Engine ignition system, ignition method, engine, vehicle, and means of transportation

Abstract

An engine ignition system, an ignition method, an engine, a vehicle, and a means of transportation, which relate to the technical field of vehicle parts. The ignition system includes an ignition member suitable for being attached to a combustion chamber of an engine, and a heating device connected to the ignition member and used to heat the ignition member to a set temperature so that fuel sprayed into the combustion chamber is heated and burned, the set temperature being equal to or higher than the auto-ignition temperature of the fuel in the combustion chamber.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211729965.5, entitled "ENGINE IGNITION SYSTEM, IGNITION METHOD, ENGINE, VEHICLE, AND TRANSPORT," filed on December 30, 2022. The entire contents of this disclosure are incorporated herein by reference.

[0002] FIELD OF THE DISCLOSURE The present disclosure relates to the technical field of vehicle components, and more particularly to engine ignition systems, ignition methods, engines, vehicles, and transportation means. [Background technology]

[0003] In the prior art, some fuel engines are provided with a pre-combustion chamber and a spark plug. The spark plug is placed in the pre-combustion chamber, and the fuel in the pre-combustion chamber is ignited through the arc discharge of the spark plug. The fuel in the pre-combustion chamber ignites the fuel outside the pre-combustion chamber, thereby causing combustion. However, the structure of such a pre-combustion chamber is complicated, and parts and components such as the spark plug are large in size, which brings great difficulties to the structural design and installation of the pre-combustion chamber to the engine.

[0004] Therefore, it is necessary to provide a new technical solution to solve the above mentioned technical problems. Summary of the Invention [Problem to be solved by the invention]

[0005] SUMMARY OF THE DISCLOSURE An object of the present disclosure is to provide engine ignition systems, methods, engines, vehicles, and transportation means. [Means for solving the problem]

[0006] According to a first aspect of the present disclosure, there is provided an engine ignition system. The ignition system includes an ignition member and a heating device. The ignition member is adapted to be mounted in a combustion chamber of the engine. The heating device is connected to the ignition member and configured to heat the ignition member to a set temperature to heat and combust fuel to be injected into the combustion chamber. The set temperature is equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber.

[0007] Optionally, the heating device includes an electric heating module, the electric heating module being electrically connected to the ignition member.

[0008] Optionally, the ignition member includes a housing adapted to be mounted within the combustion chamber, the housing defining an ignition cavity configured to connect to a fuel injection system, the housing being provided with a through hole, and the ignition cavity configured to communicate with the combustion chamber through the through hole.

[0009] Optionally, the ignition system further comprises a thermal insulating layer disposed on an outer wall of the housing.

[0010] Optionally, at least a portion of the housing is spherical. A plurality of through holes is provided. The plurality of through holes are uniformly distributed on the housing.

[0011] Optionally, an electric heating module is in electrical communication with the housing and configured to heat the housing to a set temperature.

[0012] Optionally, the housing is made of a nickel-chromium alloy or ceramics.

[0013] Optionally, the set temperature is 300°C or higher.

[0014] Optionally, the set temperature is 400°C or higher.

[0015] Optionally, the set temperature is greater than or equal to 1.2 times the auto-ignition temperature of fuel in the combustion chamber.

[0016] Optionally, the ignition system further includes a control device configured to control the ignition member to be repeatedly heated to a set temperature at a set frequency in response to a rotational speed of the engine.

[0017] Optionally, the ratio between the set frequency and the rotational speed of the engine is 0.5 or 1.

[0018] Optionally, the control device is configured to control when the ignition member is heated to the set temperature in response to at least one of a position of a piston of the engine, a camshaft phase of the engine, and a crank angle of the engine.

[0019] Optionally, the ignition system further includes a control device configured to control the heating device to heat the ignition member to maintain the ignition member at or above a set temperature.

[0020] According to a second aspect of the present disclosure, there is provided an engine including a body and the above-described engine ignition system, the engine ignition system being disposed on the body.

[0021] According to a third aspect of the present disclosure, there is provided a vehicle comprising a movement mechanism and the engine described above, the engine being connected to the movement mechanism.

