintain excellent performance even at high speeds.

[0031] Optionally, the multiple storage units include a first storage unit 11 and a second storage unit 12, wherein the first storage unit 11 stores gasoline fuel and the second storage unit 12 stores hydrogen fuel.

[0032] In this optional embodiment, the active pre-combustion chamber supply system can switch between hydrogen and gasoline fuels, precisely matching the jet intensity requirements of the active pre-combustion chamber 2 under different engine operating conditions. Gasoline fuel has the characteristics of moderate combustion speed and moderate energy density. Under low-speed and low-load engine conditions (low ammonia fuel injection rate in the main combustion chamber 7), switching to the first storage unit 11 passage through the valve can provide a lower intensity jet to the active pre-combustion chamber 2, avoiding excessive jet energy that could lead to intense local combustion in the main combustion chamber 7 or increased heat loss in the pre-combustion chamber, ensuring gentle ignition and stable combustion of ammonia fuel. On the other hand, hydrogen fuel has a fast combustion speed and high energy density. Under high-speed and high-load engine conditions (high ammonia fuel injection rate in the main combustion chamber 7), switching to the second storage unit 12 passage can significantly enhance the jet energy of the active pre-combustion chamber 2, rapidly igniting a large amount of injected ammonia fuel, improving its combustion rate and completeness, and reducing unburned ammonia emissions.

[0033] It should be noted that this active pre-combustion chamber supply system can also switch to other fuels such as natural gas, with the optimal design being as follows: Figure 1 The system shows that only two fuels, gasoline and hydrogen, can be switched.

[0034] Optionally, a first high-pressure pump 3 is also provided in the connecting pipeline between the first storage unit 11 and the fuel inlet.

[0035] In this optional embodiment, the first high-pressure pump 3 can precisely pressurize the gasoline fuel in the first storage unit 11 to a suitable pressure level for supply. Specifically, this pressure needs to be adapted to the injection pressure requirements of the first injector 21 to ensure that the gasoline fuel can be injected into the active pre-combustion chamber 2 in a stable, uniform, and efficient manner, thereby ensuring the stability and reliability of the combustion process.

[0036] It is worth mentioning that since hydrogen is usually stored in high-pressure tanks with a storage pressure of 35-70 MPa, the hydrogen supply pipeline usually needs to be connected in series with a pressure reducing valve to adjust the hydrogen pressure to match the injection pressure of the first injector 21 before it is delivered to the active pre-combustion chamber 2, without the need for a pressurizing pump.

[0037] Optionally, the valve includes a control valve 4, and the connection between each storage unit and the fuel inlet is controlled by the control valve 4. The control valve 4 is configured to selectively connect one storage unit corresponding to the engine operating condition to the fuel inlet of the active pre-combustion chamber 2.

[0038] In this optional embodiment, the connecting pipeline between multiple storage units and the fuel inlet adopts a design scheme that uses a single control valve 4. On the one hand, this can effectively save the hardware cost of the system and reduce the procurement and installation costs of valve components; on the other hand, it greatly saves the internal space of the system and avoids the layout complexity and space occupation problems caused by setting multiple independent valve components, which helps to improve the overall compactness and integration of the system.

[0039] Additionally, control valve 4 is configured to selectively connect one storage unit corresponding to the engine operating condition to the fuel inlet of the active pre-combustion chamber 2, thus adapting the jet intensity of the active pre-combustion chamber 2 to the requirements of the current engine operating condition. When only... Figure 1 When switching between gasoline and hydrogen fuels, the specific fuel switching control logic can be as follows:

[0040] Low-speed and low-load conditions (speed <1500rpm, load <30%): Control valve 4 selectively opens the fuel inlet of the first storage unit 11 and the active pre-combustion chamber 2, switching to gasoline supply mode. The gasoline supply is 5-8% (mass ratio) of the main fuel ammonia. The gasoline has good evaporation performance, which can ensure reliable ignition of the active pre-combustion chamber 2 under low load, and the cost is low.

[0041] Medium speed and medium load conditions (1500rpm≤speed<3000rpm,30%≤load<70%): Control valve 4 can alternately open the first storage unit 11 and the second storage unit 12 to switch between gasoline and hydrogen. The fuel supply is 3-6% (mass ratio) of the main fuel ammonia, which gives the engine better combustion stability and emission performance.

