Pre-combustion chamber and control method, engine and control method, and vehicle

Abstract

A pre-combustion chamber (1). The pre-combustion chamber (1) is configured to be communicated with a combustion chamber (2). The pre-combustion chamber (1) comprises a pre-combustion cavity (103) and a regulation assembly (3). The pre-combustion cavity (103) is adapted to pre-combust gas. The regulation assembly (3) is adapted to regulate the pressure and / or temperature in the pre-combustion cavity (103) when the pre-combustion chamber (1) is in operation. The present invention also relates to a control method for an engine, an engine, and a vehicle.

Description

Pre-combustion chamber and control method, engine and control method, and vehicle

[0001] This application claims priority to Chinese patent application No. 202411481248.4, filed on October 22, 2024; Chinese patent application No. 202411481139.2, filed on October 22, 2024; and Chinese patent application No. 202411490704.1, filed on October 22, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of engine technology, and in particular to a pre-combustion chamber and control method, an engine and control method, and a vehicle. Background Technology

[0003] The engine's pre-combustion chamber is part of the engine's combustion chamber. The pre-combustion chamber enables the air-fuel mixture to burn faster and more completely, and the resulting high-temperature, high-pressure gas enters the engine's main combustion chamber to improve the engine's combustion efficiency. Summary of the Invention

[0004] This disclosure provides a pre-combustion chamber and control method, an engine and control method, and a vehicle.

[0005] In a first aspect, a pre-combustion chamber is provided that is configured to communicate with a combustion chamber. The pre-combustion chamber includes a pre-combustion cavity and an adjustment component. The pre-combustion cavity is adapted to pre-combust gas, and the adjustment component is adapted to adjust the pressure and / or temperature within the pre-combustion cavity when the pre-combustion chamber is in operation.

[0006] In some embodiments of this disclosure, the pre-combustion chamber is capable of pre-combusting gases. This pre-combustion process pre-treats the gases entering the combustion chamber, ensuring they reach a more ideal combustion state before entering the chamber. Simultaneously, the regulating component plays a crucial role. When the pre-combustion chamber is operating, it can regulate the pressure and / or temperature within the pre-combustion chamber.

[0007] Under different operating conditions, the engine has different requirements for combustion conditions. For example, under low load conditions, the regulating component can appropriately increase the temperature in the pre-combustion chamber, making the fuel easier to ignite and burn more completely, thereby improving the engine's efficiency and stability; under high load conditions, it can regulate the pressure to avoid abnormal combustion caused by excessive pressure.

[0008] Through the pre-combustion function of the pre-combustion chamber and the precise regulation of pressure and temperature by the adjustment components, the pre-combustion chamber can dynamically adjust according to the real-time operating status of the engine. Whether in the start-up, acceleration, constant speed driving, or deceleration phases, it can provide the engine with the most suitable combustion conditions, bringing the engine as close to its optimal operating state as possible. This reduces energy loss and pollutant emissions caused by incomplete or abnormal combustion, thereby improving the overall performance and reliability of the engine.

[0009] Secondly, a method for controlling a pre-combustion chamber is provided, suitable for controlling the aforementioned pre-combustion chamber, comprising:

[0010] The position of the regulating component is controlled according to the ignition requirements to adjust the pressure and / or temperature in the pre-combustion chamber.

[0011] Thirdly, an engine is provided, which includes a pre-combustion chamber and a combustion chamber, wherein the pre-combustion chamber and the combustion chamber are connected.

[0012] Fourthly, a power system is provided, which includes the aforementioned engine, the engine being adapted to provide power to the power system.

[0013] Fifthly, a method for controlling an engine is provided, suitable for controlling the aforementioned engine, the method comprising:

[0014] The position of the control components is adjusted according to the engine load to regulate the engine pressure and / or temperature; the engine pressure is positively correlated with the pre-combustion chamber pressure; the engine temperature is positively correlated with the pre-combustion chamber temperature.

[0015] Sixthly, a vehicle is provided that includes the aforementioned pre-combustion chamber, and the vehicle is adapted to implement the aforementioned control method for the pre-combustion chamber.

[0016] Seventhly, a pre-combustion chamber is provided, comprising:

[0017] The shell has a pre-combustion chamber.

[0018] The adjustment component is movably connected to the housing to change the effective volume of the pre-combustion chamber when it moves relative to the housing.

[0019] Eighthly, a method for controlling a pre-combustion chamber is provided, applicable to the aforementioned pre-combustion chamber for fuel ignition, comprising:

[0020] According to the ignition requirements, the position of the adjustment component relative to the housing is controlled to adjust the effective volume of the pre-combustion chamber.

[0021] Ninthly, an engine is provided, including the aforementioned pre-combustion chamber.

[0022] Tenthly, a method for controlling an engine is provided, applicable to controlling the aforementioned engine ignition, comprising:

[0023] The position of the control and adjustment components relative to the housing is adjusted according to the engine load requirements to adjust the effective volume of the pre-combustion chamber.

[0024] Eleventhly, a vehicle is provided for the aforementioned control method of the pre-combustion chamber, or includes the aforementioned engine, or is used to implement the aforementioned engine control method.

[0025] In a twelfth aspect, a pre-combustion chamber is provided, disposed in an engine, the pre-combustion chamber comprising:

[0026] Pre-combustion chamber;

[0027] A sliding member, at least a portion of which is configured to be movably mounted in the pre-combustion chamber to change the volume of the pre-combustion chamber.

[0028] In a thirteenth aspect, a method for regulating a pre-combustion chamber is also provided. The method includes: regulating at least a portion of the sliding member at the installation position of the pre-combustion chamber, thereby adjusting the volume of the pre-combustion chamber.

[0029] In the fourteenth aspect, an engine is also provided, including the aforementioned pre-combustion chamber.

[0030] In a fifteenth aspect, an engine control method is provided, comprising: driving at least a portion of a sliding member of the engine's pre-combustion chamber to move within the pre-combustion chamber according to the engine's load, thereby adjusting the volume of the pre-combustion chamber.

[0031] In a sixteenth aspect, a vehicle is provided, including the engine described above or a control method for implementing the engine described above. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of some embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 is a partial structural diagram of an engine according to some embodiments;

[0034] Figure 2 is a gas flow diagram of the pre-combustion chamber and combustion chamber according to some embodiments;

[0035] Figure 3 is an overall schematic diagram of the pre-combustion chamber according to some embodiments;

[0036] Figure 4 is one of the structural diagrams of a pre-combustion chamber according to some embodiments;

[0037] Figure 5 is a second structural diagram of the pre-combustion chamber according to some embodiments;

[0038] Figure 6 is a structural diagram of the pre-combustion chamber according to some embodiments;

[0039] Figure 7 is a fourth structural diagram of a pre-combustion chamber according to some embodiments;

[0040] Figure 8 is a fifth structural diagram of a pre-combustion chamber according to some embodiments;

[0041] Figure 9 is a structural diagram of a pre-combustion chamber according to some embodiments;

[0042] Figure 10 is a structural diagram of a pre-combustion chamber according to some embodiments;

[0043] Figure 11 is a structural diagram of a pre-combustion chamber according to some embodiments;

[0044] Figure 12 is a structural diagram of a pre-combustion chamber according to some embodiments;

[0045] Figure 13 is a structural diagram of a pre-combustion chamber according to some embodiments;

[0046] Figure 14 is an eleventh structural diagram of a pre-combustion chamber according to some embodiments;

[0047] Figure 15 is an overall structural diagram of the pre-combustion chamber according to some embodiments;

[0048] Figure 16 is an exploded view of a portion of the pre-combustion chamber structure shown in Figure 15;

[0049] Figure 17 is a structural diagram of the pre-combustion chamber shown in Figure 15;

[0050] Figure 18 is a structural diagram of the pre-combustion chamber shown in Figure 15.

[0051] Figure 19 is a structural diagram of the pre-combustion chamber shown in Figure 15;

[0052] Figure 20 is an overall structural diagram of an engine according to some embodiments;

[0053] Figure 21 is a diagram showing the main steps of a pre-combustion chamber control method according to some embodiments;

[0054] Figure 22 is a partial flowchart of a pre-combustion chamber control method according to some embodiments;

[0055] Figure 23 is a diagram showing the main steps of an engine control method according to some embodiments;

[0056] Figure 24 is a partial step diagram of an engine control method according to some embodiments;

[0057] Figure 25 is a partial step diagram of an engine control method according to some embodiments;

[0058] Figure 26 is a table showing the correspondence between engine load range and power according to some embodiments;

[0059] Figure 27 is an overall structural diagram of a vehicle according to some embodiments;

[0060] Figure 28 is a partial structural diagram of an engine according to some embodiments;

[0061] Figure 29 is a schematic diagram of the pre-combustion chamber and ignition element of an engine according to some embodiments;

[0062] Figure 30 is a partial cross-sectional structural diagram of the pre-combustion chamber and ignition element of an engine according to some embodiments;

[0063] Figure 31 is an exploded view of the pre-combustion chamber and ignition element of an engine according to some embodiments;

[0064] Figure 32 is a partial cross-sectional view of the pre-combustion chamber and ignition element of an engine according to some embodiments.

[0065] Figure 33 is a partial enlarged view of Figure 32;

[0066] Figure 34 is a partial cross-sectional view of the pre-combustion chamber and ignition element of an engine according to some embodiments from another perspective.

[0067] Figure 35 is a partial cross-sectional view of the casing and nozzle after separation of the engine according to some embodiments under low load operation.

[0068] Figure 36 is a partial cross-sectional view from another perspective of the engine casing and nozzle after separation under low load operation, according to some embodiments.

[0069] Figure 37 is a partial cross-sectional view of the casing and nozzle of an engine under medium load operation according to some embodiments;

[0070] Figure 38 is a partial cross-sectional view from another perspective of the engine casing and nozzle after separation under moderate load operation, according to some embodiments.

[0071] Figure 39 is a partial cross-sectional view of the casing and nozzle of an engine under heavy load operation according to some embodiments after separation.

[0072] Figure 40 is a magnified view of a portion of Figure 39;

[0073] Figure 41 is a diagram showing the main steps of a control method for a pre-combustion chamber according to some embodiments;

[0074] Figure 42 is a partial step diagram of a control method for a pre-combustion chamber according to some embodiments;

[0075] Figure 43 is another part of the steps of the control method for the pre-combustion chamber according to some embodiments;

[0076] Figure 44 is a diagram of the main steps of an engine control method according to some embodiments;

[0077] Figure 45 is a partial step diagram of an engine control method according to some embodiments;

[0078] Figure 46 is another part of the steps of an engine control method according to some embodiments. Detailed Implementation

[0079] The technical solutions of some embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0080] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and 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. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0081] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0082] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the meaning of the above terms in this disclosure based on the examples provided.

[0083] In some embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0084] In some embodiments of this disclosure, the words "exemplarily" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design described as "exemplarily" or "for example" in some embodiments of this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts by way of example.

[0085] In the description of this specification, features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0086] Vehicles typically consist of an engine, a body, and electrical equipment. The body is the main structural component of the vehicle, the engine provides power to the vehicle and is connected to the body, and the electrical equipment is responsible for various functional controls and signal transmissions of the vehicle.

[0087] A vehicle body is generally divided into two parts: the chassis and the body. The body provides space for passengers and cargo and includes parts such as doors, windows, roof, and front and rear bumpers. The chassis bears the weight of the entire vehicle and ensures driving stability and safety. The chassis includes parts such as the frame, suspension system, steering system, and braking system.

[0088] In some embodiments, this disclosure provides an engine, which is a core component of a vehicle. The engine converts the chemical energy of fuel (such as gasoline, diesel, etc.) into mechanical energy to power the vehicle's movement. The energy generated by burning fuel drives the vehicle's wheels. Furthermore, the engine can power various auxiliary systems of the vehicle. For example, the engine powers the vehicle's electrical system by charging and supplying electricity; the air conditioning compressor operates under the engine's drive to provide cooling for the vehicle interior; and the power steering pump makes it easier for the driver to operate the steering wheel.

[0089] To better explain how the engine provides power for the vehicle, the following explanation of the engine's structure is provided:

[0090] An engine has a complex structure, typically consisting of two main mechanisms and five major systems. The two main mechanisms are the crankshaft and connecting rod mechanism and the valve train mechanism; the five major systems include the fuel supply system, ignition system, cooling system, lubrication system, and starting system.

[0091] The crankshaft and connecting rod mechanism of an engine consists of components such as the cylinder block, piston, connecting rod, and crankshaft. The piston reciprocates within the cylinder, transmitting force to the crankshaft via the connecting rod. The crankshaft converts the piston's linear motion into rotational motion, thereby outputting power.

[0092] The engine's valve train includes valves, valve springs, and camshafts. The rotation of the camshaft controls the opening and closing of the valves, ensuring that air enters and exits at the appropriate times.

[0093] An engine's fuel supply system includes a fuel tank, a fuel pump, and fuel injectors. The fuel pump draws fuel from the fuel tank and pressurizes it, while the fuel injectors spray the fuel into the cylinders, where it mixes with air and burns.

[0094] An engine's ignition system consists of an ignition coil, an ignition element, and other components. At the appropriate time, the ignition coil generates a high voltage, causing the ignition element to ignite the air-fuel mixture.

[0095] An engine's cooling system includes a radiator, water pump, and cooling fan. The water pump circulates coolant within the engine to remove heat, while the radiator and cooling fan help dissipate heat.

[0096] An engine's lubrication system includes an oil pump, oil pan, and oil filter. The oil pump delivers engine oil to all parts of the engine, reducing friction and wear.

[0097] The engine starting system includes a starter motor and a battery. The starter motor uses electricity provided by the battery to rotate the engine crankshaft, thus starting the engine. These components work together to ensure the engine runs normally and provides power to the vehicle.

[0098] When the engine is running, fuel and air are mixed in a specific ratio and drawn into the engine cylinders. Then, the piston, driven by the crankshaft, performs a compression stroke, compressing the mixture to a high temperature and pressure. Subsequently, the mixture is ignited by the ignition system (such as ignition elements), generating tremendous explosive force that pushes the piston downwards, converting chemical energy into the piston's linear motion mechanical energy. The piston's linear motion is transmitted to the crankshaft via the connecting rod, the crankshaft converts it into rotational motion, and then drives the vehicle's wheels through the transmission system, thus achieving power output. This entire process repeats continuously, keeping the engine running.

[0099] In the above process, the combustion performance of the engine is particularly important. In order to improve the combustion efficiency and combustion stability of the engine, in some embodiments of this disclosure, an engine is provided for providing power to the vehicle. The engine has a combustion chamber with a pre-combustion chamber 1 and a combustion chamber 2 that are interconnected.

[0100] The engine in some embodiments of this disclosure includes a cylinder head 200, which forms the top wall of the combustion chamber of the combustion chamber 2. The top wall of the combustion chamber of the combustion chamber 2 is provided with a communication portion, through which the combustion chamber of the combustion chamber 2 communicates with the pre-combustion chamber 1.

[0101] In some embodiments, referring to FIG1, the engine in some embodiments of the present disclosure includes a pre-combustion chamber 1 and a combustion chamber 2. The combustion chamber 2 is provided with a combustion chamber. The pre-combustion chamber 1 is connected to the cylinder head 200. The pre-combustion chamber 103 (not shown in the figure) of the pre-combustion chamber 1 is in communication with the combustion chamber of the combustion chamber 2 so that the pre-ignited gas can enter the combustion chamber of the combustion chamber 2.

[0102] Referring to Figure 2, the piston 201 in the combustion chamber 2 is shown. The piston 201 is movably disposed in the combustion chamber 2. The piston 201 is the piston 201 in the engine. The piston 201 can move along the X direction so that the gas can be pre-burned in the pre-combustion chamber 1 under the action of the ignition element 600. The ignited gas enters the combustion chamber 2.

[0103] The pre-combustion chamber 1 is suitable for pre-combusting gases, where the gases refer to the combustible mixture formed after the air-fuel mixture has been initially compressed and heated. The pre-combustion chamber 1 is configured to communicate with the combustion chamber 2, which is the main combustion area of ​​the engine. The gases pre-combusted in the pre-combustion chamber 103 enter the combustion chamber 2 through the communication.

[0104] Referring to Figure 3, in some embodiments of this disclosure, the pre-combustion chamber 1 includes a housing 110, which forms the pre-combustion cavity 103 described above.

[0105] In some embodiments, in order to enhance the stability of the connection between the pre-combustion chamber 1 and the cylinder head 200, the housing 110 is threadedly connected to the cylinder head 200 in some embodiments of this disclosure.

[0106] In some embodiments, referring to FIG2 and FIG1, the pre-combustion chamber 1 in some embodiments of this disclosure includes an ignition element 600. The housing 110 can be understood as the outer shell of the entire pre-combustion chamber 1. One end of the housing 110 is threadedly connected to the cylinder head 200. The ignition end of the ignition element 600 extends into the pre-combustion chamber 1 and is located in the pre-combustion cavity 103. The ignition end is used to ignite the gas.

[0107] In some embodiments, the connection is a through hole 1023. The housing 110 is also provided with a through hole 1023 connecting the pre-combustion chamber 1 and the combustion chamber 2, through which the high-temperature and high-pressure gas generated in the pre-combustion chamber 1 enters the pre-combustion chamber 1.