[0022] According to a fourth aspect of the present disclosure, there is provided a vehicle. The vehicle includes a vehicle body and the above-described engine. The engine is disposed on the vehicle body. According to a fifth aspect of the present disclosure, there is provided an engine ignition method. The ignition method includes: Injecting fuel into the combustion chamber; electrically heating an ignition member to a set temperature to heat and combust fuel in the combustion chamber, the ignition member being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber; Includes:

[0023] Optionally, electrically heating an ignition member to a set temperature to heat and combust fuel in the combustion chamber, the ignition member being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than an auto-ignition temperature of fuel in the combustion chamber, the electrically heating including: Controlling the ignition element so that it is repeatedly heated to a set temperature at a set frequency in response to the engine rotation speed Includes:

[0024] Optionally, the ratio between the set frequency and the rotational speed of the engine is 0.5 or 1.

[0025] Optionally, electrically heating an ignition member to a set temperature to heat and combust fuel in the combustion chamber, the ignition member being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than an auto-ignition temperature of fuel in the combustion chamber, the electrically heating including: Controlling the time at which the ignition member is heated to the set temperature in response to at least one of the position of the engine piston, the camshaft phase of the engine, and the crank angle of the engine. Includes:

[0026] Optionally, the ignition member is heated between 50° and 0° before top dead center of the compression stroke.

[0027] Optionally, the set temperature is 300°C or higher.

[0028] Optionally, the set temperature is 400°C or higher.

[0029] Optionally, the set temperature is greater than or equal to 1.2 times the auto-ignition temperature of fuel in the combustion chamber.

[0030] In this example, an ignition element installed in the combustion chamber of the engine can be heated to a set temperature under the action of a heating device. Since the set temperature is equal to or higher than the auto-ignition temperature of the fuel in the combustion chamber, the fuel in the combustion chamber is heated and spontaneously combusts. The engine ignition system has the characteristics of a simple structure and easy installation and design.

[0031] Other features and advantages of the present disclosure will become apparent from the following detailed description of illustrative embodiments thereof, which proceeds with reference to the accompanying drawings.

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the disclosure. [Brief explanation of the drawings]

[0033] [Figure 1] 1 is a partial cross-sectional view of an engine according to one embodiment of the present disclosure. [Figure 2] 1 is a cross-sectional view of an engine according to one embodiment of the present disclosure. [Figure 3] FIG. 2 is a partial cross-sectional view of an engine according to another embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0034] Various exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specified, the relative arrangement of components and steps, formulas, and numerical values ​​described in these embodiments do not limit the scope of the present disclosure.

[0035] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present disclosure and application or its uses.

[0036] Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, those techniques, methods, and devices shall be deemed to be part of this specification.

[0037] In all examples shown and discussed herein, any particular values ​​should be construed as merely exemplary and not limiting, and therefore, other examples of exemplary embodiments may have different values.

[0038] It should be noted that like reference numbers and characters represent like items in the following accompanying drawings, and therefore, once an item is defined in an accompanying drawing, that item need not be further discussed in subsequent accompanying drawings.

[0039] To describe the engine ignition system provided in the embodiments of the present disclosure in detail, a gasoline engine is used as an example below. Those skilled in the art can know that the engine ignition system provided in the embodiments of the present disclosure can also be an engine that uses other fuels, such as natural gas, methanol, ethanol, or diesel oil.

[0040] According to one embodiment of the present disclosure, there is provided an engine ignition system. As shown in Figures 1 to 3, the ignition system includes an ignition member 1 and a heating device 2.

[0041] The ignition member 1 is adapted to be mounted within a combustion chamber 102 of an engine.

[0042] The heating device 2 is connected to the ignition member 1 and configured to heat the ignition member 1 to a set temperature to heat and burn the fuel injected into the combustion chamber 102. The set temperature is equal to or higher than the auto-ignition temperature of the fuel in the combustion chamber 102.