[0042] High-speed and high-load conditions (speed ≥3000rpm, load ≥70%): Control valve 4 selectively connects the fuel inlet of the second storage unit 12 and the active pre-combustion chamber 2, switching to hydrogen supply mode. The hydrogen supply is 2-5% (mass ratio) of the main fuel ammonia. Hydrogen has a fast combustion speed and high energy density, which can generate stronger jet energy and meet the requirements of combustion speed under high speed and high load.

[0043] Optionally, such as Figure 1 As shown, the active pre-combustion chamber has one fuel inlet, and the control valve 4 is a multi-inlet, one-outlet reversing valve. Different inlets of the control valve 4 are connected to multiple storage units, and the outlet of the control valve 4 is connected to the fuel inlet.

[0044] In this optional embodiment, the fuel inlet of the active pre-combustion chamber 2 is a single configuration. Multiple storage units are connected one-to-one with different inlets of the control valve 4, and the single outlet of the control valve 4 is sealed to the fuel inlet of the active pre-combustion chamber 2, thereby ensuring the safety and stability of the fuel delivery process. From an optimization design perspective, the optimal solution is to ensure that the number of inlets of the control valve 4 matches the number of storage units.

[0045] This design effectively reduces the complexity and space occupation of the piping by integrating the connecting pipelines between multiple storage units and the fuel inlet, further improving the overall compactness and integration of the system, enabling the system to achieve a more efficient and stable fuel supply function within a limited space.

[0046] It should be noted that, given the relatively small size of the active pre-combustion chamber 2, only one fuel inlet is typically provided. However, in practical applications, multiple fuel inlets can be provided for the active pre-combustion chamber 2 depending on specific needs. If a design with multiple fuel inlets is adopted, the corresponding control valve 4 structure needs to be adapted to ensure precise control of the introduction of one or more specific fuels at each fuel inlet. The specific adjustment scheme will not be elaborated in detail here.

[0047] Optionally, such as Figure 1 As shown, the fuel inlet is equipped with a first injector 21, and multiple storage units are connected to the first injector 21 to achieve communication with the fuel inlet.

[0048] In this optional embodiment, the first injector 21 can efficiently atomize the fuel from the storage unit and then inject it into the active pre-combustion chamber 2. This atomized fuel has a larger surface area and can mix thoroughly with air, thereby creating favorable conditions for better ignition and more complete combustion of the fuel, ensuring a more stable and efficient combustion process in the active pre-combustion chamber 2.

[0049] Optionally, such as Figure 1 As shown, the active pre-combustion chamber 2 is equipped with a spark plug 22.

[0050] In this optional embodiment, the electrode of the spark plug 22 faces the combustion chamber space of the active pre-combustion chamber 2, and is used to ignite the auxiliary fuel gasoline or hydrogen mixture in the active pre-combustion chamber 2. Additionally, its ignition control terminal is electrically connected to the engine's electronic control unit.

[0051] Optionally, such as Figure 1 As shown, the active pre-combustion chamber supply system also includes a detection component 5, which is used to obtain the flow rate and / or pressure of fuel at the fuel inlet.

[0052] In this optional embodiment, the detection component 5 is used to acquire the fuel flow rate and / or pressure at the fuel inlet. Specifically, the detection component 5 may include a pressure sensor and a flow sensor, both of which are installed upstream of the fuel inlet of the active pre-combustion chamber 2, for real-time detection of fuel pressure and flow parameters, thereby monitoring the fuel supply status of the active pre-combustion chamber 2 and providing reliable data support for the stable operation and optimization of the system.

[0053] like Figure 1 As shown, the detection component 5 is preferably installed on the connecting pipeline between the outlet of the control valve 4 and the inlet of the active pre-combustion chamber 2. Alternatively, it can be installed as follows: Figure 2 As shown, it is integrated into control valve 4, saving space.

[0054] Optionally, such as Figure 1 As shown, the active pre-combustion chamber supply system also includes a controller 6, which is electrically connected to the detection component 5 and the valves.

[0055] In this optional embodiment, the controller 6 is electrically connected to the detection component 5 and the valve, which can accurately control the on / off state of the valve, flexibly switch different fuels for supply, and ensure that the active pre-combustion chamber 2 can obtain the appropriate fuel type under different operating conditions. It can also receive the pressure and flow parameters fed back by the detection component 5 in real time, and dynamically adjust the opening of the valve to control the fuel supply rate through in-depth analysis and processing of these parameters, so that the fuel supply matches the actual combustion demand of the active pre-combustion chamber 2.