[0108] It should be noted that in some embodiments of this disclosure, the pre-combustion chamber 1 can be either an active pre-combustion chamber 1 or a passive pre-combustion chamber 1.

[0109] Here, the pre-combustion chamber 103 refers to the space of combustion gases in the pre-combustion chamber 1 of the aforementioned engine, and the combustion chamber 2 refers to the space of combustion gases in the combustion chamber 2 of the aforementioned engine. The following content will not elaborate further on this.

[0110] It is understood that, in some embodiments of this disclosure, the gas first undergoes combustion in the pre-combustion chamber 1, creating a localized high-temperature and high-pressure environment within a relatively small space. The high-temperature and high-pressure gas jet generated in the pre-combustion chamber 1 is injected into the combustion chamber of the combustion chamber 2, initiating combustion of the gas mixture within the combustion chamber. These gas jets carry a large amount of energy and active free radicals, which can promote rapid ignition and combustion of the gas mixture within the combustion chamber 2. Like a fuse, the combustion in the pre-combustion chamber 1 provides the initial energy and conditions for combustion in the combustion chamber 2, enabling combustion in the combustion chamber 2 to proceed more stably and efficiently.

[0111] That is, the pre-combustion chamber 1 provides the initial combustion energy and conditions, while the combustion chamber 2 completes most of the combustion tasks and realizes the engine's power output.

[0112] In the actual operation of the engine, the compression ratio inside the engine has a decisive influence on the engine efficiency and emissions. In order to enable the compression ratio to adapt to different operating conditions of the engine, the pre-combustion chamber 1 in some embodiments of this disclosure also includes an adjustment component 3. The adjustment component 3 is adapted to adjust the pressure and / or temperature inside the pre-combustion chamber 103 when the pre-combustion chamber 1 is working, so as to adjust the pressure and / or temperature of the engine.

[0113] The pressure of the engine is positively correlated with the pressure of the pre-combustion chamber 1; the temperature of the engine is positively correlated with the temperature of the pre-combustion chamber 1.

[0114] During engine operation, the internal pressure is generated by the piston's compression and combustion processes. The pre-combustion chamber 1 is usually connected to the engine's combustion chamber. When the pressure inside the engine increases, such as at the end of the compression stroke and the beginning of the combustion stroke, some pressure is transmitted to the pre-combustion chamber 1. Conversely, when the pressure inside the pre-combustion chamber 1 increases, some pressure can be transmitted to the engine (such as the cylinder). In other words, the pressure change in the pre-combustion chamber 1 will also affect the pressure distribution inside the engine, and the two interact with each other.

[0115] It is understandable that when the pressure inside the engine needs to be increased, it can be adjusted by increasing the pressure inside the pre-combustion chamber 1; the pressure change inside the engine is consistent with the pressure change inside the pre-combustion chamber 1, and the two satisfy the relationship of simultaneous increase or decrease.

[0116] Regarding temperature transfer, if the engine has high combustion efficiency and high temperature, the temperature of the air-fuel mixture entering the pre-combustion chamber 1 will also be relatively high, thus increasing the temperature of the pre-combustion chamber 1. Simultaneously, temperature changes in the pre-combustion chamber 1 will also have a certain feedback effect on the engine's combustion process, such as affecting fuel evaporation and mixing, further influencing the engine temperature; the two interact with each other.

[0117] It is understandable that when the temperature inside the engine needs to be increased, it can be adjusted by increasing the temperature inside the pre-combustion chamber 1; the temperature change inside the engine is consistent with the temperature change inside the pre-combustion chamber 1, and the two satisfy the relationship of rising or falling simultaneously.

[0118] In this way, the engine's combustion requirements vary under different operating conditions, and the adjustment component 3 can be adjusted accordingly. For example, it can increase the temperature to aid combustion under low load and adjust the pressure to prevent engine malfunctions under high load. Through pre-combustion and the regulation of pressure and temperature, the pre-combustion chamber 1 can dynamically adjust according to the engine's real-time status, bringing it closer to its optimal operating state, reducing combustion problems, and improving performance and reliability.

[0119] In some embodiments, increasing the intake pressure within the engine increases the amount of air entering the engine. If the fuel supply remains constant, this results in a leaner air-fuel ratio, meaning a higher proportion of air relative to fuel. In some embodiments, as the intake air temperature within the engine increases, the air density decreases, resulting in a smaller mass of air per unit volume. If the fuel supply remains constant, this results in a richer air-fuel ratio.

[0120] The air-fuel mixture concentration inside an engine varies depending on the load, and this concentration can be measured by the air-fuel ratio. The air-fuel ratio refers to the mass ratio of air to fuel.

[0121] In some embodiments, the adjustment component 3 includes a drive member 400 and an actuator 300. The drive member 400 is adapted to receive a control signal for the operation of the pre-combustion chamber 1. The actuator 300 is electrically connected to the drive member 400. The drive member 400 is adapted to control the actuator 300 to adjust the magnitude of the jet energy ejected from the pre-combustion chamber 103 into the combustion chamber 2 according to the control signal.

[0122] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 103 at a greater speed, and the pressure inside the pre-combustion chamber 103 increases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the jet energy is relatively small, the distance between gas molecules increases, the interaction force weakens, and the pressure inside the pre-combustion chamber 103 is low.

[0123] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 103 at a greater speed, and the pressure inside the pre-combustion chamber 103 increases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the jet energy is relatively small, the distance between gas molecules increases, the interaction force weakens, and the pressure inside the pre-combustion chamber 103 is low.

[0124] When the regulating component 3 increases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, the gas can be ejected from the pre-combustion chamber 1 at a greater speed, heat is carried away, and the temperature inside the pre-combustion chamber 103 decreases. When the regulating component 3 decreases the jet energy emitted from the pre-combustion chamber 103 to the combustion chamber 2, heat loss is slower, and the temperature inside the pre-combustion chamber 103 increases.

[0125] The ejected jet energy refers to the energy released when the high-temperature and high-pressure gas generated by combustion is ejected along the nozzle. This energy can be adjusted by adjusting the compression ratio inside the pre-combustion chamber 2, or by adjusting the total amount of gas ejected from the pre-combustion chamber 2.

[0126] In some embodiments, the control signal includes the ignition energy requirement of the pre-combustion chamber 1, and the ignition energy requirement of the pre-combustion chamber 1 is positively correlated with the energy of the jet ejected from the pre-combustion chamber 1.

[0127] When the energy of the jet ejected from the pre-combustion chamber 1 increases, it means that the jet has a higher velocity, a stronger impact force, and carries more energy into the combustion chamber 2. To ensure that this high-energy jet can effectively ignite combustion, a higher ignition energy is required. Higher ignition energy ensures that the gas-fuel mixture is rapidly ignited after the jet enters the combustion chamber 2, allowing for complete combustion and the release of more energy.

[0128] Conversely, if the jet energy is low, its velocity and impact force are relatively weak, and it carries less energy. In this case, a lower ignition energy is sufficient to initiate combustion, because the gas mixture formed by a low-energy jet is relatively easy to ignite.

[0129] For example, when the engine is running under high load, the jet energy ejected from the pre-combustion chamber 1 is relatively large, which requires sufficient ignition energy to match and achieve efficient combustion. Otherwise, insufficient ignition energy may lead to incomplete combustion, affecting engine performance. Therefore, the ignition energy requirement increases with the increase of the jet energy in the pre-combustion chamber 1, and the two are positively correlated.

[0130] In some embodiments, this disclosure provides two ways to change the jet energy: one is that the drive member 400 is adapted to drive the actuator 300 to adjust the internal volume of the pre-combustion chamber 103; the other is that the drive member 400 is adapted to drive the actuator 300 to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0131] It should be noted that the two methods can coexist or exist independently, and the driver 400 under the two methods can be shared. This disclosure is only an example to illustrate the situation and is not limited thereto.

[0132] In some embodiments of this disclosure, the adjustment component 3 can achieve the following adjustment of the pre-combustion chamber 1:

[0133] In the first embodiment, the adjustment component 3 is adapted to adjust the internal volume of the pre-combustion chamber 103.

[0134] In the second embodiment, the adjustment component 3 is adapted to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0135] In the third embodiment, adjusting the communication area between the pre-combustion chamber 103 and the combustion chamber 2 includes fully opening and fully closing the communication position between the pre-combustion chamber 103 and the combustion chamber 2.

[0136] In some embodiments, the pre-combustion chamber 103 is provided with at least one through hole 1023, the through hole 1023 is adapted to connect the combustion chamber 2 and the pre-combustion chamber 103, and the adjustment component 3 is adapted to adjust the opening and closing of the through hole 1023.

[0137] It should be noted that the two implementation methods described above can coexist, and this disclosure does not limit the combination of the above implementation methods.

[0138] In some embodiments, when the adjustment component 3 can adjust the internal volume of the pre-combustion chamber 103, it can also adjust the communication area of ​​the through hole 1023. At the same time, when adjusting the communication area of ​​the through hole 1023, the adjustment component 3 can close or fully open the through hole 1023 to achieve the opening and closing of the through hole 1023.

[0139] In some embodiments, the driving method of the drive element 400 is gear drive.

[0140] In some embodiments, the driving method of the drive element 400 is hydraulic drive.

[0141] In other embodiments, the driving method of the driving element 400 is electromagnetic driving.

[0142] Correspondingly, the actuator 300 is adapted to adjust the internal volume of the pre-combustion chamber 103, and the actuator 300 is also adapted to adjust the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0143] In some embodiments, during the above adjustment process, it can be seen that the actuator 300, under the action of the drive member 400, can adjust the internal volume of the pre-combustion chamber 103 and the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0144] For ease of explanation, the actuator 300 includes a sliding member 302 and a blocking member 301. The sliding member 302 is adapted to adjust the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2, and the blocking member 301 is adapted to adjust the size of the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0145] As can be understood from the foregoing, the internal volume of the pre-combustion chamber 1 is negatively correlated with the ignition energy requirement, while the size of the connecting area is positively correlated with the ignition energy requirement.

[0146] Furthermore, the shell 110 includes an inner liner 102 and an outer wall 101. The inner liner 102 forms a pre-combustion chamber 103, and a first clearance opening 1021 is provided on the surface of the inner liner 102. The outer wall 101 is located on the outside of the inner liner 102, and a movable chamber 1032 is formed between the inner liner 102 and the outer wall 101. The movable chamber 1032 communicates with the pre-combustion chamber 103 through the first clearance opening 1021.

[0147] In the adjustment method of adjusting the connecting area, the adjustment component 3 is located in the pre-combustion chamber 103. The pre-combustion chamber 103 includes a fixed chamber 1031 and a movable chamber 1032. The movable chamber 1032 includes a connecting part 1032a adapted to communicate with the fixed chamber 1031. The actuator 300 is adapted to adjust the volume of the connecting part 1032a.

[0148] In some embodiments, the movable chamber 1032 is disposed on the outer periphery of the fixed chamber 1031, and the movable chamber 1032 and the fixed chamber 1031 are connected through a first clearance opening 1021. The actuator 300 is adapted to adjust the opening area of ​​the first clearance opening 1021.

[0149] In some embodiments, the pre-combustion chamber 103 is provided with a first clearance opening 1021, the fixed chamber 1031 and the movable chamber 1032 are connected through the first clearance opening 1021, and the adjustment component 3 is adapted to adjust the open area of ​​the first clearance opening 1021.

[0150] In some embodiments, the actuator 300 is slidably disposed within the movable chamber 1032, and the actuator 300 divides the movable chamber 1032 into a connecting portion 1032a and a blocking portion 1032b.

[0151] In this way, when the actuator 300 moves, it changes the degree to which the first clearance opening 1021 is blocked, thereby adjusting the communication area between the fixed chamber 1031 and the movable chamber 1032.

[0152] For example, when the actuator 300 slides to one side, it blocks the first clearance opening 1021, reducing the open area of ​​the first clearance opening 1021. Correspondingly, the volume of the connecting part 1032a decreases, while the volume of the blocking part 1032b increases. Simultaneously, when the actuator 300 slides to the other side, it increases the open area of ​​the first clearance opening 1021 relative to the movable chamber 1032, correspondingly increasing the volume of the connecting part 1032a and decreasing the volume of the blocking part 1032b. By adjusting the open area of ​​the first clearance opening 1021 and the volume of the connecting part 1032a through the actuator 300, the pressure, temperature, and other parameters within the pre-combustion chamber 103 are controlled, thereby optimizing the combustion process.

[0153] The second hydraulic pipe 404 can be a separate drive unit 400, or it can be linked with the first hydraulic pipe 403. That is, the first hydraulic pipe 403 also includes a second power output end, which forms the second hydraulic pipe 404. The second power output end is used to control the sealing component 301.

[0154] It should be noted that the actuator 300 includes the sliding member 302 and the blocking member 301, and the drive member 400 includes the first hydraulic pipe 403 and the second hydraulic pipe 404. This does not mean that the actuator 300 or the drive member 400 are two parts. They can also be a single part that achieves the effects of both.

[0155] In some embodiments, referring to FIG6, the adjustment component 3 in some embodiments of this disclosure includes a slider 302 and a first hydraulic pipe 403. The slider 302 is slidably disposed in the active chamber 1032, and the first hydraulic pipe 403 is connected to the slider 302. The first hydraulic pipe 403 is adapted to drive the slider 302 to move toward or away from the first clearance opening 1021 (not shown in the figure).

[0156] In this way, under the driving action of the first hydraulic pipe 403, the sliding member 302 can flexibly control the open area of ​​the movable chamber 1032 in the pre-combustion chamber 103, thereby controlling the internal volume of the pre-combustion chamber.

[0157] In some embodiments, the active chamber 1032 includes a connecting portion 1032a and a blocking portion 1032b. The connecting portion 1032a is connected to the first clearance opening 1021, the blocking portion 1032b is connected to the connecting portion 1032a, and the inner liner 102 is disposed between the connecting portion 1032a and the pre-combustion chamber 1.

[0158] Engine operating conditions are described by high, medium, and low loads. A high load indicates the engine needs to output significant power or torque, typically occurring during acceleration, climbing, or heavy loads. In this situation, the engine consumes more fuel to meet the power demand. A low load indicates the engine is operating at a relatively relaxed speed, such as during smooth driving or idling, consuming less fuel and outputting less power or torque. A medium load falls between high and low loads; the engine's operation is relatively stable, neither operating at full power nor at a very relaxed speed.

[0159] When an engine is under different loads, its requirements for power and fuel economy will also be different, requiring adjustment of the compression ratio within the engine to achieve optimal combustion efficiency.

[0160] In some embodiments, when the air-fuel ratio is greater than 1, it means that there is relatively more air and relatively less fuel in the mixture, which is called a lean mixture; when the air-fuel ratio is equal to 1, the ratio of air to fuel is just right for the most complete combustion, which theoretically can achieve the highest combustion efficiency and the lowest emissions; when the air-fuel ratio is less than 1, it indicates that there is relatively more fuel and relatively less air in the mixture, which is called a rich mixture.

[0161] In some embodiments, when the air-fuel ratio is greater than 1, the adjusting component 3 closes the first clearance port 1021, thereby making the volume in the pre-combustion chamber 103 the minimum volume within the adjustment range, thereby maximizing the compression ratio in the entire pre-combustion chamber. At this time, slightly increasing the ignition energy at the ignition end of the ignition element 600 will enable the interior of the pre-combustion chamber 103 to be ignited first, thereby entering the combustion chamber 2 of the main combustion chamber 2.

[0162] When the air-fuel ratio is less than 1, the engine exhaust temperature is high and the tendency to knock is large. The adjustment component 3 opens the first relief port 1021, and the volume in the pre-combustion chamber 103 is the maximum volume of the adjustment range, so that the compression ratio in the entire pre-combustion chamber 103 is minimized. As a result, the energy generated in the pre-combustion chamber 103 will also be reduced, thereby alleviating engine knock and reducing the ignition energy of the ignition element 600, thus improving the life of the ignition element 600.

[0163] When the air-fuel ratio is equal to 1, that is, the pre-combustion chamber 1 is in normal combustion state, the adjustment component 3 slightly opens the first clearance port 1021, which makes the volume of the entire pre-combustion chamber 103 moderate, thereby making the compression ratio in the pre-combustion chamber 103 moderate. Under this combustion state, not only can combustion be accelerated and fuel consumption saved, but the engine can also have good power output.

[0164] It should be noted that the “slight” opening here is within the range of the first clearance opening 1021 being fully open and fully closed. Depending on the engine combustion conditions, the degree to which the first clearance opening 1021 is open by “slight” will also vary.

[0165] In another adjustment method, in order to enable the pre-combustion chamber 1 to adjust its power more flexibly to adapt to different engine operating conditions, this disclosure adjusts the output gas volume in the pre-combustion chamber 1 by adjusting the opening and closing of the through hole 1023.

[0166] In some embodiments, taking the adjustment component 3 closing or opening the through hole 1023 as an example, the adjustment component 3 includes a first state and a second state. When the adjustment component 3 is in the first state, the adjustment component 3 closes the through hole 1023; when the adjustment component 3 is in the second state, the adjustment component 3 opens the through hole 1023.