[0043] Specifically, the ignition element 1 is configured to generate heat to ignite the surrounding fuel. The ignition element 1 is fixed within the combustion chamber 102 through bolted connections, welding, snap fittings, etc., for example, fixed to the top of the combustion chamber 102. The ignition element 1 may be made of, but is not limited to, metal, glass, ceramics, etc. The heating device 2 can heat the ignition element 1 to generate heat. For example, the heating device can heat the ignition element 1 by performing work, or can heat the ignition element 1 through electrical heating. Of course, the method by which the heating device 2 heats the ignition element 1 is not limited thereto and can be selected by those skilled in the art based on actual requirements. The set temperature refers to the actual temperature of the ignition element 1. The temperature of the ignition element 1 reaches a temperature at which the fuel burns. Therefore, the set temperature is equal to or higher than the auto-ignition temperature of the fuel.

[0044] Fuel injection typically occurs during the engine's compression stroke. The compression stroke refers to the period during which the air intake system 106 and the exhaust system 107 are turned off and the piston 104 moves from bottom dead center to top dead center. During the compression stroke, fuel is injected into the combustion chamber 102. The ignition element 1 is then heated by the heating device 2. For example, the ignition element 1 may be heated during the compression stroke or during the power stroke. During the compression stroke, the air pressure in the combustion chamber 102 gradually increases as the piston 104 moves before reaching top dead center. A higher pressure in the combustion chamber 102 means a lower autoignition temperature of the fuel. Conversely, a lower pressure means a higher autoignition temperature of the fuel. During the power stroke, the ignition element may also be heated. Those skilled in the art can select the timing for heating the ignition element 1 based on the actual situation to ensure that the fuel is burned in the combustion chamber 102.

[0045] Autoignition, as referred to in this disclosure, refers to spontaneous combustion of fuel. Conditions required for autoignition include fuel concentration, combustion aids, and temperatures reaching or exceeding the autoignition temperature. In the prior art, engines typically ignite fuel in the combustion chamber through a spark plug. Ignition, as referred to in this disclosure, refers to combustion of fuel under the action of a hot spot such as a spark or arc.

[0046] The fuel auto-ignition temperature referred to in the embodiments of the present disclosure means the auto-ignition temperature of the fuel under the current conditions in the combustion chamber 102, which is related to factors such as the pressure, temperature, air amount, and fuel amount in the combustion chamber 102, and may be calculated in real time after collecting relevant data, or may be obtained by scaling the auto-ignition temperatures under various operating conditions through a table and querying the contents of the table.

[0047] In this example, an ignition element 1 installed in a combustion chamber 102 of an engine can be heated to a set temperature under the action of a heating device 2. Since the set temperature is equal to or higher than the auto-ignition temperature of the fuel in the combustion chamber, the fuel in the combustion chamber is heated and burns naturally. The engine ignition system has the characteristics of simple structure and easy installation and design.

[0048] 3, the heating device 2 includes an electric heating module 21. The electric heating module 21 is electrically connected to the ignition member 1.

[0049] For example, as shown in Fig. 3, the heating device 2 includes a power supply 137 and a switch device. The power supply 137 and the switch device are electrically connected to the ignition member 1 to form a heating circuit. The power supply 137 is configured to supply power to the heating device 2. The switch device is configured to control the on / off of the heating circuit.

[0050] In this example, the electric heating module 21 can efficiently control parameters such as the heating timing, heating duration, and heating temperature of the ignition member, which achieves higher efficiency of the ignition device.

[0051] Furthermore, the electric heating module 21 has a simple structure, thereby simplifying the structure of the engine ignition system.

[0052] In one example, the ignition member 1 includes a housing 135 adapted to be mounted within the combustion chamber 102. The housing 135 defines an ignition cavity 139 configured to connect to a fuel injection system. The housing 135 is provided with a through hole 138. The ignition cavity 139 is configured to communicate with the combustion chamber 102 through the through hole 138.

[0053] In the prior art, in the case of engines including a pre-chamber, a spark plug is usually placed in the pre-chamber and the fuel is ignited through the spark plug.