[0056] Specifically, controller 6 is electrically connected to the aforementioned control valve 4. Controller 6 controls control valve 4 according to engine operating conditions to selectively open a storage unit corresponding to the engine operating condition and the fuel inlet of the active pre-combustion chamber 2. That is, controller 6 can obtain the current engine operating condition and then control the opening state of control valve 4 accordingly, supplying fuel corresponding to the current engine operating condition to the active pre-combustion chamber 2, thereby meeting the engine's current operating condition requirements for the jet intensity of the active pre-combustion chamber 2.

[0057] like Figure 1 As shown, another embodiment of the present invention provides an engine assembly, including an engine and the above-mentioned active pre-combustion chamber supply system. The engine uses ammonia as fuel and includes a cylinder block 70, an active pre-combustion chamber 2 and a main combustion chamber 7 disposed in the cylinder block 70. The jet outlet of the active pre-combustion chamber 2 is connected to the main combustion chamber 7. The active pre-combustion chamber 2 is supplied with fuel by the active pre-combustion chamber supply system.

[0058] In this optional embodiment, the engine uses ammonia as its core fuel and solves the problems of difficult ignition and slow combustion speed of ammonia fuel through an "active pre-combustion chamber assisted ignition" design. Its working principle and technical logic are as follows: The active pre-combustion chamber supply system, as a key auxiliary unit of the engine, can inject different fuels (auxiliary fuels for engine operation) into the active pre-combustion chamber 2 according to the engine's real-time operating conditions. The auxiliary fuel ignites and burns within the active pre-combustion chamber 2, generating a high-energy jet with a specific energy intensity. This jet is directly injected into the main combustion chamber 7 through the jet outlet, igniting the ammonia-fuel mixture inside the main combustion chamber 7, ultimately driving the engine. The specific technical improvements and effects of the engine are the same as those of the active pre-combustion chamber supply system described above, and will not be repeated here.

[0059] It should be noted that the active pre-combustion chamber 2 is usually located inside the cylinder head, and is equipped with a first injector 21 and a spark plug 22. The active pre-combustion chamber 2 is connected to the main combustion chamber 7 through multiple (usually 4-6) nozzles with a diameter of 0.8-1.5mm, and is used to generate high-energy combustion jets.

[0060] Optionally, such as Figure 1 As shown, the cylinder block 70 also includes an intake manifold 71, a piston 72, an exhaust manifold 73, and a second injector 74. The intake manifold 71 and exhaust manifold 73 are both connected to the interior of the main combustion chamber 7, respectively used to introduce air into the main combustion chamber 7 and expel exhaust gases after combustion, thus achieving the engine's intake and exhaust cycle. The piston 72 is slidably mounted inside the cylinder block 70 and positioned below the main combustion chamber 7. It can reciprocate along the axis of the cylinder block 70, and is driven to perform work by the pressure of the combustion and expansion of the air-fuel mixture in the main combustion chamber 7, converting thermal energy into mechanical work. The second injector 74 is located at the fuel inlet of the main combustion chamber 7, with the injection nozzle facing the interior of the main combustion chamber 7. It is specifically used to inject a measured amount of ammonia fuel into the main combustion chamber 7 according to the engine's operating conditions, providing the core fuel source for subsequent combustion.

[0061] Optionally, such as Figure 1 As shown, the engine also includes an ammonia fuel supply system configured to stably supply ammonia fuel to the main combustion chamber 7. Specifically, the system includes a third storage unit 81 and a second high-pressure pump 82. The third storage unit 81 is a tank structure that stores ammonia fuel, adaptable to either liquid or gaseous ammonia as needed. The third storage unit 81 is connected to the fuel inlet (liquid inlet end of the second injector 74) of the main combustion chamber 7 via a pipeline, and the second high-pressure pump 82 is connected in series on this pipeline. The second high-pressure pump 82 is configured to pressurize the ammonia fuel output from the third storage unit 81 to a pressure range suitable for the injection pressure of the second injector 74, ensuring good atomization when the ammonia fuel is injected into the main combustion chamber 7 via the second injector 74. This provides a pressure basis for subsequent high-energy jet ignition in the active pre-combustion chamber 2 and for complete combustion of the ammonia fuel.