[0167] In this way, in some embodiments of this disclosure, by switching the working state of the adjustment component 3, the opening and closing of the through hole 1023 can be controlled, thereby flexibly controlling the gas output from the pre-combustion chamber 1 to the combustion chamber.

[0168] The number of through holes 1023 can be one or more. Similarly, the number of adjusting components 3 can be one or more, and the number of adjusting components 3 can be equal to or less than the number of through holes 1023.

[0169] Understandably, an adjustment component 3 is used to open or close a corresponding target through-hole 1023.

[0170] This disclosure does not limit the location of the adjustment component 3. The adjustment component 3 can be located outside the housing 110 or inside the housing 110.

[0171] In some embodiments, there are at least two through holes 1023, and the adjustment component 3 is adapted to adjust the opening and closing of at least two through holes 1023.

[0172] The adjustment component 3 can be used in several ways to open and close the through hole 1023. The adjustment component 3 can slide along the surface of the housing 110 to open or close the through hole 1023, or the adjustment component 3 can move within the pre-combustion chamber 1 to open or close the through hole 1023. This disclosure does not limit this.

[0173] In some embodiments, the adjustment component 3 is disposed in the pre-combustion chamber 1, and the adjustment component 3 can move toward or away from the through hole 1023 to switch between a first state and a second state.

[0174] For ease of understanding, an example is given with six through holes 1023. In this case, the number of adjusting components 3 can be six, with one adjusting component 3 corresponding to one through hole 1023. Alternatively, there can be three adjusting components 3, with one adjusting component 3 corresponding to one through hole 1023. In this case, the pre-combustion chamber 1 can flexibly control the amount of gas injected by opening or closing the three through holes 1023.

[0175] The above content will be further elaborated below in conjunction with the circumstances. The number of adjustment components 3 can be equal to or less than the number of through holes 1023. For ease of explanation, when the number of adjustment components 3 is less than the number of through holes 1023, this disclosure will exemplify that the number of through holes 1023 is six and the number of adjustment components 3 is three.

[0176] When an engine is under heavy load, it needs to output more power and requires more fuel. The air-fuel mixture in the engine has a higher proportion of fuel, and the air-fuel ratio is less than 1. At this time, the engine exhaust temperature is high, and the tendency for knocking is strong.

[0177] When the number of adjusting components 3 is equal to the number of through holes 1023, some adjusting components 3 are switched to the first state and some adjusting components 3 are switched to the second state. In this way, some through holes 1023 are opened and some through holes 1023 are closed. When the number of adjusting components 3 is less than the number of through holes 1023, all three adjusting components 3 are switched to the first state, three through holes 1023 are closed and the remaining three through holes 1023 are opened.

[0178] This allows for control of the total amount of air-fuel mixture entering the combustion chamber 2, preventing excessive mixture from causing overly intense combustion. Simultaneously, the reduced flow rate lowers the gas injection velocity, resulting in smoother diffusion of the mixture within the combustion chamber 2. This prevents the formation of localized high-speed airflow impacts and reduces the likelihood of abnormal combustion caused by unstable airflow.

[0179] When the engine is under medium load, its operation is relatively stable, and the air-fuel ratio inside the engine is equal to 1 (here, "approximately equal to" means that the value of the air-fuel ratio is slightly close to 1). At this time, selectively opening or closing the through-hole 1023 can keep the engine in the optimal combustion state, thereby ensuring engine power output while saving fuel consumption.

[0180] Taking the number of adjustment components 3 as less than the number of through holes 1023 as an example, one or two adjustment components 3 can be selectively switched to the first state, and one or two through holes 1023 are closed. At this time, the flow rate and injection speed of the high temperature and high pressure gas ejected from the through holes 1023 are moderate. The pre-combustion chamber 1 set in this way can not only speed up combustion and save fuel consumption, but also ensure that the engine has good power output.

[0181] When an engine is under light load, it requires less power. Using a leaner air-fuel mixture with an air-fuel ratio greater than 1 allows for more complete combustion, making full use of oxygen in the air to burn the fuel, thus improving fuel efficiency and reducing fuel consumption. A lean mixture allows more air to participate in combustion with the same amount of fuel, enabling the engine to operate more economically under light load.

[0182] At this time, in order to ensure the combustion efficiency of the engine, all adjustment components 3 are switched to the second state, all through holes 1023 are opened, and all through holes 1023 allow the high-temperature and high-pressure gas pre-combustion in the pre-combustion chamber 1 to pass through. At this time, the ignition energy of the ignition element 600 can also be slightly increased, so that the gas in the pre-combustion chamber 1 is ignited first. The ignited gas enters the combustion chamber of the combustion chamber 2 through the through holes 1023. At the same time, the mixture is ignited at all through holes 1023, introducing additional turbulence. In this way, misfire is avoided, the combustion speed is accelerated, and the fuel economy of the engine is improved.

[0183] It should be noted that the state switching of a single adjustment component 3 can be controlled differently according to different working scenarios. The adjustment components 3 do not affect each other. Furthermore, the control of a portion of the adjustment components 3 can be the control of half of the adjustment components 3, or the control of one-third or one-quarter of the adjustment components 3. The examples given above in this disclosure are merely illustrative examples for ease of understanding. The state switching of the adjustment components 3 in some embodiments of this disclosure is not limited to these.

[0184] As can be seen from the above description, for engines under different operating conditions, the pre-combustion chamber 1 in some embodiments of this disclosure can control the adjustment component 3 to switch between a first state and a second state to achieve three different injection modes: fewer through holes 1023, medium through holes 1023, and more through holes 1023. These three modes correspond to the three operating conditions of the engine: high load, medium load, and low load. Correspondingly, the pre-combustion chamber 1 of this disclosure can effectively achieve three functions: reducing knocking under high load, reducing fuel consumption under low load, and combining power output and fuel saving under medium load.

[0185] It should be further explained that the engine itself includes the engine control unit (ECU) and various sensors. During engine operation, the engine control unit can determine the load state of the engine based on the information fed back by various sensors (such as air flow sensor, throttle position sensor, etc.), and then adjust the air-fuel ratio in the engine to adapt to the engine load state.

[0186] In some embodiments, engine speed has a significant impact on load conditions. At lower speeds, the engine load is relatively low. This is because at low speeds, the piston moves slowly, resulting in less air and fuel entering the cylinders per working cycle, and consequently, lower engine power output. For example, at idle, the speed is typically a few hundred revolutions per minute, at which point the engine only needs to overcome its internal friction and maintain basic operational requirements, resulting in a light load. Conversely, as the speed increases, the number of working cycles per unit time increases, leading to more air and fuel entering the cylinders, increased engine power output, and a corresponding increase in load. For instance, at high speeds, the engine speed is higher, resulting in a greater load to meet the vehicle's power demands.

[0187] In other embodiments, torque is closely related to engine load conditions. Torque is the force that causes an object to rotate; for an engine, torque reflects the magnitude of its output torque. When the torque is higher, the engine can overcome greater resistance, and the load condition is heavier. For example, when climbing a hill, accelerating, or towing a heavy load, the engine needs to output greater torque, resulting in a heavier load. Conversely, under constant speed or light load conditions, less torque is required, and the engine load is relatively lighter.

[0188] Furthermore, the amount of air intake directly affects the engine's load. Air entering the engine through the air filter mixes with fuel and burns in the cylinders to generate power. Increased air intake means more air participates in combustion, allowing more fuel to burn, increasing engine output power and thus the load. For example, when the accelerator pedal is depressed, the throttle opening increases, increasing air intake and consequently the engine load. Conversely, when the accelerator is released or the engine decelerates, air intake decreases, reducing the engine load.

[0189] In the process of adjusting the through hole 1023, this disclosure also provides another adjustment method. In some embodiments of this disclosure, the adjustment component 3 can adjust the communication area between the through hole 1023 and the combustion chamber 2. That is, in some embodiments of this disclosure, the adjustment component 3 can adjust the size of the open area of ​​the through hole 1023 so that the open area of ​​the through hole 1023 can change within the range of being completely closed and completely open.

[0190] Referring to Figures 4, 5 and 12, the structures shown in the figures are three different structures of adjustment components 3 provided in this disclosure. The adjustment components 3 shown can adjust the opening or closing area of ​​the through hole 1023 while adjusting the internal volume of the pre-combustion chamber 1.

[0191] It should be noted that adjusting the internal volume of the pre-combustion chamber 1 and adjusting the opening or closing area of ​​the through hole 1023 can be done simultaneously or independently. This disclosure is only an exemplary illustration.

[0192] In one feasible implementation, referring to FIG5 and in conjunction with FIG6, in some embodiments of the present disclosure, the active chamber 1032 extends circumferentially along the inner liner 102, and the slider 302 slides circumferentially along the inner liner 102.

[0193] In the pre-combustion chamber 1 shown in Figure 5, in some embodiments, the slider 302 is a block structure that can slide circumferentially along the inner liner 102.

[0194] In other embodiments, the first hydraulic pipe 403 is a gear.

[0195] Referring to Figures 5, 6 and 7, along the direction in which the sliding member 302 slides from the connecting part 1032a into the sealing part 1032b, a connecting member is provided at the rear end of the sliding member 302. The connecting member is located on the side of the sliding member 302 near the pre-combustion chamber 103. The connecting member is connected to the gear transmission so that the sliding member 302 can slide circumferentially along the inner liner 102.

[0196] In some embodiments, referring to Figures 7, 8 and 9, when the gear rotates clockwise, the gear drives the slider 302 to slide towards the movable chamber 1032. When the slider 302 is completely inside the movable chamber 1032, the first clearance opening 1021 opens. At this time, the volume of the pre-combustion chamber 103 is at its maximum.

[0197] Accordingly, referring to Figure 10, when the gear rotates counterclockwise, the gear drives the sliding member 302 to slide away from the active chamber 1032. When the sliding member 302 slides completely out of the active chamber 1032, the first clearance opening 1021 is completely closed. At this time, the volume of the pre-combustion chamber 103 is at its minimum.

[0198] Understandably, during the sliding process of the sliding member 302, the gear and the connecting member remain fully engaged to ensure that the gear and the connecting member move synchronously. The rotation speed and steering of the gear are controlled by the vehicle's control system according to the engine's operating conditions to ensure that the compression ratio of the pre-combustion chamber 103 can change with the engine's operating conditions at any time.

[0199] Meanwhile, referring to Figure 11 and in conjunction with Figure 12, the adjustment component 3 shown in the figures also includes a first sealing member 301. It can be seen that the first sealing member 301 is provided with multiple clearance holes 3011, and one clearance hole 3011 corresponds to one through hole 1023. The first sealing member 301 is slidably disposed in the pre-combustion chamber 103. During the sliding process of the first sealing member 301, the relative position of the clearance hole 3011 and the through hole 1023 changes, and the body of the first sealing member 301 blocks the through hole 1023, so that the open area of ​​the through hole 1023 changes.

[0200] It should be noted that the blocking component 301 and the sliding component 302 can be driven separately or driven by the same driving component 400.

[0201] In some embodiments, the sealing member 301 is connected to the gear transmission. During the rotation of the gear, the gear can drive the sliding member 302 to slide, and can also drive the sealing member 301 to rotate.

[0202] In some other embodiments, the sealing member 301 is an arched member as shown in FIG7. The arched member includes a side plate 3012 and an arched portion 3013. The arched portion 3013 is attached to the bottom wall surface of the housing 110. The side plate 3012 is provided with teeth around its perimeter. The gear and the sliding member 302 are spaced apart. Along the rotation direction of the sealing member 301, the sealing member 301 meshes with the connecting member of the gear and the sliding member 302 in sequence. The gear is driven by a motor. The motor is located between the inner liner 102 and the outer wall 101. Under the driving action of the motor, the gear rotates, and the gear drives the sealing member 301 to rotate. The sealing member 301 drives the sliding member 302 to rotate. The rotation direction is not limited in this disclosure.

[0203] In another feasible embodiment, referring to FIG12, the movable chamber 1032 extends axially along the inner liner 102, and the sliding member 302 slides axially along the pre-combustion chamber 1 (i.e., the inner liner 102). Along the direction in which the sliding member 302 slides from the connecting portion 1032a into the sealing portion 1032b, a locking member 3023 is provided at the rear end of the sliding member 302. The locking member 3023 is located on the side of the sliding member 302 near the pre-combustion chamber 103, and is adapted to engage with the inner liner 102.

[0204] At this time, along the axial direction, the connecting part 1032a and the blocking part 1032b are located on both sides of the actuator 300.

[0205] In this feasible embodiment, the first hydraulic pipe 403 can be a hydraulic drive or an electromagnetic drive. The first hydraulic pipe 403 can drive the sliding member 302 to slide circumferentially along the inner liner 102; that is, the sliding member 302 slides circumferentially along the pre-combustion chamber 103, and the sliding member 302 can open or close the first clearance port 1021. At this time, along the circumferential direction, the connecting portion 1032a and the blocking portion 1032b are located on both sides of the actuator 300.

[0206] In some embodiments, the first hydraulic pipe 403 is a hydraulic drive component, which has a first power output end. The first output end is connected to the sliding member 302. Along the direction in which the sliding member 302 slides from the connecting part 1032a into the blocking part 1032b, the first power output end is located at the front end of the sliding member 302. The first power output end is adapted to push the front end to move the sliding member 302.

[0207] In order to prevent the slider 302 from sliding completely into the movable chamber 1032, along the direction in which the slider 302 slides from the connecting part 1032a into the sealing part 1032b, a snap-fit ​​member 3023 is provided at the rear end of the slider 302. The snap-fit ​​member 3023 is located on the side of the slider 302 near the pre-combustion chamber 103, and the snap-fit ​​member 3023 is adapted to snap-fit ​​with the first inner liner 102.

[0208] In this way, the snap-fit ​​3023 can effectively prevent the slider 302 from sliding excessively, ensuring that the slider 302 can slide on its preset trajectory, thus avoiding affecting the normal operation of the entire pre-combustion chamber 1.

[0209] In some embodiments, referring to FIG4, the first hydraulic pipe 403 is adapted to drive the slider 302 to move away from the first clearance opening 1021. The adjustment assembly 3 further includes a first rebound member 401, which is connected to the pre-combustion chamber 103 and connected to the side of the actuator 300 away from the drive member 400. The first rebound member 401 is adapted to drive the actuator 300 to move along a first direction, which is opposite to the direction in which the drive member 400 drives the actuator 300 to move. For example, the first rebound member 401 is adapted to drive the slider 302 to move toward the first clearance opening 1021.

[0210] It is understandable that when the first hydraulic pipe 403 releases the force applied to the sliding member 302, the sliding member 302 can return to its original position under the elastic force of the first return member 401.

[0211] During the opening or closing of the clearance opening by the slider 302, the first hydraulic pipe 403 and the first spring-loaded member 401 are located on opposite sides of the slider 302 in the direction of movement; that is, the first spring-loaded member 401 is located within the movable chamber 1032. When the force applied by the first hydraulic pipe 403 to the slider 302 increases, the slider 302 moves toward the first spring-loaded member 401, and the deformation of the first spring-loaded member 401 increases. When the force applied by the first hydraulic pipe 403 to the slider 302 decreases, the slider 302 moves away from the first spring-loaded member 401, and the deformation of the first spring-loaded member 401 decreases.

[0212] The initial state of the first return spring 401 can be either compressed and deformed, or it can be in its original length. It is understandable that when the slider 302 slides, the first return spring 401 will be compressed.

[0213] In the structure shown in Figure 4, this disclosure can also realize the control of the sealing element 301. The first adjustment component 3 also includes a second hydraulic pipe 404, which is adapted to drive the sealing element 301 to move.

[0214] In some embodiments, the sealing member 301 has the same structure as the sealing member 301 in FIG. 4. In this case, the sealing member 301 is rotatably disposed in the pre-combustion chamber 103. In some embodiments, the sealing member 301 rotates about the axis of the pre-combustion chamber 103. During the rotation of the sealing member 301, the sealing member 301 is adapted to adjust the area of ​​the through hole 1023 corresponding to the area connecting the pre-combustion chamber and the combustion chamber 2. The sealing member 301 is provided with a clearance hole 3011, which is adapted to connect the through hole 1023 and the pre-combustion chamber. The sealing member 301 is adapted to adjust the communication area between the clearance hole 3011 and the through hole 1023. That is, the driving member is adapted to drive the sealing member 301 to rotate in order to adjust the relative position of the through hole 1023 and the clearance hole 3011.

[0215] Under the control of the second power output end, the sealing component 301 can adjust the relative position relationship between the clearance hole 3011 and the through hole 1023 during rotation, so as to adjust the communication area of ​​the through hole 1023 corresponding to the pre-combustion chamber 103 and the combustion chamber 2, thereby controlling the opening degree of the through hole 1023 to realize the gas output of the pre-combustion chamber 103.

[0216] In some embodiments, the inner liner 102 is further provided with a second clearance opening 1022 on its surface, and the outer wall 101 is provided on the outside of the inner liner 102. An accommodating space 104 is formed between the inner liner 102 and the outer wall 101, and the accommodating space 104 is connected to the pre-combustion chamber 103 through the second clearance opening 1022.