[0054] In this example, as shown in FIGS. 2 and 3 , the housing 135 defines an ignition cavity 139. The spark plug is removed from the housing 135. The heating device 2 is disposed in the engine ignition system to heat the housing 135. When the housing 135 is heated, the inside of the ignition cavity 139 can be heated to a set temperature so that the fuel spontaneously ignites. Furthermore, the housing 135 prevents heat from rapidly dissipating, allowing the fuel in the ignition cavity 139 to be heated. The ignition cavity 139 allows the heat of the ignition element 1 to be more concentrated. In this way, the fuel entering the ignition cavity 139 can be combusted. The fuel is pre-combusted in the ignition cavity 139. Then, high-temperature, high-pressure gas after combustion is injected into the combustion chamber 102 through the through-hole 138 to ignite the fuel in the combustion chamber 102. It should be noted that both the combustion chamber 102 and the ignition cavity 139 contain a gas mixture along with fuel before the fuel is ignited. The fuel in the ignition cavity 139 burns and is expelled through the through-holes 138 to form multiple combusting fuel sprays that ignite the gas mixture in the combustion chamber 102 to drive the piston 104 to work.

[0055] A fuel injection nozzle 105 of the fuel injection system is positioned within the ignition cavity 139. Fuel injected into the fuel injection nozzle 105 can be combusted within the ignition cavity. Pre-combusted fuel is injected into the combustion chamber 102 through the through-holes 138 to ignite the fuel within the combustion chamber 102. In this manner, the ignition cavity 139 allows the fuel to burn more quickly and completely.

[0056] Optionally, at least a portion of the housing 135 is spherical. A plurality of through holes 138 are provided. The plurality of through holes 138 are uniformly distributed on the housing.

[0057] For example, the side of the housing 135 opposite the top of the cylinder 101 is spherical. The interior of the ignition cavity 139 is also spherical. Multiple through-holes 138 are uniformly distributed on the housing. In this example, the burned fuel in the ignition cavity 139 expands rapidly and is rapidly ejected outward from the through-holes 138 so that the fuel in the combustion chamber 102 can be rapidly ignited. The uniformly distributed through-holes 138 allow the burned fuel to be ejected in multiple directions so that fuel at various locations in the combustion chamber 102 can be rapidly ignited. This method can further reduce the risk of detonation in the combustion chamber 102.

[0058] Of course, in another example, the portion of the housing 135 is not limited to a spherical surface, or may have another structure, such as a non-spherical surface, etc. Furthermore, those skilled in the art can set the number and diameter of the through-holes 138, the volume and surface area of ​​the ignition cavity 139, etc. based on actual requirements.

[0059] In one example, the electric heating module 21 is electrically connected to the housing 135 and configured to heat the housing 135 to a set temperature.

[0060] For example, the electric heating module 21 is connected to the housing 135 through an electric wire to form a heating circuit. The housing 135 is heated through electric heating.

[0061] The housing 135 is preferably made of a nickel-chromium alloy or the like, which is resistant to high temperatures and oxidation, has a low coefficient of thermal expansion, and generates heat quickly when excited, allowing the temperature of the housing 135 to quickly reach the set temperature, i.e., the auto-ignition temperature of the fuel.

[0062] It should be noted that multiple methods may be adopted to overcome the effect of high temperature on the strength of the body 100. For example, the body 100 may be designed as an integrated body 100, or the body 100 may be made of a material with higher heat resistance, or a thermal insulating structure may be disposed outside the combustion chamber 102 to reduce the heat radiation of the combustion chamber 102 to the outside. Regarding which method should be adopted, those skilled in the art can make an adaptive selection based on the actual situation under the guidance of the embodiments of the present disclosure.

[0063] Before the piston 104 reaches the top dead center, the air pressure in the combustion chamber 102 gradually increases as the piston 104 moves. A higher pressure in the combustion chamber 102 means a lower ignition point. Conversely, a lower pressure means a higher ignition point. A specific temperature value that meets the preset rules may be selected based on the actual situation to ensure that the fuel can be burned in the combustion chamber 102. Generally, to ensure that the fuel can be burned in the combustion chamber 102, the temperature of the ignition element 1 needs to be 300°C or higher. In some operating conditions, the temperature of the ignition element needs to be 400°C or higher to ensure that the fuel can be burned.