[0062] In addition, the working principle of the entire engine is as follows:

[0063] Intake stage: Air enters the main combustion chamber 7 through the intake duct 71, while the second injector 74 injects a fixed amount of ammonia according to the operating conditions, forming a uniform ammonia / air mixture in the cylinder;

[0064] Compression stage: Piston 72 moves upward to compress the air-fuel mixture. When it approaches the top dead center of the compression, the ECU (Electronic Control Unit) determines the type of auxiliary fuel according to the current operating conditions (speed, load, etc.) and controls the control valve 4 to switch to the corresponding fuel line. The first injector 21 injects a small amount of auxiliary fuel (gasoline or hydrogen) into the active pre-combustion chamber 2, which mixes with a small amount of air in the active pre-combustion chamber 2 to form a combustible mixture.

[0065] Ignition and pre-combustion stage: When piston 72 reaches top dead center of compression, spark plug 22 of active pre-combustion chamber 2 is ignited, igniting the auxiliary fuel mixture in active pre-combustion chamber 2. Combustion occurs rapidly in the pre-combustion chamber, and the pressure and temperature rise sharply (pressure can reach 100-150 bar, temperature 3000-3500 K). The high-temperature and high-pressure combustion products and flames are injected into the main combustion chamber 7 through the nozzle in the form of a high-speed jet (speed can reach 200-300 m / s).

[0066] Main combustion stage: The high-energy jet ejected from the active pre-combustion chamber 2 forms multiple ignition sources in the main combustion chamber 7, rapidly igniting the ammonia-air mixture in the main combustion chamber 7;

[0067] Exhaust stage: Combustion products (mainly) , Exhaust is carried out through exhaust duct 73, part of it. It can be further purified through a post-processing system.

[0068] Another embodiment of this utility model provides a vehicle including the aforementioned engine assembly. The technical improvements and effects of the vehicle are the same as those of the engine, and will not be repeated here.

[0069] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. An active prechamber fueling system characterized by, The system comprises a plurality of storage units for storing different fuels, each of the storage units being in communication with a fuel inlet of the active pre-chamber (2), and a communication pipeline between each of the storage units and the fuel inlet being controlled by a valve.

2. The active prechamber fueling system of claim 1, wherein, The plurality of storage units comprises a first storage unit (11) and a second storage unit (12), the first storage unit (11) storing gasoline fuel, and the second storage unit (12) storing hydrogen fuel.

3. The active prechamber fueling system of claim 1, wherein, The valve comprises a control valve (4), a communication pipeline between each of the storage units and the fuel inlet being controlled by the control valve (4), and the control valve (4) being configured to selectively connect one of the storage units corresponding to an engine operating condition to the fuel inlet of the active pre-chamber (2).

4. The active prechamber fueling system of claim 3, wherein, The fuel inlet is provided with one, and the control valve (4) is a multi-inlet one-outlet reversing valve, different inlet ports of the control valve (4) being in communication with a plurality of the storage units, and an outlet port of the control valve (4) being in communication with the fuel inlet.

5. The active prechamber fueling system of claim 2, wherein, The communication pipeline between the first storage unit (11) and the fuel inlet is further provided with a first high-pressure pump (3).

6. The active prechamber fueling system of claim 1, wherein, The fuel inlet is provided with a first injector (21), and a plurality of the storage units are in communication with the first injector (21) to realize communication with the fuel inlet. And / or, the active pre-chamber (2) is provided with a spark plug (22).

7. The active prechamber fueling system of claim 1, wherein Further comprising a detection assembly (5) for obtaining the flow rate and / or pressure of the fuel at the fuel inlet.

8. The active prechamber fueling system of claim 7, wherein, Further comprising a controller (6), the controller (6) being electrically connected with the detection assembly (5) and the valve.

9. An engine assembly characterized by, An engine assembly comprising an engine and the active pre-chamber fuel supply system according to any one of claims 1-8, the engine using ammonia as fuel, comprising a cylinder body (70), an active pre-chamber (2) and a main combustion chamber (7) provided in the cylinder body (70), a jet outlet of the active pre-chamber (2) being in communication with the main combustion chamber (7), and the active pre-chamber (2) being provided with fuel by the active pre-chamber fuel supply system.

10. A vehicle characterized by comprising: The engine assembly according to claim 9.

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