[0217] It should be noted that the movable chamber 1032 and the accommodating space 104 can be a single space, and both the movable chamber 1032 and the accommodating space 104 can be the space between the outer wall 101 and the inner liner 102. The accommodating space 104 is suitable for accommodating the driving component.

[0218] In some embodiments, the sealing member 301 includes a connecting portion 3024, which is slidably disposed in the second clearance opening 1022. The second clearance opening 1022 extends circumferentially along the pre-combustion chamber 103. The side of the connecting portion 3024 opposite to the sealing member 301 is disposed in the accommodating space 104. The connecting portion 3024 includes a first end, and the second hydraulic pipe 404 is adapted to push the first end.

[0219] In this way, under the action of the first end of the connecting part 3024 pushed by the second power output end, the connecting part 3024 pushes the sealing part 301 to rotate around the pre-combustion chamber 103.

[0220] Adaptively, referring to FIG4, in some embodiments, the adjusting component 3 in some embodiments of this disclosure further includes a second rebound member 402. The second rebound member 402 is disposed within the second clearance opening 1022 along the circumference of the pre-combustion chamber 103, and the connecting portion 3024 includes a first end and a second end disposed opposite to each other. The second rebound member 402 is disposed in the pre-combustion chamber 103 and is adapted to drive the actuator 300 to rotate in a second direction, which is opposite to the direction in which the driving member 400 drives the actuator 300 to rotate.

[0221] While the second power output end pushes the first end, the second return spring 402 pushes the second end accordingly. When the second power output end releases its push on the sliding member 302, the sealing member 301 can return to its original position under the action of the second return spring 402.

[0222] The original position here can be the position where the sealing member 301 closes the through hole 1023, or the position where the sealing member 301 fully opens the through hole 1023 or partially opens the through hole 1023. This disclosure does not limit this.

[0223] The following describes the structure of the third type of pre-combustion chamber 1 provided in this disclosure:

[0224] In some embodiments, the first hydraulic pipe 403 includes an electric push rod that can drive the sealing member 301 to move away from or towards the through hole 1023, so that the sealing member 301 opens or closes the through hole 1023.

[0225] In other embodiments, in the structure shown in Figures 11 and 12, the first hydraulic pipe 403 includes an electromagnet 4031, which has an energized state and an de-energized state. By controlling the electromagnet 4031 to switch between the energized state and the de-energized state, the slider 302 can move toward or away from the first clearance opening 1021.

[0226] Driven by the electromagnet 4031, very precise position control of the slider 302 can be achieved. By adjusting the strength of the current and magnetic field, the moving distance and speed of the driven object can be precisely controlled.

[0227] As can be seen from Figure 13, the connecting part 1032a and the sealing part 1032b of the active chamber 1032 are arranged along the axial direction of the pre-combustion chamber 103.

[0228] In this way, by driving the electromagnet 4031, the extent to which the sliding member 302 covers the first clearance opening 1021 can be controlled, thereby controlling the degree of communication between the movable chamber 1032 and the pre-combustion chamber 103, and thus enabling precise adjustment of the internal volume of the pre-combustion chamber 103.

[0229] The slider 302 is at least partially magnetic. When the electromagnet 4031 is energized, the electromagnet 4031 attracts the slider 302, causing the slider 302 to slide into the connecting portion 1032a and the slider 302 to close the first clearance opening 1021.

[0230] In some embodiments, the slider 302 is provided with a magnetic part.

[0231] In other embodiments, the slider 302 is entirely a magnetic component; for example, the material of the slider 302 may be iron.

[0232] The magnetic part can be made of permanent magnet 3025 or other magnetic components.

[0233] In some embodiments, referring to FIG14, the magnetic part is disposed toward the electromagnet 4031, and the connecting part 1032a is located above the blocking part 1032b. The electromagnet 4031 is disposed on the top of the connecting part 1032a, and the sliding member 302 is located between the electromagnet 4031 and the blocking part 1032b. When the electromagnet 4031 is in a de-energized state, the electromagnet 4031 releases the attractive force generated by the sliding member 302, so that the sliding member 302 moves toward the blocking part 1032b under the gravity of the blocking member 301 and opens the first clearance opening 1021.

[0234] In some embodiments, the slider 302 includes a fixing part 3022 and a sliding part 3021. The fixing part 3022 is disposed in the movable chamber 1032, and the sliding part 3021 is slidably sleeved on the fixing part 3022. The sliding part 3021 is provided with a corresponding magnetic part.

[0235] Understandably, the fixed part 3022 guides the sliding part 3021. In this way, when the electromagnet 4031 is de-energized, the electromagnet 4031 releases the attractive force generated by the sliding part 3021, so that the sliding part 3021 moves towards the sealing part 1032b under the gravity of the sealing member 301, and closes or shuts off the first clearance opening 1021.

[0236] In the structure shown in Figure 14, the adjustment component 3 includes a sealing member 301, which is slidably connected to the pre-combustion chamber 1. The sealing part 1032b is provided on the side of the through hole 1023 facing the pre-combustion chamber 103. During the movement of the sealing member 301, the sealing member 301 is adapted to fully open or partially open the through hole 1023.

[0237] The shell 110 of the pre-combustion chamber 1 includes a bottom plate 106, which has a through hole 1023 for injecting gas, and the bottom plate 106 arches away from the pre-combustion chamber 103.

[0238] In some embodiments, the sealing member 301 forms a sealing surface on the surface facing the base plate 106, which is used to close the through hole 1023. That is, the sealing surface is adapted to the inner surface of the base plate 106. When the sealing surface is in close contact with the inner surface of the base plate 106, gas leakage can be effectively prevented, thereby achieving better gas flow control.

[0239] In this way, when the number of through holes 1023 in the pre-combustion chamber 1 needs to be increased, by energizing the electromagnet 4031, the sealing member 301 can move away from the through hole 1023 under the action of magnetic attraction, thereby opening the corresponding through hole 1023 and increasing the amount of gas ejected from the pre-combustion chamber 1.

[0240] Furthermore, in some embodiments of this disclosure, the pre-combustion chamber 1 has different effects on the compression ratio of the engine system under different injection methods. Here, the engine compression ratio refers to the ratio of the maximum volume of the engine cylinder at bottom dead center to the minimum volume of the engine cylinder at top dead center.

[0241] When the engine is operating under low load, all adjustment components 3 switch to the second state. Correspondingly, the electromagnet 4031 is energized, attracting the sealing element 301. As the sealing element 301 moves away from the through-hole 1023, it gradually enters the space of the pre-combustion chamber 1. Since the sealing element 301 has a certain volume, its entry into the pre-combustion chamber 1 occupies the space that could originally hold gas, effectively reducing the volume of the pre-combustion chamber 1. Consequently, less air-fuel mixture enters the pre-combustion chamber 1 during the compression stroke, resulting in a relatively larger amount of air-fuel mixture participating in compression in the main combustion chamber 2. This causes an increase in pressure and temperature in the main combustion chamber 2 at the end of compression. The increased pressure and temperature in the main combustion chamber 2 after compression signifies an increase in the compression ratio.

[0242] Since through-hole 1023 is fully open, the system's compression ratio is at its highest.

[0243] When the engine is operating under low load, all adjustment components 3 switch to the second state. Correspondingly, the electromagnet 4031 is energized, generating an attractive force on the sealing component 301. As the sealing component 301 moves away from the through hole 1023, it gradually enters the space of the pre-combustion chamber 1. Because the sealing component 301 has a certain volume...

[0244] When all the sealing components 301 open the corresponding through holes 1023, compared with the device that uses a transmission ignition component for ignition, this disclosure can significantly improve the compression ratio of the system.

[0245] In some embodiments, referring to FIG12, the pre-combustion chamber 1 in some embodiments of this disclosure further includes a cooling assembly 500, which is connected to the housing 110.

[0246] The pre-combustion chamber 1 generates a significant amount of heat during engine operation. The cooling assembly 500 effectively dissipates this heat, preventing the pre-combustion chamber 1 from overheating. Excessive temperature can cause deformation and damage to the internal components of the pre-combustion chamber 1, affecting the normal operation of the engine. For example, excessive temperature may cause components such as the piston and valves in the pre-combustion chamber 1 to expand, resulting in reduced clearances, increased frictional resistance, and even seizing. By lowering the temperature, the cooling assembly 500 ensures that all components of the pre-combustion chamber 1 operate within a suitable temperature range, maintaining the engine's stable performance.

[0247] In some embodiments, the cooling assembly 500 includes a liquid cooling element and a connecting pipe adapted to allow refrigerant to enter or exit.

[0248] The connecting pipe includes an inlet pipe and an outlet pipe. The liquid cooling component is located in the housing 110. The inlet pipe is connected to the inlet end of the liquid cooling component and passes through the housing 110. The outlet pipe is connected to the outlet end of the liquid cooling component and passes through the housing 110.

[0249] In some embodiments, the liquid cooling component is disposed between the inner liner 102 of the housing 110 and the outer wall 101 of the housing 110.

[0250] In some embodiments, the liquid cooling component is a water cooling component, in which case the inlet and outlet water pipes are connected to the vehicle's cooling system, and the heat generated by the pre-combustion chamber 1 is absorbed by the circulating coolant.

[0251] Furthermore, by adjusting the liquid flow rate at the inlet end of the water inlet pipe, that is, by automatically adjusting the liquid flow rate and temperature according to the engine's operating status, the pre-combustion chamber 1 is ensured to always operate within a suitable temperature range.

[0252] In other embodiments, the liquid cooling component can also be a phase change liquid cooling component. When the temperature of the pre-combustion chamber 1 rises, the phase change material of the phase change liquid cooling component can absorb heat and undergo a phase change, changing from a solid state to a liquid state, thereby achieving cooling of the pre-combustion chamber 1. When the engine stops working or the temperature of the pre-combustion chamber 1 decreases, the phase change material will change from a liquid state to a solid state again, releasing the absorbed heat.

[0253] In some embodiments, this disclosure also provides a control method for the pre-combustion chamber 1. The subject executing the method can be a vehicle system or various devices / modules in the vehicle system, such as the power system. This disclosure does not limit the specific implementation of this method.

[0254] The control method includes: controlling the position of the regulating component 3 according to the ignition requirements to adjust the pressure and / or temperature in the pre-combustion chamber 103.

[0255] In some embodiments, adjusting the pressure and / or temperature within the pre-combustion chamber 103 includes adjusting the magnitude of the jet energy ejected from the pre-combustion chamber 103.

[0256] Therefore, this disclosure can control the position of the regulating component 3 according to different ignition requirements, and can precisely adjust the pressure and / or temperature in the pre-combustion chamber 103, thereby creating the most suitable environmental conditions for ignition.

[0257] In some embodiments, the position of the adjusting component 3 is controlled according to ignition requirements to adjust the energy of the jet ejected from the pre-combustion chamber 103, including:

[0258] The control and adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103; and / or, the control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0259] When a larger jet energy is required for ignition, the internal volume of the pre-combustion chamber 103 can be reduced by adjusting component 3. This compresses the gas within the pre-combustion chamber 103, increasing its pressure and giving it greater kinetic energy when injected into the combustion chamber 2, thus increasing the jet energy. Conversely, when a smaller jet energy is required, the internal volume of the pre-combustion chamber 103 is increased. In this case, the pressure within the pre-combustion chamber 103 decreases, reducing the kinetic energy of the gas as it is injected into the combustion chamber 2, and consequently reducing the jet energy.

[0260] To increase jet energy, the communication area between the pre-combustion chamber 103 and the combustion chamber 2 can be increased by adjusting component 3. This allows more high-energy gas to enter the combustion chamber 2 quickly, increasing the jet flow rate and velocity, thereby increasing the jet energy. Conversely, when it is necessary to reduce jet energy, the communication area can be decreased. This limits the velocity and amount of gas flowing from the pre-combustion chamber 103 to the combustion chamber 2, thus reducing the jet energy.

[0261] In some embodiments of this disclosure, the method further includes: controlling the position of the regulating component 3 according to the engine load to regulate the engine pressure and / or temperature.

[0262] It should be noted that, in some embodiments of this disclosure, the engine pressure mentioned refers to the pressure inside the engine cylinder, and the engine temperature refers to the temperature inside the engine cylinder.

[0263] Correspondingly, the position of the regulating component 3 is controlled according to the engine load to regulate the engine pressure and / or temperature, including:

[0264] The control and adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103; and / or, the control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0265] In some embodiments, the position of the regulating component 3 is controlled according to the engine load to regulate the engine pressure and / or temperature, including:

[0266] When the engine load is less than the first preset load, the control adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103 to the first volume; and / or,

[0267] The control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the first area.

[0268] In some embodiments, to further adapt to changes in engine load, some embodiments of this disclosure control the position of the regulating component 3 according to the engine load to regulate the engine pressure and / or temperature, including:

[0269] When the engine load exceeds the second preset load, the control adjustment component 3 adjusts the internal volume of the pre-combustion chamber 103 to the second volume; and / or,

[0270] The control and adjustment component 3 adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the second area;

[0271] The first preset load is less than the second preset load; the first volume is less than the second volume; the first area is greater than the second area.

[0272] In some embodiments, controlling the position of the regulating component according to the engine load to regulate the engine pressure and / or temperature includes:

[0273] When the engine load is between a first preset load and a second preset load, the control adjustment component adjusts the internal volume of the pre-combustion chamber 103 to a third volume; and / or,

[0274] The control and adjustment component adjusts the communication area between the pre-combustion chamber 103 and the combustion chamber 2 to the third area.

[0275] The third volume is between the second volume and the first volume; the third area is between the second area and the first area.

[0276] In some embodiments, the control method disclosed herein further includes: controlling the cooling capacity of the cooling assembly 500 according to the ignition requirements of the pre-combustion chamber 1.

[0277] In some embodiments, controlling the cooling capacity of the cooling assembly 500 according to the ignition requirements of the pre-combustion chamber 103 includes: adjusting the cooling assembly 500 to different cooling capacities according to different ignition requirements of the pre-combustion chamber 103.

[0278] In some embodiments, the method includes:

[0279] When the pre-combustion chamber 1 is in the first ignition requirement, the cooling capacity of the control cooling component 500 is the first cooling capacity.

[0280] When the pre-combustion chamber 1 is in the second ignition demand, the cooling capacity of the control cooling component 500 is the second cooling capacity.

[0281] When the pre-combustion chamber 1 is in the third ignition requirement, the cooling capacity of the control cooling component 500 is the third cooling capacity.

[0282] The first cooling capacity is greater than the second cooling capacity, and the third cooling capacity is greater than the second cooling capacity but less than the first cooling capacity.

[0283] In this way, the cooling component 500 in some embodiments of this disclosure can be precisely adapted to ignition conditions. Different ignition scenarios have different requirements for the temperature of the pre-combustion chamber 103. For example, during engine cold starts, a higher temperature is required to promote fuel evaporation and mixing. At this time, the cooling capacity of the cooling component 500 can be reduced, or even the cooling can be stopped, allowing the pre-combustion chamber 103 to heat up rapidly to reach a temperature suitable for ignition. However, during high-load operation, the temperature of the pre-combustion chamber 103 is prone to becoming too high, which may lead to problems such as knocking. In this case, increasing the cooling capacity of the cooling component 500 can quickly reduce the temperature and ensure the stability and reliability of ignition.

[0284] Secondly, it can improve combustion efficiency. A suitable temperature helps optimize the mixing of fuel and air. When the cooling capacity is adjusted according to ignition requirements, the temperature within the pre-combustion chamber 103 can be maintained within the optimal range, promoting complete fuel combustion and reducing the formation of incomplete combustion products. This not only improves energy utilization but also reduces pollutant emissions, making the engine more environmentally friendly and energy-efficient.

[0285] Furthermore, it effectively protects engine components. Excessive temperature in the pre-combustion chamber 103 can cause thermal damage to surrounding components, shortening their service life. By controlling the cooling capacity of the cooling component 500, the temperature of the pre-combustion chamber 103 can be kept within a safe range, reducing wear, deformation, and damage to components caused by overheating, thereby extending the overall service life of the engine and reducing maintenance costs.

[0286] Finally, the engine's adaptability to different operating conditions is enhanced. Whether under different load conditions, such as low load in urban traffic congestion and high load on highways, or in different ambient temperatures, the cooling component 500 can adjust the cooling capacity according to the ignition requirements of the pre-combustion chamber 103, so that the engine always maintains a good working condition and provides stable power output to the vehicle.

[0287] Current engine pre-combustion chambers typically have a casing, with an ignition element housed within the casing to ignite the fuel entering the chamber. This allows the relatively small amount of fuel burning in the pre-combustion chamber to ignite the larger amount of fuel in the engine's combustion chamber. However, current pre-combustion chamber structures are not adapted to different load conditions during ignition, making it difficult to meet the ignition requirements under various operating conditions. Furthermore, they exhibit a certain degree of knocking, affecting the service life of the pre-combustion chamber.

[0288] In some embodiments of this disclosure, as shown in Figures 15 to 19, a pre-combustion chamber 1 is provided, which can be configured into the combustion chamber of an engine to ignite fuel in the combustion chamber. It includes: a housing 110, an adjustment assembly 3, and a drive member 400.