[0064] In one example, the set temperature is equal to or greater than 1.2 times the auto-ignition temperature of the fuel in the combustion chamber 102. In other words, the temperature of the ignition member needs to reach 1.2 times the auto-ignition temperature of the fuel.

[0065] Under that condition, the engine ignition system can ensure that the fuel injected into the combustion chamber 102 by the fuel injection system burns rapidly.

[0066] For example, if the auto-ignition temperature of the fuel is 300° C., the set temperature is 360° C. or higher. In this way, it can be ensured that the fuel injected into the combustion chamber 102 by the fuel injection system can be burned quickly.

[0067] For example, if the auto-ignition temperature of the fuel is 400° C., the set temperature is 480° C. or higher. In this way, it can be ensured that the fuel injected into the combustion chamber 102 by the fuel injection system can be burned quickly.

[0068] Of course, the ratio between the set temperature and the auto-ignition temperature is not limited to that in the above embodiment, and may be selected by those skilled in the art based on actual requirements.

[0069] In one example, the engine ignition system further includes a thermal insulation layer 136. The thermal insulation layer 136 is disposed on an outer wall of the housing 135.

[0070] The thermal insulation layer 136 can act as a thermal insulator to quickly increase the temperature within the ignition cavity 139 by preventing the heat of the ignition member 1 from dissipating outward, which allows the temperature of the ignition member 1 to quickly increase above the auto-ignition temperature of the fuel.

[0071] For example, the thermal insulation layer 136 is made of porous anodic alumina. Porous anodic alumina is an aluminum oxide material obtained by anodizing aluminum metal under acidic conditions. This material has good thermal insulation properties. For example, the thermal insulation layer 136 can be formed on the body, cylinder, cylinder sleeve, or exhaust pipe through a powder metallurgy process.

[0072] Optionally, the thermal insulation layer 136 is made of silicon dioxide-reinforced porous anodic alumina. A silicon dioxide coating with a micron-sized thickness is formed on the surface of the porous anodic alumina. The silicon dioxide coating can effectively improve the wear resistance of the porous anodic alumina. This material has excellent thermal insulation performance and can effectively prevent engine heat from dissipating.

[0073] Of course, the material of the thermal insulation layer 136 is not limited to those in the above embodiments, and may be selected by those skilled in the art based on actual requirements.

[0074] A larger thickness of the thermal insulation layer 136 means better thermal insulation effect. However, a larger thickness also makes the thermal insulation layer 136 more easily detached from the ignition element. The thickness of the thermal insulation layer 136 is preferably in the range of 50 μm to 200 μm. Within this range, the thermal insulation layer 136 can effectively prevent the heat in the combustion chamber 102 from diffusing outward, and the connection strength between the thermal insulation layer 136 and the ignition element 102 is high.

[0075] In one example, the engine ignition system further includes a control device 108. The control device 108 is configured to control the ignition member 1 to be repeatedly heated to a set temperature at a set frequency in response to the rotational speed of the engine.

[0076] For example, the control device 108 is a vehicle control unit or a control device specially prepared for the engine. A rotational speed sensor is disposed on the engine. The control device 108 is configured to obtain rotational speed information from the rotational speed sensor and control the ignition frequency of the engine ignition system based on the rotational speed information to match the rotational speed of the engine.

[0077] Optionally, the ratio between the set frequency and the engine rotation speed is 0.5 or 1. For example, if the engine is a four-stroke engine, the ratio between the set frequency and the engine rotation speed is 0.5. In other words, the ignition member 1 is heated during the compression stroke. If the engine is a two-stroke engine, the ratio between the set frequency and the engine rotation speed is 1. In other words, the ignition member 1 is heated during the compression stroke.

[0078] In one example, the control device 108 is configured to control when the ignition member 1 is heated to a set temperature in response to at least one of a position of the piston 104 of the engine, a camshaft phase of the engine, and a crank angle of the engine.

[0079] For example, a phase sensor is disposed on the engine and configured to obtain data on at least one of the position of the piston 104, the camshaft phase of the engine, and the crank angle of the engine. The control device 108 is configured to obtain the data to control the ignition timing of the engine ignition system to match the operation of the engine.