[0289] The housing 110 has a pre-combustion chamber 103 and a pre-combustion passage 112 that connects the pre-combustion chamber 103 to the outside. When the pre-combustion chamber 1 is integrated into the engine for igniting fuel in the combustion chamber, the housing 110 can communicate with the combustion chamber through the pre-combustion passage 112, allowing fuel to enter the housing 110 through the pre-combustion passage 112 and be ignited inside the housing 110. The fuel ignited inside the housing 110 then ignites the fuel in the engine combustion chamber through the pre-combustion passage 112, thus realizing the combustion reaction of fuel in the engine.

[0290] The adjustment component 3 is movably connected to the housing 110 so as to change the effective volume of the pre-combustion chamber 103 when the adjustment component 3 moves relative to the housing 110.

[0291] The effective volume mentioned in this disclosure refers to the space volume in the pre-combustion chamber 103 that can be filled with fuel, that is, the size of the space that fuel entering the pre-combustion chamber 103 from the pre-combustion channel 112 can fill. In some embodiments of this disclosure, since an adjustment component 3 is provided that is movably disposed relative to the housing 110, the volume of the housing 110 is variable, that is, the variable volume of the pre-combustion chamber 103 can be adjusted according to the use needs, so that the fuel concentration entering the pre-combustion chamber 103 can be changed in the same time period, thereby realizing the adjustment of the fuel compression ratio in the pre-combustion chamber 103.

[0292] Therefore, by adopting the above scheme, this disclosure can flexibly adjust the fuel concentration in the pre-combustion chamber 103 during fuel combustion by moving the adjustment component 3 relative to the housing 110. That is, it can change the compression ratio of the housing to the incoming fuel. Thus, the engine integrating the pre-combustion chamber 1 of this disclosure can flexibly adjust the fuel ignition process control under different operating conditions such as low-load anti-knock, medium-load and high-load, to match the process control requirements of different operating conditions for fuel combustion reaction, reduce fuel consumption, and improve the working stability of the pre-combustion chamber 1 and the engine equipped with the pre-combustion chamber 1.

[0293] In some embodiments, the adjustment component 3 can also change the effective opening of the pre-combustion channel 112 when it moves relative to the housing 110.

[0294] The effective opening mentioned in this disclosure refers to the ratio of the actual size of the opening in the pre-combustion channel 112 that allows fuel to pass through to the maximum size of its opening that allows fuel to pass through. By providing the actuator 3 and the drive member 400, this disclosure allows the movement of the actuator 3 to change the effective opening of the pre-combustion channel 112, thereby adjusting the rate at which fuel passes through the pre-combustion channel 112 as needed. That is, during the movement of the adjustment component 3 relative to the housing 110, the compression ratio of the fuel ignited in the pre-combustion chamber 103 can be controlled by further adjusting the rate of fuel passing through the pre-combustion channel 112, which is beneficial for achieving flexible adjustment of the combustion process under different operating conditions.

[0295] In some embodiments, the adjustment component 3 includes: an actuator 300, a drive component 400, and a prime mover 123.

[0296] The actuator 300 is movably disposed within the pre-combustion chamber 103. In some embodiments, the actuator 300 may be rotatably disposed within the pre-combustion chamber 103, for example.

[0297] The drive unit 400 is used to drive the actuator 300 to change the effective volume of the pre-combustion chamber 103 and the effective opening of the pre-combustion channel 112.

[0298] The prime mover 123 is used to provide the power required by the drive member 400, that is, the prime mover 123 drives the drive member 400 to work, and the drive member 400 can drive the actuator 300 to move relative to the housing 110. It can be understood that the drive member 400 is equivalent to the transmission part between the prime mover 123 and the actuator 300 at this time.

[0299] In some embodiments, the prime mover 123 is configured as an electric motor. Of course, depending on actual usage requirements, those skilled in the art can also flexibly configure the prime mover 123 as an electric telescopic rod or the like, and configure a corresponding drive component 400 for transmission to enable the prime mover 123 to drive the adjustment component 3 to move relative to the housing 110.

[0300] In some embodiments, the housing 110 has a wiring cavity 113. The wiring cavity 113 is used to accommodate wires that are electrically connected to the motor, that is, the motor is electrically connected to the outside through the wires in the wiring cavity 113, thereby supplying power to the motor.

[0301] In some embodiments, the pre-combustion chamber 1 further includes a protective cover 130. The protective cover 130 is located between the prime mover 123 and the pre-combustion chamber 103. The protective cover 130 covers the prime mover 123 to isolate the prime mover 123 from the pre-combustion chamber 103. Considering that the pre-combustion chamber 1 is used to ignite fuel, the fuel is ignited in the pre-combustion chamber 103, releasing a large amount of heat. By providing the protective cover 130, the prime mover 123 can be prevented from being directly exposed to the ignited fuel over a large area, reducing the possibility of overheating of the prime mover 123 and improving the operational stability of the prime mover 123.

[0302] In some embodiments, the housing 110 is provided with a device cavity 114 to accommodate the prime mover 123 and / or the drive member 400, that is, the housing 110 is provided with space for assembling the prime mover 123 and / or the drive member 400, thereby directly integrating the prime mover 123 and / or the drive member 400 inside the housing 110, so as to make full use of the space inside the housing and reduce the space occupied by the pre-combustion chamber 1.

[0303] In some implementations, as shown in FIG17, the motor may be housed solely within the device cavity 114, with its output shaft extending into the pre-combustion chamber 103 and connected to the drive unit 400 within the pre-combustion chamber 103 to drive the drive unit 400 within the pre-combustion chamber 103. It is understood that, as shown in FIGS. 16 and 17, the wiring cavity 113 communicates with the device cavity 114 to enable the motor to be connected to a wire.

[0304] In some embodiments, the housing 110 is provided with a fixed chamber 1031 and a movable chamber 1032.

[0305] The fixed chamber 1031 provides a fixed volume for the pre-combustion chamber 103. The movable chamber 1032 provides a variable volume for the pre-combustion chamber 103. The volume of the movable chamber 1032 changes when the adjusting assembly 3 rotates relative to the housing 110.

[0306] As shown in Figure 16, in some embodiments, the movable chamber 1032 is located on the inner wall of the housing 110 and surrounds the periphery of the fixed chamber 1031. During the movement of the adjusting component 3 relative to the housing 110, the volume of a portion of the movable chamber 1032 connected to the fixed chamber 1031 changes, thereby adjusting the effective volume of the pre-combustion chamber 103.

[0307] In some embodiments, the actuator 300 includes a toothed structure 300a. In some embodiments, as shown in Figures 17 and 18, the actuator 300 includes a transmission portion 300e, which is configured to provide a transmission region that cooperates with the drive member 400 to transmit power provided by the drive member 400 to the actuator 300. The toothed structure 300a is configured to be formed on the transmission region of the transmission portion 300e, that is, the toothed structure 300a is used to cooperate with the drive member 400 to cause the drive member 400 to drive the actuator 300 to rotate relative to the housing 110.

[0308] In some embodiments, as shown in Figures 17 and 18, the actuator 300 further includes a closing portion 300b. This closing portion 300b is connected to the toothed structure 300a to close at least a portion of the movable chamber 1032 when the toothed structure 300a is in motion. Specifically, during the movement of the toothed structure 300a by the drive member 400, the closing portion 300b adjusts its relative position to the movable chamber 1032, thereby changing the volume of the portion of the movable chamber 1032 that connects to the fixed chamber 1031. This adjusts the variable volume of the movable chamber 1032, and consequently, the effective volume of the pre-combustion chamber 103.

[0309] In some embodiments, as shown in FIG18, the actuator 300 further includes a connecting portion 3024, which protrudes from the side of the transmission portion 300e and is connected between the transmission portion 300e and the enclosure portion 300b. The toothed structure 300a and the movable head 300c are provided at opposite ends of the transmission portion 300e, so that the toothed structure 300a, the enclosure portion 300b, the movable head 300c and the transmission portion 300e are integrated into one unit.

[0310] Correspondingly, a slot 119 is formed on the housing 110 that communicates with the movable chamber 1032, which provides space for the closed part 300b to move relative to the housing 110. That is, the closed part 300b moves between the movable chamber 1032 and the slot 119, thereby adjusting the size of the part of the space connected to the fixed chamber 1031 by the movable chamber 1032 during the movement, so as to adjust the effective volume of the pre-combustion chamber 103.

[0311] In some embodiments, the drive element 400 is configured as a gear that meshes with the toothed structure 300a, for example, through mutual meshing. In some embodiments, the gear may be coaxially connected to the motor shaft of the motor. In this way, driving the actuator 300 relative to the housing 110 via gear transmission can withstand the relatively high temperature environment at the housing 110 compared to transmission methods such as belt transmission and chain transmission.

[0312] In some embodiments, as shown in FIG17, the toothed structure 300a can be configured as a complete gear ring formed on the transmission part 300e. However, the shape of the toothed structure 300a is not unique. For example, it can also be configured as part of the complete gear ring shown in FIG17 and remain engaged with the gear during the movement of the actuator 300 relative to the housing 110, so that the power provided by the prime mover 123 is transmitted to the actuator 300 through gear transmission.

[0313] In some embodiments, the housing 110 includes a pre-combustion head 115. The pre-combustion head 115 is provided with a plurality of through holes 1023 communicating with the pre-combustion chamber 103. The through holes 1023 can be used to allow fuel to enter the pre-combustion chamber 103. That is, at least a portion of the pre-combustion channel 112 of the housing 110 is configured as the through holes 1023 in the pre-combustion head 115.

[0314] In some embodiments, the actuator 300 further includes a movable head 300c. The movable head 300c is provided with a plurality of clearance holes 3011 that can be aligned with the through hole 1023. During the movement of the adjusting component 3 relative to the housing 110, the relative positions of the through hole 1023 and the clearance holes 3011 change. In other words, the space for fuel passage formed by the through hole 1023 can be regarded as the aforementioned pre-combustion channel 112. By adjusting the relative positions of the through hole 1023 and the clearance holes 3011, the space available for fuel passage in the pre-combustion channel changes. This process can be regarded as adjusting the effective opening of the pre-combustion channel 112.

[0315] As shown in Figures 16 and 17, in the embodiment illustrated in the figures, the movable head 300c and the toothed structure 300a are fixedly connected by the transmission part 300e, or the three are integrally formed, so that the movable head 300c can rotate relative to the housing 110 under the drive of the motor and the transmission of the gear and the toothed structure 300a. During the process, the clearance hole 3011 of the movable head 300c can be aligned with the through hole 1023, or the solid wall thickness near the part of the movable head 300c that forms the through hole 1023 at least partially blocks the through hole 1023, thereby forming a gap between the wall thickness of the movable head 300c and the through hole 1023, connecting the inside and outside of the pre-combustion chamber 103.

[0316] As the movable head 300c rotates, its solid wall thickness can change the size of the portion of the space in the through hole 1023 that allows fuel to pass through. When the movable head 300c rotates until its solid wall thickness completely blocks the space between the through hole 1023 and the pre-combustion chamber 103, the opening of the pre-combustion channel 112 is 0. When the movable head 300c rotates until the clearance hole 3011 aligns with the through hole 1023, the through hole 1023 is completely exposed outside the pre-combustion chamber 103, and the opening of the pre-combustion channel 112 is 100%. The diameter of the clearance hole 3011 can be greater than, equal to, or smaller than the diameter of the through hole 1023.

[0317] Therefore, by controlling the rotation angle of the movable head 300c relative to the pre-combustion head 115, the effective opening of the pre-combustion channel 112 can be changed.

[0318] In some embodiments, as shown in Figures 16 and 17, the pre-combustion head 115 is approximately hemispherical and has through holes 1023. The number of through holes 1023 can be configured as needed, for example, it can be 3, 4, or 5, and the through holes 1023 are spaced apart. The shape of the movable head 300c is adapted to the shape of the pre-combustion head 115 so that the two can fit together so that the solid wall thickness of the movable head 300c can be used to seal the through holes 1023.

[0319] In some embodiments, the closure portion 300b is fixedly connected or integrally formed to the portion between the movable head 300c and the toothed structure 300a, and the closure portion 300b blocks the fixed chamber 1031 and the movable chamber 1032. During the rotation of the toothed structure 300a, the closure portion 300b rotates accordingly, and the volume of the portion of the fixed chamber 1031 exposed to the movable chamber 1032 gradually changes.

[0320] Using the above scheme, during the movement of the actuator 300, the closed part 300b moves relative to the housing 110, causing the volume of the part of the movable chamber 1032 connected to the channel fixed chamber 1031 to change, thereby changing the overall volume of the housing 110, that is, changing the effective volume of the housing 110.

[0321] In some embodiments, the pre-combustion chamber 1 further includes an ignition element 600. The ignition element 600 is mounted to the housing 110. The ignition electrode 141 of the ignition element 600 is disposed within the pre-combustion chamber 103. After fuel enters the pre-combustion chamber 103, the ignition electrode 141 operates to ignite the fuel. The working principle of igniting fuel using the ignition electrode 141 of the ignition element is not the focus of the improvement of the technical solution of this disclosure, and will not be described in detail here.

[0322] In some implementations, as shown in Figure 15, the pre-combustion chamber 103 of the housing 110 is threaded both inside and outside. The thread inside the pre-combustion chamber 103 is adapted to the thread on the ignition element 600, meaning the ignition element 600 can be fixed inside the pre-combustion chamber 103 by a threaded connection. The thread outside the pre-combustion chamber 103 is adapted to the thread on the engine cylinder head 200, meaning the housing 110 can be assembled and fixed to the engine cylinder head 200 by a threaded connection. When the housing 110 is assembled onto the engine, a gasket 12 made of rubber or other materials can be placed between the outer wall of the housing 110 and the engine for cushioning and sealing.

[0323] In some embodiments, as shown in Figures 21 and 22, this disclosure provides a method for controlling a pre-combustion chamber, applicable to igniting fuel using the aforementioned pre-combustion chamber 1, comprising:

[0324] S110. According to the ignition requirements, control the position of the adjustment component 3 relative to the housing 110 to adjust the effective volume of the pre-combustion chamber 103.

[0325] S120. Fuel is introduced into the pre-combustion chamber 103 from the pre-combustion channel and ignited.

[0326] In some embodiments, S110 includes:

[0327] Adjusting the position of the closed part 300b of the adjustment component 3 relative to the movable chamber 1032 of the housing 110 changes the effective volume of the pre-combustion chamber 103.

[0328] In some embodiments, S110 further includes:

[0329] S111. Adjust the position of the adjustment component 3 relative to the housing 110 to change the effective volume of the pre-combustion chamber and the effective opening of the pre-combustion channel.

[0330] Adjust the relative position of the active head 300c of the adjustment component 3 and the pre-combustion head 115 of the housing 110 to change the effective opening of the pre-combustion channel 112 of the housing 110.

[0331] The pre-combustion chamber control method provided in this disclosure can adjust the effective volume of the pre-combustion chamber 103 before ignition to adjust the compression ratio of the fuel entering the pre-combustion chamber 103, thereby flexibly adjusting the combustion process according to different operating conditions.

[0332] In some embodiments, as shown in FIG20, this disclosure provides an engine that includes the aforementioned pre-combustion chamber 1, and the engine has all the beneficial effects of the aforementioned pre-combustion chamber 1, which will not be repeated here.

[0333] In some embodiments, as shown in Figures 23, 24, and 25, this disclosure provides an engine control method applicable to controlling the ignition of the aforementioned engine 10, including:

[0334] S210. According to the ignition requirements, control the position of the adjustment component relative to the housing to adjust the effective volume of the pre-combustion chamber.

[0335] According to the engine load requirements, the position of the control adjustment component 3 relative to the housing 110 is adjusted to adjust the effective volume of the pre-combustion chamber 103.

[0336] S220, fuel is introduced into the pre-combustion chamber 103 of the engine and ignited.

[0337] S210 includes:

[0338] S211. Adjust the position of the adjustment component relative to the housing to change the effective volume and effective opening of the pre-combustion chamber.

[0339] Adjusting the position of the closed portion 300b of the adjusting assembly 3 relative to the movable chamber 1032 of the housing 110 changes the effective volume of the pre-combustion chamber 103; and / or,

[0340] Adjust the position of the movable head 300c of the adjustment component 3 relative to the pre-combustion head 115 of the housing 110 to change the effective opening of the pre-combustion channel 112.

[0341] In some implementations, the ignition requirements and engine load requirements mentioned in some embodiments of this disclosure refer to the work that the engine needs to provide to vehicles or other equipment that integrate the engine to ensure their normal operation. In actual use, the ignition requirements can be determined by the engine load. In some embodiments of this disclosure, the engine load is at least divided into low load, medium load, and high load. However, the determination of low load, medium load, and high load may vary depending on parameters such as engine model and fuel type.

[0342] This disclosure provides a method for determining the low-load, medium-load, and high-load operating conditions of an engine. The engine's external characteristic curve is generally considered to be the engine's maximum output distortion curve, corresponding to the engine at full load output (hereinafter referred to as WOT).

[0343] As shown in Figure 26, taking a turbocharged engine as an example, the low-load operating condition of the engine is generally a non-knock operating condition. In the external characteristic curve diagram, it generally corresponds to the interval that is relatively far away from the external characteristic curve within the range defined by the horizontal and vertical axes. This interval is regarded as the low-load interval corresponding to the low-load operating condition. At this time, the maximum value of the engine load is generally 20-40% of WOT. For example, the minimum value of the engine load under low load is 30% of WOT.

[0344] The medium-load range corresponding to the medium-load condition of an engine is generally understood as the high-efficiency and economical range. In the external characteristic curve diagram, the medium-load range is generally represented as the range between the low-load range and the high-load range within the range defined by the horizontal and vertical axes. At this time, the engine load is between the low load and the high load.

[0345] In the external characteristic curve diagram, the high load condition of an engine is generally represented by a distance relatively far from the external characteristic curve within the range defined by the horizontal and vertical axes. This range is regarded as the high load range corresponding to the high load condition. At this time, the minimum value of the engine load is generally taken as 50-70% of WOT. For example, the minimum value of the engine load under high load is 60% of WOT.

[0346] In some embodiments, S211 further includes:

[0347] When the engine load is less than the first preset load, the position of the closed portion 300b of the adjusting assembly 3 relative to the movable chamber 1032 of the housing 110 is adjusted so that the pre-combustion chamber 103 has a first effective volume; and / or,

[0348] Adjust the position of the movable head 300c of the adjustment component 3 relative to the pre-combustion head 115 of the housing 110 so that the pre-combustion channel 112 has a first effective opening.

[0349] In some implementations, the engine's first preset load condition can correspond to the engine's low load condition.

[0350] In some embodiments, S211 further includes:

[0351] When the engine load exceeds the second preset load, the position of the closed portion 300b of the adjusting assembly 3 relative to the movable chamber 1032 of the housing 110 is adjusted so that the pre-combustion chamber 103 has a second effective volume; and / or,

[0352] Adjust the position of the movable head 300c of the adjustment component 3 relative to the pre-combustion head 115 of the housing 110 so that the pre-combustion channel 112 has a second effective opening.

[0353] The first preset load is less than the second preset load; the first effective volume is less than the second effective volume; the first effective opening degree is greater than the second effective opening degree.

[0354] In some implementations, the engine's second preset load condition can correspond to the engine's high load condition.

[0355] In some embodiments, S211 further includes:

[0356] Based on the engine load requirements, the position of the control adjustment component 3 relative to the housing 110 is adjusted to regulate the effective volume of the pre-combustion chamber 103, including:

[0357] When the engine load is between a first preset load and a second preset load, the position of the closed portion 300b of the adjusting assembly 3 relative to the movable chamber 1032 of the housing 110 is adjusted so that the pre-combustion chamber 103 has a third effective volume; and / or,

[0358] Adjust the position of the movable head 300c of the adjustment component 3 relative to the pre-combustion head 115 of the housing 110 so that the pre-combustion channel 112 has a third effective opening.

[0359] The third effective volume is between the second effective volume and the first effective volume; the third effective opening is between the second effective opening and the first effective opening.

[0360] In some implementation schemes, the engine operating at the third preset load condition can correspond to the engine operating at a medium load condition.

[0361] In some embodiments, S220 includes:

[0362] S221. Fuel is introduced into the combustion chamber of the engine, so that the fuel enters the pre-combustion chamber 103 from the pre-combustion passage 112;

[0363] S222. The ignition element 600 provided on the housing 110 is used to ignite the fuel in the pre-combustion chamber 103, so that the ignited fuel enters the combustion chamber from the pre-combustion channel 112 to ignite the fuel in the combustion chamber.

[0364] The engine control method disclosed herein can adjust the effective volume of the pre-combustion chamber 103 before ignition to adjust the compression ratio of the fuel entering the pre-combustion chamber 103, thereby flexibly adjusting the combustion process according to different operating conditions.

[0365] The following is an exemplary description of the ignition condition of the engine 10 configured with the above-mentioned pre-combustion chamber 1 provided in this disclosure. It is understood that the following exemplary description can also serve as an exemplary description of the implementation scheme of the engine control method mentioned above.

[0366] When the engine is operating under low load, the concentration of the fuel-air mixture inside the engine is relatively low (i.e., air-fuel ratio > 1, at which point fuel combustion is lean combustion), requiring a larger ignition energy. At this time, the motor drives the gear to rotate, and the movable head 300c rotates to make the pre-combustion passage 112 open to 100%, that is, the clearance hole 3011 is directly opposite the through hole 1023, at which point the through hole 1023 is completely exposed outside the pre-combustion chamber 103. The closed part 300b is at this time in a state where the variable volume is 0, that is, the movable chamber 1032 is isolated from the fixed chamber 1031, the effective volume of the pre-combustion chamber 103 is at its minimum, and the compression ratio of the engine is at its maximum. At this time, the ignition element 600 only needs to ignite with relatively less ignition energy to ignite the fuel inside the housing 110. The hot mixture enters the main combustion chamber of the engine through the jet, burns the mixture, and introduces additional turbulence. In this way, misfire is avoided, the combustion rate is accelerated, and the fuel economy of the engine is improved.

[0367] When the engine is under medium load, the concentration of the internal fuel-air mixture is normal (air-fuel ratio = 1, normal combustion). The motor-driven gear rotates a certain angle (e.g., 15° relative to the position where the through hole 1023 is completely exposed outside the pre-combustion chamber 103). Only a portion of the cross-section of the through hole 1023 is exposed outside the pre-combustion chamber 103, and the opening of the pre-combustion channel 112 decreases. The rotation of the closed part 300b exposes part of the movable chamber 1032 to the fixed chamber 1031, increasing the effective volume of the pre-combustion chamber 103. The overall compression ratio of the engine is moderate. This state of the casing 110 not only accelerates combustion and saves fuel consumption but also provides good power output. When the engine is under high load, the concentration of the internal fuel-air mixture is high (air-fuel ratio < 1, enriched condition), the engine exhaust temperature is high, the tendency for knocking is enhanced, the motor-driven gear rotates at a larger angle (e.g., 30° relative to the position where the through hole 1023 is completely exposed outside the pre-combustion chamber 103), the through hole 1023 is more obstructed by the movable head 300c, the opening of the pre-combustion passage 112 is further reduced, the closed part 300b rotates and exposes the movable chamber 1032 to the fixed chamber 1031, the effective volume of the housing 110 is further increased, and the overall compression ratio of the engine is also minimized. This state not only alleviates engine knocking, but also reduces the ignition energy of the ignition element 600 and improves the life of the ignition element 600. Therefore, by adjusting the opening of the pre-combustion passage 112 and the overall compression ratio through gear transmission, the EGR rate can be further improved in the high-efficiency range of the engine, the low fuel consumption MAP range of the engine 10 can be expanded, and the overall economic performance of the engine can be optimized.

[0368] In related technologies, to improve the energy efficiency of engine ignition systems, pre-combustion chamber technology is employed. This technology divides the engine cylinder into a combustion chamber and a pre-combustion chamber. The ignition element (spark plug) is installed in the pre-combustion chamber. After ignition, the flame in the pre-combustion chamber enters the combustion chamber through a nozzle and burns the air-fuel mixture inside. However, in these technologies, the compression ratio within the pre-combustion chamber cannot be adjusted, which is detrimental to the engine's fuel economy under different operating conditions.

[0369] This disclosure provides an engine according to some embodiments. Please refer to Figures 28 to 30. The engine 100 includes a cylinder head 200, a cylinder, a pre-combustion chamber 1, a combustion chamber 2, and an ignition element 600.

[0370] The cylinder head 200 is used to seal the cylinder. The cylinder head includes an intake structure, an exhaust structure, a fuel injector, and a cooling structure. The intake structure introduces air into the cylinder, and the exhaust structure discharges exhaust gases. The intake structure controls the intake via an intake valve, and the exhaust structure controls the exhaust via an exhaust valve. The fuel injector is configured to inject fuel, and the cooling structure includes cooling pipes to cool the engine.

[0371] Combustion chamber 2 is the space formed between the top of the piston and the cylinder head 200 after the piston reaches top dead center. In the pre-combustion chamber 1, fuel mixes and burns with air, and the energy generated drives the piston to move, thereby realizing power output.

[0372] The pre-combustion chamber 1 includes a housing 110, which is connected to the cylinder head 200 via a threaded structure. The housing 110 has external threads on its exterior, and the cylinder head 200 has internal threads that match the external threads of the housing 110. A gasket 12 is also provided between the pre-combustion chamber 1 and the cylinder head 200 for buffering and sealing. The housing 110 includes a top cover 211 and a side wall 212. The top cover 211 is connected to the top of the side wall 212. The top cover 211 and the side wall 212 together form the pre-combustion chamber 103. A nozzle 22 is also provided at the bottom of the housing 110. The nozzle 22 has multiple through holes 1023. The housing 110 is connected to the cylinder head 200, and the nozzle 22 at the bottom of the housing 110 extends into the interior of the combustion chamber 2, and the nozzle 22 in the pre-combustion chamber 1 does not collide with the piston.

[0373] An ignition element 600 is installed in the central area of ​​the top cover 211 of the pre-combustion chamber 1. The ignition element 600 has an internal thread on its exterior, and the inner wall of the top cover 211 of the pre-combustion chamber 1 has an internal thread that matches the external thread of the ignition element 600. The ignition element 600 and the pre-combustion chamber 1 constitute the engine's ignition system. The ignition element 600 includes an ignition electrode 41, which discharges and ignites the gas mixture in the pre-combustion chamber 103. By providing the pre-combustion chamber 1, the ignition element 600 discharges and ignites the gas mixture in the pre-combustion chamber 103 to form a flame jet. The flame jet enters the combustion chamber 2 through multiple through holes 1023 at the bottom of the pre-combustion chamber 1 and ignites the gas mixture inside the combustion chamber 2. Understandably, since the volume of the pre-combustion chamber 103 is smaller than the volume of the combustion chamber, the ignition element 600 only needs a small amount of ignition energy to ignite the gas mixture in the pre-combustion chamber 103 and ignite the gas mixture in the combustion chamber through the flame jet formed in the pre-combustion chamber 103. This effectively reduces the ignition energy, avoids misfire, accelerates combustion efficiency, and improves the fuel economy of the engine.

[0374] In related technologies, the compression ratio of the pre-combustion chamber cannot be adjusted, which is detrimental to the fuel economy of the engine under different operating conditions.

[0375] In the embodiments of this disclosure, by improving the pre-combustion chamber structure, the compression ratio of the engine's pre-combustion chamber can be adjusted, thereby improving the engine's fuel economy under different operating conditions.

[0376] Please refer to Figures 29 to 31. The pre-combustion chamber includes a slider 302, which is configured to be movably mounted on the housing 110 to change the volume of the pre-combustion chamber 103.

[0377] In related technologies, the compression ratio of the pre-combustion chamber and the cross-sectional area of ​​the nozzle connecting the pre-combustion chamber and the combustion chamber cannot be adjusted synchronously, which is detrimental to the fuel economy of the engine under different operating conditions.

[0378] In the embodiments of this disclosure, the compression ratio of the engine's pre-combustion chamber is adjustable, and the cross-sectional area of ​​the multiple nozzles in the pre-combustion chamber that communicate with the inner cavity of the combustion chamber is also adjustable, thereby adapting to different operating conditions of the engine.

[0379] Please refer to Figures 29 to 32. The pre-combustion chamber includes a sliding member 302 and a sealing member 301.

[0380] The slider 302 is connected to the first drive mechanism 610. The slider 302 is configured to be driven by the first drive mechanism 610 and move relative to the housing 110 to change the volume of the pre-combustion chamber 103.

[0381] The sealing member 301 is connected to a second drive mechanism 620. The sealing member 301 is configured to be driven by the second drive mechanism 620 and move relative to the nozzle 22. At least a portion of the sealing member 301 can be used to block a portion of a plurality of through holes 1023 and thereby adjust the communication area between the nozzle 22 and the pre-combustion chamber and the combustion chamber.

[0382] The driving forces of the first drive mechanism 610 and the second drive mechanism 620 are configured to be synchronously adjustable, so that the compression ratio of the pre-combustion chamber 103 and the opening state of the multiple nozzles can be adjusted synchronously. In alternative embodiments, the driving forces of the first drive mechanism and the second drive mechanism are set to be non-synchronously adjustable. The first drive mechanism adjusts the volume of the pre-combustion chamber according to the needs of different engine operating conditions, thereby adjusting the compression ratio of the pre-combustion chamber, and the second drive mechanism adjusts the opening state of the nozzles according to the needs of different engine operating conditions.

[0383] The first drive mechanism 610 and the second drive mechanism 620 are configured to be adjustable according to the engine load. When the engine is under low load, the fuel concentration in the air inside the engine cylinder is low, and the air-to-fuel ratio is greater than 1. The engine cylinder is in a lean combustion state, so the engine ignition system requires a large ignition energy. At this time, the first drive mechanism 610 and the second drive mechanism 620 are given a large driving force, which causes the sliding member 302 to compress the volume of the pre-combustion chamber 103 and increase the engine compression ratio. Simultaneously, the sealing member 301 controls multiple through holes 1023 to be in the open state, so that the communication area between the multiple through holes 1023 and the main chamber is maximized. Therefore, the ignition energy of the ignition element is slightly increased, the fuel in the pre-combustion chamber 103 is ignited, and the hot air flow in the pre-combustion chamber 103 flows into the combustion chamber through multiple through holes 1023 and ignites the fuel in the air inside the combustion chamber. Additional turbulence is introduced, which avoids misfire and accelerates the combustion rate, thereby improving the fuel economy of the engine.

[0384] When the engine is operating under medium load, the fuel concentration in the air inside the engine cylinder is normal, and the air-to-fuel ratio is equal to 1. The engine cylinder is in a normal combustion state. At this time, the first drive mechanism 610 and the second drive mechanism 620 are provided with appropriate driving force. Correspondingly, the sliding member 302 makes the compression ratio of the pre-combustion chamber 103 appropriate. Simultaneously, the sealing member 301 adjusts a portion of the multiple through holes 1023 to be in an open state, while the other portion of the multiple through holes 1023 is blocked by the sealing member 301. This makes the communication area between the multiple through holes 1023 and the combustion chamber appropriate. The pre-combustion chamber in this state can not only accelerate combustion but also save fuel consumption and has good power output.

[0385] When the engine is under heavy load, the fuel concentration in the air inside the engine cylinder is high, and the air-to-fuel ratio is less than 1. The engine cylinder is in a rich combustion state, the exhaust temperature is high, and the tendency to knock is enhanced. At this time, a smaller driving force is provided to the first drive mechanism 610 and the second drive mechanism 620, so that the sliding member 302 increases the volume of the pre-combustion chamber 103 and reduces the compression ratio of the engine. Simultaneously, the sealing member 301 controls most of the multiple through holes 1023 to be blocked, so that the communication area between the multiple through holes 1023 and the combustion chamber is minimized. The pre-combustion chamber in this state not only alleviates the knock of the engine, but also reduces the ignition energy of the ignition element and improves the service life of the ignition element.

[0386] Engine full load (WOT) refers to the state in which the engine can operate at its maximum power or maximum torque under specific operating conditions. Under full load, the engine speed, fuel injection quantity, and intake air volume will all reach higher levels to output maximum power to meet high load demands. Situations such as rapid acceleration, climbing hills, or high-speed driving with a full load may cause the engine to approach or reach full load. High engine load is defined as not less than 80% WOT, low engine load as not more than 35% WOT, and medium engine load as greater than 35% WOT but less than 80% WOT. Low engine load corresponds to non-knock operating conditions, and medium engine load corresponds to the high-efficiency and economical operating range.

[0387] Because the first and second drive mechanisms of the pre-combustion chamber synchronously adjust the driving force applied to the sliding and sealing components according to the engine load, the sliding components adjust the pre-combustion chamber to an appropriate compression ratio, and the sealing components adjust the cross-sectional area of ​​the multiple nozzles connecting to the combustion chamber. This allows for three different operating modes: reduced fuel consumption under low engine load, reduced knocking under high engine load, and a balance of power output and fuel economy under medium engine load. This, in turn, increases the EGR rate within the engine's high-efficiency operating range and expands the engine's low-fuel-consumption MAP range, resulting in superior engine economic performance. It is understandable that because the cross-sectional area of ​​the multiple nozzles connecting the pre-combustion chamber and the combustion chamber is variable, the engine's ignition energy is adjustable, allowing for on-demand supply of ignition energy. Therefore, during the engine's operating cycle, this effectively reduces the total discharge energy and discharge time of the ignition components, extending their service life.

[0388] In some embodiments, referring to Figures 32 and 33, both the first drive mechanism 610 and the second drive mechanism 620 are configured as hydraulic drive mechanisms. The first drive mechanism 610 includes a first hydraulic pipe 403, and the second drive mechanism includes a second hydraulic pipe 404.

[0389] The first hydraulic pipe 403 and the second hydraulic pipe 404 are configured to provide fluids at different pressures depending on the engine load. As shown in Figures 35 and 36, when the engine is under low load, the engine's air-fuel ratio is greater than 1, where the engine's air-fuel ratio is defined as the ratio of air to fuel in the engine cylinder. High-pressure oil is supplied to both the first and second hydraulic pipes 404. The driving force provided by the high-pressure oil to the sliding member 302 and the sealing member 301 reaches its maximum. Correspondingly, the sliding member 302 adjusts the volume of the pre-combustion chamber 103 to its minimum, and the compression ratio of the engine's pre-combustion chamber is at its maximum. The sealing member 301 adjusts the multiple through holes 1023 to open completely, and the energy of the engine's ignition system is at its maximum, thereby accelerating the engine's combustion efficiency and improving the engine's fuel economy.