[0080] In one embodiment, fuel injection is completed between 50° and 0° crank angle before top dead center of the compression stroke.

[0081] During the movement of the piston 104 from bottom dead center to top dead center, the crankshaft rotates 180 degrees. In this example, fuel injection is completed within the period from when the crankshaft is rotated 130 degrees from bottom dead center to when the crankshaft is rotated 180 degrees from bottom dead center. In other words, the fuel injection system injects fuel before the piston 104 reaches top dead center. In this way, the fuel has enough time to heat up in the combustion chamber 102 so that it can combust when the piston 104 is near top dead center.

[0082] It should be noted that the engine's camshaft rotates in unison with the crankshaft, and therefore, the engine's crank angle in the disclosed embodiments may be equivalently substituted with camshaft phase information to adjust the heating time of the fuel in the combustion chamber 102.

[0083] In one example, the control device 108 is configured to control the heating device 2 to heat the ignition member 1 so as to maintain the ignition member 1 at or above a set temperature.

[0084] For example, the control device 108 can control the magnitude of the current in the heating circuit so that the heating device 2 heats the ignition member 1. The control device 108 determines whether the ignition member 1 is maintained at or above a set temperature by obtaining the temperature from a temperature sensor 111 on the engine. For example, the temperature sensor 111 can detect the temperature of the body 100. The temperature of the body 100 is usually lower than the temperature of the ignition member. If the temperature detected by the temperature sensor 111 is maintained at or above the set temperature, the ignition member 1 is maintained at or above the set temperature.

[0085] Of course, the method of obtaining the temperature of the ignition member 1 by the control device is not limited to that in the above embodiment, and may be selected by those skilled in the art based on actual requirements.

[0086] According to a second embodiment of the present disclosure, an engine is provided. As shown in Fig. 2, the engine includes a body 100 and the above-described engine ignition system. The engine ignition system is disposed on the body 100. The engine has characteristics of quick starting and smooth operation.

[0087] The body 100 is provided with a control device 108, an air intake system 106, an exhaust system 107, and a fuel injection nozzle 105. A cylinder 101 is disposed within the body 100. A piston 104 is located within the cylinder 101. The piston 104 defines a combustion chamber 102 within the cylinder 101. A temperature sensor 111 is disposed on the exterior of a side wall of the body 100 facing the cylinder 101. The temperature sensor 111 is configured to sense a temperature of the body 100. The temperature can characterize the temperature of the combustion chamber 102. The control device 108 is electrically connected to the air intake system 106, the exhaust system 107, the fuel injection system, and the temperature sensor 111.

[0088] According to a third embodiment of the present disclosure, there is provided a vehicle including a moving mechanism and the engine described above, the engine being connected to the moving mechanism.

[0089] The vehicle has the characteristics of energy saving and high combustion efficiency.

[0090] According to a fourth embodiment of the present disclosure, there is provided a vehicle, the vehicle including a vehicle body and the engine described above, the engine being disposed on the vehicle body.

[0091] The vehicle has the characteristics of energy saving and high combustion efficiency.

[0092] According to a fifth embodiment of the present disclosure, there is provided an engine ignition method, the ignition method comprising: injecting fuel into the combustion chamber 102; electrically heating an ignition portion of an ignition member to a set temperature to heat and combust fuel in a combustion chamber 102, the ignition member being mounted in the combustion chamber 102 of the engine, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber 102; Includes:

[0093] In this example, fuel is first injected into the combustion chamber 102 via an ignition method. For example, fuel is injected into the combustion chamber 102 during the compression stroke. The ignition element is electrically heated to a set temperature. Because the set temperature is equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber 102, the fuel burns in the combustion chamber 102.

[0094] In one example, the method includes electrically heating an ignition element to a set temperature to heat and combust fuel in a combustion chamber 102, the ignition element being mounted in the combustion chamber 102 of an engine, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber 102. Controlling the ignition element so that it is repeatedly heated to a set temperature at a set frequency in response to the engine rotation speed Includes:

[0095] For example, a rotational speed sensor is disposed on the engine, and rotational speed information of the rotational speed sensor is obtained in order to control the firing frequency of the engine ignition system to match the rotational speed of the engine based on the rotational speed information.