[0390] As shown in Figures 37 and 38, when the engine is under medium load, medium-pressure oil is supplied to both the first hydraulic pipe 403 and the second hydraulic pipe 404. The medium-pressure oil provides a moderate driving force to the sliding member 302 and the sealing member 301. Correspondingly, the sliding member 302 adjusts the volume of the pre-combustion chamber 103 to a medium state, and the engine compression ratio is at a medium state. The sealing member 301 adjusts to open a portion of the multiple through holes 1023. This state of the pre-combustion chamber can not only accelerate combustion but also save fuel consumption.

[0391] As shown in Figures 39 and 40, when the engine is under heavy load, low-pressure oil is supplied to both the first hydraulic pipe 403 and the second hydraulic pipe 404. The driving force provided by the low-pressure oil to the sliding member 302 and the sealing member 301 is relatively small. Correspondingly, the sliding member 302 adjusts the volume of the pre-combustion chamber 103 to the maximum, and the compression ratio of the engine's pre-combustion chamber is at the minimum value. The sealing member 301 adjusts the opening of a small portion of the multiple through holes 1023. This state of the pre-combustion chamber not only alleviates engine knocking but also reduces the ignition energy of the ignition element and improves the service life of the ignition element.

[0392] Referring again to Figures 32 and 33, the first hydraulic pipe 403 and the second hydraulic pipe 404 are connected to the same main drive mechanism 63. The main drive mechanism 63 is configured as the main hydraulic pipe, which controls the hydraulic state of the hydraulic oil flowing into the main drive mechanism 63, thereby synchronously adjusting the magnitude of the hydraulic force of the hydraulic oil in the first hydraulic pipe 403 and the second hydraulic pipe 404.

[0393] In alternative embodiments, the first drive mechanism and the second drive mechanism are configured as mechanical drive mechanisms.

[0394] In some embodiments, as shown in Figures 31 to 34, the slider 302 includes a sliding portion 3021, and the side wall 212 of the housing 110 is provided with a movable chamber 1032, and the sliding portion 3021 is configured to slide inside the movable chamber 1032.

[0395] The movable chamber 1032 includes a blocking part 1032b and a connecting part 1032a. When the first drive mechanism 610 is configured as a hydraulic drive mechanism, the blocking part 1032b is configured as a first hydraulic chamber. The blocking part 1032b and the connecting part 1032a are separated by a sliding part 3021. The blocking part 1032b is connected to the outlet of the first hydraulic pipe 403. The blocking part 1032b is disposed in the side wall 212 and its end is closed by the sliding part 3021 so as not to communicate with the pre-combustion chamber 103. The connecting part 1032a is connected to the pre-combustion chamber 103. The sliding part 3021 is configured to slide within the movable chamber 1032 to adjust the volume of the connecting part 1032a under the driving action of the first drive mechanism 610.

[0396] As shown in Figures 32 to 34, taking a hydraulic drive mechanism as an example, the first drive mechanism 610 includes liquid disposed in the sealing portion 1032b and a first rebound member 401 disposed in the connecting portion 1032a. The first rebound member 401 is connected to the side of the sliding portion 3021 opposite to the sealing portion 1032b. The first rebound member 401 is configured to elastically abut against the sliding portion 3021. The sliding portion 3021 is configured to be driven by the liquid pressure in the sealing portion 1032b and the first rebound member 401, thereby sliding longitudinally relative to the housing 110 to adjust the volume of the pre-combustion chamber 103. The first drive mechanism 610 also includes a first hydraulic pipe 403, the outlet of which is connected to the sealing portion 1032b.

[0397] The first rebound member 401 is configured to extend and retract longitudinally along the housing 110 within the connecting portion 1032a. The sliding portion 3021 simultaneously slides longitudinally along the housing 110 to change the volume of the connecting portion 1032a, thereby changing the compression ratio of the pre-combustion chamber 103. The sealing portion 1032b is configured to accommodate hydraulic oil flowing out of the first hydraulic pipe 403, and the sealing portion 1032b is configured not to communicate with the pre-combustion chamber 103. The side wall 212 includes an outer side wall 213 and an inner side wall 214, and the bottom of the inner side wall 214 is provided with a notch 215. The connecting portion 1032a and the pre-combustion chamber 103 are connected through the notch 215. The sliding portion 3021 is disposed between the outer side wall 213 and the inner side wall 214. A portion of the movable chamber 1032 is formed between the outer side wall 213 and the inner side wall 214, and another portion of the movable chamber 1032 is formed between the outer side wall 213 and the notch 215.

[0398] As shown in Figures 35 and 36, when the engine is under low load, high-pressure oil is introduced into the first hydraulic pipe 403 and flows into the sealing part 1032b. When the sliding part 3021 is in a balanced state, the sliding part 3021 is in the first position, that is, a part of the sliding part 3021 is exposed at the notch at the bottom of the inner wall 214. The first spring member 401 is in a compressed state. Correspondingly, the volume of the connecting part 1032a is at its minimum value, the volume of the pre-combustion chamber 103 is at its minimum, and the compression ratio of the pre-combustion chamber is at its maximum.

[0399] As shown in Figures 39 and 40, when the engine is under heavy load, low-pressure oil is introduced into the first hydraulic pipe 403, and low-pressure oil flows into the sealing part 1032b. When the sliding part 3021 is in a balanced state, the sliding part 3021 is in the second position, that is, the bottom end of the sliding part 3021 is flush with the bottom end of the inner sidewall 214, and the first spring member 401 is in a stretched state. Correspondingly, the volume of the connecting part 1032a is at its maximum value, the volume of the pre-combustion chamber 103 is the largest, and the compression ratio of the pre-combustion chamber is the smallest.

[0400] As shown in Figures 37 and 38, when the engine is under medium load, medium-pressure oil is introduced into the first hydraulic pipe 403, and medium-pressure oil flows into the sealing part 1032b. When the sliding part 3021 is in a balanced state, the sliding part 3021 is in the third position, that is, a small part of the sliding part 3021 is exposed at the notch at the bottom of the inner wall 214. The first spring member 401 is in a medium compression state. Correspondingly, the volume of the connecting part 1032a is moderate, and the compression ratio of the pre-combustion chamber is moderate. The third position of the sliding part 3021 is located between the first position and the second position, and the third position of the sliding part 3021 moves relative to the first position of the sliding part 3021 in a direction away from the top cover of the pre-combustion chamber.

[0401] It should be noted that the ratio of the volume of the movable chamber 1032 to the volume of the pre-combustion chamber 103 is 0.2 to 0.5. In practice, this ratio can be 0.2, 0.3, 0.4, 0.5, or any two of these values, or a range thereof. It is understood that if the ratio of the volume of the movable chamber 1032 to the volume of the pre-combustion chamber 103 is less than 0.2, the sliding part 3021 slides longitudinally along the housing 110, having a smaller impact on the volume of the pre-combustion chamber 103, and consequently a smaller impact on the compression ratio of the pre-combustion chamber 103, thus having a smaller effect on regulating the engine's combustion performance. If the ratio of the volume of the movable chamber 1032 to the volume of the pre-combustion chamber 103 is greater than 0.5, the structure of the sliding part 3021 and the first rebound member 401 becomes more complex, which is detrimental to the rapid response of the sliding part 3021 to hydraulic oil.

[0402] In some embodiments, as shown in Figures 31 to 34, the sealing member 301 includes a rotating member 81, the nozzle 22 at the bottom of the pre-combustion chamber 1 is configured as a hemispherical shape, the nozzle 22 at the bottom of the pre-combustion chamber 1 includes a nozzle sidewall 222, and the nozzle sidewall 222 surrounds to form a nozzle inner cavity 223. The pre-combustion chamber sidewall 212 is also provided with a second clearance opening 1022. The rotating component 81 includes a main body 811 and a connecting part 3024. The connecting part 3024 is connected to the outer periphery of the main body 811. The main body 811 is also configured as a hemispherical shape. The main body 811 is housed in the nozzle inner cavity 223. The connecting part 3024 is housed in the second clearance opening 1022 and can rotate within the second clearance opening 1022. During the rotation of the nozzle inner cavity 223, at least a portion of the multiple through holes 1023 is blocked by the main body 811, and the other portion of the multiple through holes 1023 is opened to connect the combustion chamber and the pre-combustion chamber, thereby changing the communication area between the pre-combustion chamber 103 and the combustion chamber 2.

[0403] The second clearance port 1022 includes a first sub-clearance port 10221 and a compression chamber 252. When the second drive mechanism is set as a hydraulic drive mechanism, the first sub-clearance port 10221 is set as a second hydraulic chamber. The second drive mechanism 620 includes a second rebound member 402 disposed in the compression chamber 252 and liquid disposed in the first sub-clearance port 10221. The second rebound member 402 is connected to the side of the rotating member 81 away from the first sub-clearance port 10221. The second rebound member 402 is configured to elastically abut against the rotating member 81 and elastically extend and retract within the compression chamber 252. The rotating member 81 is disposed inside the nozzle 22. The rotating member 81 is configured to be rotated relative to the nozzle 22 under the combined driving action of the liquid pressure in the first sub-clearance port 10221 and the second rebound member 402 to adjust the cross-sectional area of ​​the multiple through holes 1023 communicating with the combustion chamber.

[0404] The second drive mechanism 620 also includes a second hydraulic pipe 404, the outlet of which is connected to the first sub-avoidance port 10221. The connecting part 3024 of the rotating member 81 is configured to rotate relative to the nozzle 22 under the combined drive of the liquid pressure in the first sub-avoidance port 10221 and the elastic force of the second rebound member 402 to adjust the opening state of the multiple through holes 1023.

[0405] In one embodiment, as shown in Figures 31 to 34, the main body 811 of the rotating member 81 is disposed in the nozzle inner cavity 223. The main body 811 includes a plurality of clearance holes 3011. When the plurality of clearance holes 3011 are directly opposite to the plurality of through holes 1023, the plurality of through holes 1023 are in a fully open state. When the plurality of clearance holes 3011 and the plurality of through holes 1023 are partially offset, at least a portion of the through holes 1023 is blocked by the side wall of the main body 811, so that the portion of the through holes 1023 is in a closed state, thus preventing the flame jet in the pre-combustion chamber 103 from passing through and entering the combustion chamber cavity.

[0406] Referring again to Figures 35 and 36, when the engine is under low load, high-pressure oil is introduced into the second hydraulic pipe 404. Correspondingly, the liquid in the first clearance port 10221 exerts maximum liquid pressure on the connecting part 3024, thereby pushing the connecting part 3024 to compress the second rebound member 402. When the rotating member 81 is in a balanced state, the multiple clearance holes 3011 of the main body 811 of the rotating member 81 are completely aligned with the multiple through holes 1023 of the nozzle 22. Correspondingly, the multiple through holes 1023 are not blocked by the side wall of the main body 811 of the rotating member 81, so that the communication area between the pre-combustion chamber and the combustion chamber is maximized. The hot mixed gas in the pre-combustion chamber 103 enters the inner cavity of the combustion chamber through the multiple through holes 1023, thereby accelerating the combustion rate.

[0407] Referring to Figures 39 and 40, when the engine is under heavy load, low-pressure oil is introduced into the second hydraulic pipe 404. Correspondingly, the liquid in the first clearance port 10221 exerts minimal pressure on the connecting part 3024, thereby causing the second spring member 402 to push the connecting part 3024 to rotate and gradually stretch the second spring member 402. When the rotating member 81 is in a balanced state, the multiple clearance holes 3011 of the main body 811 of the rotating member 81 and the multiple through holes 1023 of the nozzle 22 are mostly misaligned. Correspondingly, most of the cross-sectional area of ​​the multiple through holes 1023 is blocked by the side wall of the main body 811 of the rotating member 81, minimizing the communication area between the pre-combustion chamber and the combustion chamber. The hot mixed gas in the pre-combustion chamber 103 enters the combustion chamber cavity through the through holes 1023 with smaller cross-sectional areas, thereby alleviating engine knock and reducing the ignition energy of the ignition element.

[0408] Referring to Figures 37 and 38, when the engine is operating under medium load, medium-pressure oil is introduced into the first sub-clearance port 10221. Correspondingly, the liquid pressure exerted by the first sub-clearance port 10221 on the connecting part 3024 is moderate. When the rotating part 81 is in a balanced state, the multiple clearance holes 3011 of the main body 811 of the rotating part 81 and the multiple through holes 1023 of the nozzle 22 are slightly offset. Correspondingly, a small portion of the cross-sectional area of ​​the multiple through holes 1023 is blocked by the side wall of the main body 811 of the rotating part 81, so that the communication area between the pre-combustion chamber and the combustion chamber is moderate. The hot mixed gas in the pre-combustion chamber 103 enters the combustion chamber cavity through the through holes 1023 with moderate cross-sectional area, thereby enabling the engine to save fuel while having good power output.

[0409] In some embodiments, the number of through holes 1023 in the nozzle 22 is the same as the number of clearance holes 3011 in the main body 811 of the rotating member 81. When the number of through holes 1023 is n, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to be no greater than the ratio of 360° to 2n. For example, if six through holes 1023 are provided on the nozzle 22, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to be no greater than 30°. It is understood that if the angle at which the rotating member 81 rotates relative to the nozzle 22 is set to 60°, then the multiple clearance holes 3011 of the rotating member 81 and the multiple through holes 1023 of the nozzle 22 are completely aligned, and a misaligned blocking effect cannot be formed. Understandably, when the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be greater than 0° and less than the ratio of 360° to 2n, the blocking effect of the side wall of the main body 811 of the rotating member 81 on the multiple through holes 1023 of the nozzle 22 gradually increases within the stroke of the rotating member 81, causing the adjustment effect of the rotating member 81 on the cross-sectional area of ​​the multiple through holes 1023 to gradually decrease. When the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be greater than 360° and 2n, and the angle of rotation of the rotating member 81 relative to the nozzle 22 is set to be less than the ratio of 360° to n, the blocking effect of the side wall of the main body 811 of the rotating member 81 on the multiple through holes 1023 of the nozzle 22 gradually decreases within the stroke of the rotating member 81, causing the adjustment effect of the rotation of the rotating member 81 on the cross-sectional area of ​​the multiple through holes 1023 to gradually increase within the stroke of the rotating member 81, which is not conducive to rapid adjustment.

[0410] In some implementations, the number of through holes 1023 in the nozzle 22 or the number of clearance holes 3011 in the main body 811 of the rotating member 81 is 3 to 8. When the number of through holes 1023 in the nozzle 22 is less than 3, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to not less than 60°. The adjustable angle range of the rotating member 81 is relatively large, which is not conducive to rapid adjustment. When the number of through holes 1023 in the nozzle 22 is greater than 8, the angle at which the rotating member 81 can rotate relative to the nozzle 22 is set to not more than 22.5°. The adjustable angle range of the rotating member 81 is too small, which is not conducive to fine adjustment of the cross-sectional area of ​​multiple through holes 1023.

[0411] In one embodiment, the nozzle 22 has six through holes 1023, and the rotation angle of the rotating component is set to 0° to 20°. When the rotating component 81 rotates 0°, all through holes 1023 are open. When the rotating component 81 rotates 10°, the sum of the cross-sectional areas of the through holes 1023 in the open state accounts for 40% of the total cross-sectional area of ​​the through holes 1023. When the rotating component 81 rotates 20°, the sum of the cross-sectional areas of the through holes 1023 in the open state accounts for 20% of the total cross-sectional area of ​​the through holes 1023.

[0412] As shown in Figures 35 and 36, when the engine is under low load, high-pressure oil is supplied to the second hydraulic drive mechanism. When the rotating component 81 is in equilibrium, the angle of rotation of the rotating component 81 relative to the nozzle 22 is 0°, and correspondingly, all six through holes 1023 are open. As shown in Figures 39 and 40, when the engine is under high load, low-pressure oil is supplied to the second hydraulic drive mechanism. When the rotating component 81 is in equilibrium, the angle of rotation of the rotating component 81 relative to the nozzle 22 is 20°, and correspondingly, the open cross-sectional area of ​​the six through holes 1023 accounts for 20% of the total cross-sectional area of ​​the six nozzles. As shown in Figures 37 and 38, when the engine is under medium load, medium-pressure oil is supplied to the second hydraulic drive mechanism. When the rotating component 81 is in equilibrium, the angle of rotation of the rotating component 81 relative to the nozzle 22 is 10°, and correspondingly, the open cross-sectional area of ​​the six through holes 1023 accounts for 40% of the total cross-sectional area of ​​the six nozzles.

[0413] According to a first aspect of this disclosure, an embodiment of this disclosure provides a pre-combustion chamber for an engine, the pre-combustion chamber including a pre-combustion cavity;

[0414] A slider configured to move relative to the pre-combustion chamber to change the volume of the pre-combustion chamber.