[0096] Optionally, the ratio between the set frequency and the rotational speed of the engine is 0.5 or 1. For example, if the engine is a four-stroke engine, the ratio between the set frequency and the rotational speed of the engine is 0.5. In other words, the ignition member is heated during the compression stroke. If the engine is a two-stroke engine, the ratio between the set frequency and the rotational speed of the engine is 1. In other words, the ignition member is heated during the compression stroke.

[0097] In one example, the method includes electrically heating an ignition element to a set temperature to heat and combust fuel in a combustion chamber 102, the ignition element being mounted in the combustion chamber 102 of an engine, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber 102. Controlling when the ignition member is heated to the set temperature in response to at least one of the position of the engine piston 104, the engine camshaft phase, and the engine crank angle. Includes:

[0098] For example, a phase sensor is disposed on the engine and configured to obtain data on at least one of the position of the piston 104, the camshaft phase of the engine, and the crank angle of the engine, for controlling the ignition timing of the engine ignition system to match the operation of the engine.

[0099] In one embodiment, fuel injection is completed between 50° and 0° crank angle before top dead center of the compression stroke.

[0100] During the movement of the piston 104 from bottom dead center to top dead center, the crankshaft rotates 180 degrees. In this example, fuel injection is completed within the time period from when the crankshaft is rotated 130 degrees from bottom dead center to when the crankshaft is rotated 180 degrees from bottom dead center. In other words, the fuel injection system injects fuel before the piston 104 reaches top dead center. In this way, the fuel has enough time to heat up in the combustion chamber 102 so that it can combust when the piston 104 is near top dead center.

[0101] It should be noted that the engine's camshaft rotates in unison with the crankshaft, and therefore, the engine's crank angle in the disclosed embodiments may be equivalently substituted with camshaft phase information to adjust the heating time of the fuel in the combustion chamber 102.

[0102] In one example, the set temperature is 300° C. or higher. For example, the set temperature is 400° C. or higher.

[0103] Generally, the temperature inside the combustion chamber 102 needs to be above 300° C. to ensure that the fuel can combust naturally within the combustion chamber 102. In some operating conditions, the temperature inside the combustion chamber 102 needs to be above 400° C. to allow the fuel to combust naturally.

[0104] In one example, the set temperature is equal to or greater than 1.2 times the auto-ignition temperature of the fuel in the combustion chamber 102. In other words, the temperature of the ignition member needs to reach 1.2 times the auto-ignition temperature of the fuel.

[0105] Under that condition, the engine ignition system can ensure that the fuel injected into the combustion chamber 102 by the fuel injection system burns rapidly.

[0106] For example, if the auto-ignition temperature of the fuel is 300° C., the set temperature is 360° C. or higher. In this way, it can be ensured that the fuel injected into the combustion chamber 102 by the fuel injection system can be burned quickly.

[0107] For example, if the auto-ignition temperature of the fuel is 400° C., the set temperature is 480° C. or higher. In this way, it can be ensured that the fuel injected into the combustion chamber 102 by the fuel injection system can be burned quickly.

[0108] Of course, the ratio between the set temperature and the auto-ignition temperature is not limited to that in the above embodiment, and may be selected by those skilled in the art based on actual requirements.

[0109] The above embodiments highlight the differences between the embodiments. The embodiments may be combined into a more optimal embodiment as long as the various optimization features of the embodiments are not contradictory. For the sake of brevity, the details will not be described again here.

[0110] Although several specific embodiments of the present disclosure have been described in detail through examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Those skilled in the art should understand that modifications may be made to the above embodiments without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims. [Explanation of symbols]

[0111] 1 Ignition member 2. Heating Device 21 Electric Heating Module 100 Body 101 Cylinder 102 Combustion chamber 104 Piston 105 Fuel injection nozzle 106 Air Intake System 107 Exhaust System 108 Control Device 111 Temperature Sensor 135 Housing 136 Thermal insulation layer 137 Power supply 138 through point 139 Ignition Void

Claims

1. an ignition member adapted to be mounted within a combustion chamber of the engine; a heating device connected to the ignition member and configured to heat the ignition member to a set temperature to heat and combust fuel injected into the combustion chamber, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber; An engine ignition system comprising:

2. The engine ignition system of claim 1 , wherein the heating device comprises an electric heating module, the electric heating module being electrically connected to the ignition member.

3. 3. The engine ignition system of claim 2, wherein the ignition member comprises a housing adapted to be mounted within the combustion chamber, the housing defining an ignition cavity configured to connect to a fuel injection system, the housing having a through hole, the ignition cavity configured to communicate with the combustion chamber through the through hole.

4. The engine ignition system of claim 3 further comprising a thermal insulating layer, said thermal insulating layer disposed on an outer wall of said housing.

5. 5. An engine ignition system according to claim 3 or 4, wherein at least a portion of said housing is spherical and is provided with a plurality of through holes, said plurality of through holes being uniformly distributed on said housing.

6. 6. The engine ignition system of claim 3, wherein the electric heating module is electrically connected to the housing and configured to heat the housing to the set temperature.

7. 7. The engine ignition system of claim 6, wherein said housing is made from a nickel-chromium alloy.

8. 8. The engine ignition system according to claim 1, wherein the set temperature is 300°C or higher.

9. 9. The engine ignition system according to claim 1, wherein the set temperature is 400°C or higher.

10. 8. The engine ignition system according to claim 1, wherein the set temperature is 1.2 times or more the auto-ignition temperature of the fuel in the combustion chamber.

11. 11. An engine ignition system as described in any one of claims 1 to 10, further comprising a control device configured to control the ignition member to be repeatedly heated to the set temperature at a set frequency in response to a rotational speed of the engine.

12. 12. The engine ignition system of claim 11, wherein the ratio of the set frequency to the rotational speed of the engine is 0.5 or 1.

13. 13. The engine ignition system of claim 11 or 12, wherein the control device is configured to control when the ignition member is heated to the set temperature in response to at least one of a position of a piston of the engine, a camshaft phase of the engine, and a crank angle of the engine.

14. 11. The engine ignition system of claim 1, further comprising a control device configured to control the heating device to heat the ignition member so as to maintain the ignition member at or above the set temperature.

15. An engine comprising a body and an engine ignition system according to any one of claims 1 to 14, wherein the engine ignition system is disposed on the body.

16. A vehicle comprising a movement mechanism and an engine according to claim 15, said engine being connected to said movement mechanism.

17. A vehicle comprising a vehicle body and the engine of claim 15, said engine being disposed on said vehicle body.

18. Injecting fuel into the combustion chamber; electrically heating an ignition element to a set temperature to heat and combust the fuel in the combustion chamber, the ignition element being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than the auto-ignition temperature of the fuel in the combustion chamber; An engine ignition method comprising:

19. electrically heating an ignition element to a set temperature to heat and combust the fuel in the combustion chamber, the ignition element being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than a self-ignition temperature of the fuel in the combustion chamber; Controlling the ignition member so that it is repeatedly heated to the set temperature at a set frequency in response to the rotational speed of the engine.

20. The method of claim 18, comprising:

20. 20. The method of claim 19, wherein the ratio of the set frequency to the rotational speed of the engine is 0.5 or 1.

21. electrically heating an ignition element to a set temperature to heat and combust the fuel in the combustion chamber, the ignition element being mounted in the combustion chamber of the engine, the set temperature being equal to or greater than a self-ignition temperature of the fuel in the combustion chamber; controlling the time when the ignition member is heated to the set temperature in response to at least one of a position of a piston of the engine, a camshaft phase of the engine, and a crank angle of the engine; 21. A method of igniting an engine according to any one of claims 18 to 20, comprising:

22. 22. A method of igniting an engine as claimed in any one of claims 18 to 21, wherein the ignition member is heated to between 50° and 0° before top dead centre of the compression stroke.

23. 23. The engine ignition method according to any one of claims 18 to 22, wherein the set temperature is 400°C or higher.

24. 23. The engine ignition method according to claim 18, wherein the set temperature is 1.2 times or more the auto-ignition temperature of the fuel in the combustion chamber.

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