[0415] In some embodiments of the present disclosure, the first drive mechanism is movably installed in the pre-combustion chamber to change the volume of the pre-combustion chamber, so that the compression ratio of the pre-combustion chamber can be adjusted under different operating conditions, thereby improving the fuel economy of the engine.

[0416] According to a second aspect of this disclosure, embodiments of this disclosure provide a method for controlling the pre-combustion chamber of an engine, as shown in FIG41. The control method includes:

[0417] S1100, At least a portion of the adjusting sliding component is installed in the pre-combustion chamber, thereby adjusting the volume of the pre-combustion chamber;

[0418] S1200, at least a portion of the regulating sealing component is installed in the pre-combustion chamber, thereby adjusting the relative position of the sealing component and the nozzle, thereby changing the communication area between the nozzle and the pre-combustion chamber.

[0419] S1300, the ignition element ignites the fuel in the pre-combustion chamber.

[0420] In some embodiments, as shown in FIG42, S1100 includes:

[0421] S1110, Adjust the liquid pressure of the first hydraulic drive mechanism to drive the sliding member to slide relative to the housing to adjust the volume of the pre-combustion chamber.

[0422] In some embodiments, as shown in FIG43, S1200 includes:

[0423] S1210. Adjust the liquid pressure of the second hydraulic drive mechanism to drive the sealing member to rotate relative to the housing, thereby adjusting the relative position of the sealing member and the nozzle and changing the communication area between the nozzle and the pre-combustion chamber and the combustion chamber.

[0424] S1110 and S1210 are configured for synchronous adjustment so that S1100 and S1200 can be adjusted synchronously.

[0425] The engine pre-combustion chamber control method provided in the embodiments of this disclosure can adjust the volume of the pre-combustion chamber and the opening state of the nozzle according to the engine load before the ignition element ignites the fuel in the pre-combustion chamber. This allows for adjustment of the compression ratio of the pre-combustion chamber and the communication area between the pre-combustion chamber and the combustion chamber, thereby enabling the engine to adapt to different operating conditions and improve the engine's fuel economy.

[0426] The embodiments of this disclosure provide an engine including the pre-combustion chamber described above. The engine is designed based on the pre-combustion chamber and thus possesses all the beneficial effects of the pre-combustion chamber, which will not be elaborated further in this disclosure.

[0427] Embodiments of this disclosure provide an engine control method, as shown in FIG44, the control method including:

[0428] S2100: Based on the engine load, the sliding component of the engine pre-combustion chamber is driven to move relative to the housing, thereby adjusting the volume of the pre-combustion chamber.

[0429] S2200: Based on the engine load, the sealing component of the engine pre-combustion chamber is moved relative to the housing, thereby adjusting the relative position of the sealing component and the nozzle, and thus changing the communication area between the nozzle and the pre-combustion chamber and the combustion chamber.

[0430] S2300, the ignition element ignites the fuel in the pre-combustion chamber.

[0431] In some embodiments, as shown in FIG45, S2100 includes:

[0432] S2110. According to the load of the engine, the liquid pressure of the first hydraulic drive mechanism is adjusted to drive the sliding member of the engine pre-combustion chamber to slide relative to the housing to adjust the volume of the pre-combustion chamber.

[0433] In some embodiments, as shown in FIG46, S2200 includes:

[0434] S2210. Based on the engine load, the liquid pressure of the second hydraulic drive mechanism is adjusted to drive the sealing member to rotate relative to the housing, thereby adjusting the relative position of the sealing member and the nozzle, and thus changing the communication area between the nozzle and the pre-combustion chamber and the combustion chamber.

[0435] In some embodiments, when the engine load is within a first preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to a first hydraulic pressure range, so that the sliding member is in a first position. When the sliding member is in the first position, the sliding member is positioned closest to the nozzle to minimize the volume of the connecting portion, so that the sliding member adjusts the compression ratio of the pre-combustion chamber to its maximum value. The first preset range can be a low engine load, corresponding to an engine load not exceeding 35% WT, and the first hydraulic pressure range can be 5 bar to 8 bar.

[0436] In some embodiments, when the engine load is within a second preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to be within the second hydraulic range, so that the sliding member is in a second position. When the sliding member is in the second position, the sliding member is positioned closest to the top cover to maximize the volume of the connecting portion, thereby adjusting the compression ratio of the pre-combustion chamber to be at its minimum value. The second hydraulic range is greater than the first hydraulic range. The second preset range can be the high load of the engine, corresponding to an engine load of not less than 80% WT, and the second hydraulic range can be 1 bar to 3 bar.

[0437] In some embodiments, when the engine load is within a third preset range, the hydraulic pressure of the first hydraulic drive mechanism is controlled to be within the third hydraulic pressure range, so that the sliding member is in a third position. When the sliding member is in the third position, it is between the first and second positions, and the volume of the connecting chamber is between its maximum and minimum values. The sliding member adjusts the compression ratio of the pre-combustion chamber between the maximum and minimum values. The third preset range is between the first and second preset ranges, and the third hydraulic pressure range is between the second and first hydraulic pressure ranges. The third preset range can be the engine's medium load, corresponding to an engine load greater than 35% WT and less than 80% WT, and the third hydraulic pressure range can be 3 bar to 5 bar.

[0438] In some embodiments, S2200 includes:

[0439] S2210. Based on the load of the engine, the liquid pressure of the second hydraulic drive mechanism is adjusted to drive the sealing member to rotate relative to the housing, thereby adjusting the relative position of the sealing member and the nozzle and changing the communication area between the nozzle and the pre-combustion chamber and the combustion chamber.

[0440] In some embodiments, when the engine load is within a first preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within the first hydraulic pressure range, so that the sealing member adjusts at least one of the nozzles to be fully open, and the communication area between the nozzle and the pre-combustion chamber is the first communication area, which is the maximum communication area. The first preset range can be the low load of the engine, corresponding to an engine load of no more than 35% WT, and the first hydraulic pressure range can be 5 bar to 8 bar.

[0441] In some embodiments, when the engine load is within a second preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within a second hydraulic range, such that most of the nozzles are blocked by the sealing member, while a small portion of the nozzles remain open. This results in the second connecting area between the nozzles and the pre-combustion chamber being the second connecting area, which is the minimum connecting area. The second hydraulic range is smaller than the first hydraulic range, wherein the cross-sectional area of ​​the nozzles not blocked by the sealing member is equal to the connecting area between the pre-combustion chamber and the combustion chamber, and the minimum connecting area is less than 50% of the maximum connecting area. The second preset range can be the high load of the engine, corresponding to an engine load of not less than 80% WT, and the second hydraulic range can be 1 bar to 3 bar.

[0442] In some embodiments, when the engine load is within a third preset range, the hydraulic pressure of the second hydraulic drive mechanism is controlled to be within the third hydraulic range, so that a portion of the nozzles are blocked by the sealing member, while a portion of the nozzles are open. This results in a third connecting area between the pre-combustion chamber and the combustion chamber, where the third connecting area is greater than the minimum connecting area and less than the maximum connecting area. The third hydraulic range is between the first hydraulic range and the second hydraulic range. The third preset range can be the engine's medium load, corresponding to an engine load greater than 35% WT and less than 80% WT, and the third hydraulic range can be 3 bar to 5 bar.

[0443] Based on different engine operating conditions, the driving hydraulic pressure of the first and second drive mechanisms is controlled so that the sliding component adjusts the compression ratio of the pre-combustion chamber in a timely manner, and simultaneously the sealing component adjusts the opening state of multiple nozzles in the pre-combustion chamber in a timely manner, thereby improving the fuel economy of the engine, expanding the low fuel consumption MAP range of the engine, and making the overall economic performance of the engine better.

[0444] In some embodiments, as shown in FIG27, embodiments of the present disclosure provide a vehicle including the engine described above, the engine being designed based on the pre-combustion chamber described above, thus the vehicle possesses all the beneficial effects of the pre-combustion chamber described above, or the vehicle using the engine control method described above to control the engine, thus the vehicle possesses all the beneficial effects of the engine control method described above, which will not be elaborated further in this disclosure.

[0445] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not limit it.

[0446] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A pre-combustion chamber (1), comprising: Pre-combustion chamber (103); as well as Adjustment component (3) is configured to adjust the internal parameters of the pre-combustion chamber (103).

2. The pre-combustion chamber (1) according to claim 1, configured to communicate with the combustion chamber (2), wherein, The pre-combustion chamber (103) is adapted to pre-combust the gas; the internal parameters include at least one of the pressure and temperature within the pre-combustion chamber (103); The regulating component (3) is adapted to regulate at least one of the pressure and the temperature in the pre-combustion chamber (103) when the pre-combustion chamber (1) is in operation.

3. The pre-combustion chamber (1) according to claim 2, wherein, The adjustment component (3) includes: A drive unit (400), the drive unit (400) being adapted to receive a control signal for the operation of the pre-combustion chamber (1); and An actuator (300) is electrically connected to a drive (400), and the drive (400) is adapted to control the actuator (300) to adjust the amount of jet energy ejected from the pre-combustion chamber (103) into the combustion chamber (2) according to the control signal.

4. The pre-combustion chamber (1) according to claim 3, wherein, The control signal includes the ignition energy requirement of the pre-combustion chamber (1), and the ignition energy requirement of the pre-combustion chamber (1) is positively correlated with the energy of the jet ejected from the pre-combustion chamber (1).

5. The pre-combustion chamber (1) according to claim 4, wherein, The actuator (300) is adapted to adjust the internal volume of the pre-combustion chamber (103); The internal volume of the pre-combustion chamber (103) is negatively correlated with the ignition energy requirement.

6. The pre-combustion chamber (1) according to any one of claims 3 to 5, wherein, The drive unit (400) satisfies at least one of the following: The drive element (400) is adapted to drive the actuator (300) to adjust the internal volume of the pre-combustion chamber (103); and The drive member (400) is adapted to drive the actuator (300) to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

7. The pre-combustion chamber (1) according to claim 6, wherein, The driving method of the driving component (400) is one of gear drive, hydraulic drive or electromagnetic drive.

8. The pre-combustion chamber (1) according to any one of claims 4 to 7, wherein, The pre-combustion chamber (103) includes: Fixed chamber (1031); The movable chamber (1032) includes a connecting portion (1032a) adapted to communicate with the fixed chamber (1031), and the actuator (300) is adapted to adjust the volume of the connecting portion (1032a).

9. The pre-combustion chamber (1) according to claim 8, wherein, The movable chamber (1032) is located on the outer periphery of the fixed chamber (1031), and the movable chamber (1032) and the fixed chamber (1031) are connected through a first clearance opening (1021). The actuator (300) is adapted to adjust the opening area of ​​the first clearance opening (1021).

10. The pre-combustion chamber (1) according to claim 8 or 9, wherein, The actuator (300) is slidably disposed in the movable chamber (1032), and the actuator (300) divides the movable chamber (1032) into the connecting part (1032a) and the blocking part (1032b).

11. The pre-combustion chamber (1) according to claim 10, wherein, The actuator (300) slides along the axial direction of the pre-combustion chamber (103).

12. The pre-combustion chamber (1) according to claim 11, wherein, Along the axial direction of the pre-combustion chamber (103), the connecting part (1032a) and the blocking part (1032b) are located on both sides of the actuator (300).

13. The pre-combustion chamber (1) according to claim 10, wherein, The actuator (300) slides circumferentially along the pre-combustion chamber (103).

14. The pre-combustion chamber (1) according to claim 13, wherein, Along the circumference of the pre-combustion chamber (103), the connecting part (1032a) and the blocking part (1032b) are located on both sides of the actuator (300).

15. The pre-combustion chamber (1) according to any one of claims 11 to 14, wherein, The drive unit (400) also includes: A first rebound member (401) is connected to the pre-combustion chamber (103) and is connected to the side of the actuator (300) away from the drive member (400). The first rebound member (401) is adapted to drive the actuator (300) to move along a first direction, which is opposite to the direction in which the drive member (400) drives the actuator (300) to move.

16. The pre-combustion chamber (1) according to any one of claims 4 to 15, wherein, The actuator (300) is adapted to adjust the size of the communication area between the pre-combustion chamber (103) and the combustion chamber (2); The size of the connected area is positively correlated with the ignition energy requirement.

17. The pre-combustion chamber (1) according to claim 16, wherein, The pre-combustion chamber (1) is provided with at least one through hole (1023), which is adapted to connect the pre-combustion chamber (103) and the combustion chamber (2).

18. The pre-combustion chamber (1) according to claim 17, wherein, The actuator (300) is rotatably disposed in the pre-combustion chamber (103). During the rotation of the actuator (300), the actuator (300) is adapted to adjust the size of the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

19. The pre-combustion chamber (1) according to claim 18, wherein, The actuator (300) is adapted to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) corresponding to the through hole (1023).

20. The pre-combustion chamber (1) according to claim 19, wherein, The drive member (400) is adapted to drive the actuator (300) to rotate circumferentially along the pre-combustion chamber (1).

21. The pre-combustion chamber (1) according to claim 19 or 20, wherein, The actuator (300) is disposed between the pre-combustion chamber (103) and the through hole (1023), and the actuator (300) is provided with a clearance hole (3011) suitable for connecting the through hole (1023) and the pre-combustion chamber (1).

22. The pre-combustion chamber (1) according to claim 21, wherein, The drive member (400) is adapted to drive the actuator (300) to rotate in order to adjust the relative position of the through hole (1023) and the clearance hole (3011).

23. The pre-combustion chamber (1) according to any one of claims 18 to 22, wherein, The drive unit (400) also includes: The second rebound member (402) is disposed in the pre-combustion chamber (103) and is adapted to drive the actuator (300) to rotate in a second direction, which is opposite to the direction in which the drive member (400) drives the actuator (300) to rotate.

24. The pre-combustion chamber (1) according to any one of claims 17 to 23, wherein, The actuator (300) is disposed in the pre-combustion chamber (103), and the actuator (300) is adapted to open or close the through hole (1023) during movement.

25. The pre-combustion chamber (1) according to claim 8, wherein, The drive unit (400) includes: An electromagnet (4031) includes an energized state and an de-energized state. By controlling the electromagnet (4031) to switch between the energized state and the de-energized state, the actuator (300) adjusts the internal volume of the pre-combustion chamber (103); and / or, By controlling the electromagnet (4031) to switch between the energized state and the de-energized state, the actuator (300) adjusts the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

26. The pre-combustion chamber (1) according to claim 25, wherein, At least a portion of the actuator (300) is magnetic.

27. The pre-combustion chamber (1) according to claim 25 or 26, wherein, When the electromagnet (4031) is in the energized state, the electromagnet (4031) is adapted to lock the actuator (300), and the actuator (300) closes the connection between the movable chamber (1032) and the fixed chamber (1031); When the electromagnet (4031) is in the de-energized state, the electromagnet (4031) is adapted to unlock the actuator (300), and the actuator (300) opens the connection between the movable chamber (1032) and the fixed chamber (1031).

28. The pre-combustion chamber (1) according to any one of claims 25 to 27, wherein, The pre-combustion chamber (1) is provided with a through hole (1023) suitable for connecting the pre-combustion chamber (103) and the combustion chamber (2), and the actuator (300) is suitable for opening or closing the through hole (1023).

29. The pre-combustion chamber (1) according to claim 28, wherein, The pre-combustion chamber (1) is provided with at least two through holes (1023), and the actuator (300) is adapted to open or close at least one of the two through holes (1023).

30. The pre-combustion chamber (1) according to claim 28 or 29, wherein, When the electromagnet (4031) is in the energized state, the electromagnet (4031) is adapted to lock the actuator (300), and the actuator (300) opens the through hole (1023); When the electromagnet (4031) is in the de-energized state, the electromagnet (4031) is adapted to unlock the actuator (300), and the actuator (300) closes the through hole (1023).

31. The pre-combustion chamber (1) according to any one of claims 2 to 30, further comprising: A housing (110) forms the pre-combustion chamber (103); and A cooling assembly (500) is connected to the housing (110).

32. The pre-combustion chamber (1) according to claim 31, wherein, The housing (110) includes: Inner liner (102); The outer wall (101) is located on the outside of the inner liner (102), and the cooling assembly (500) is located between the inner liner (102) and the outer wall (101).

33. The pre-combustion chamber (1) according to claim 32, wherein, The cooling assembly (500) includes: A liquid cooling component is disposed between the inner liner (102) and the outer wall (101); the liquid cooling component is provided with a connecting pipe, which is adapted to allow refrigerant to enter and exit.

34. The pre-combustion chamber (1) according to any one of claims 2 to 33 further comprises: Ignition element (600) is connected to the pre-combustion chamber (1), and the ignition end of the ignition element (600) is located in the pre-combustion chamber (103).

35. The pre-combustion chamber (1) according to claim 1 further includes a housing (110) having the pre-combustion chamber (103) formed thereon; the adjusting assembly (3) is movably connected to the housing (110); The internal parameters include an effective volume, and the adjustment component (3) is adapted to move relative to the housing (110) to change the effective volume of the pre-combustion chamber (103).

36. The pre-combustion chamber (1) according to claim 35, wherein, The adjustment component (3) includes: The actuator (300) is movably disposed within the pre-combustion chamber.

37. The pre-combustion chamber (1) according to claim 36, wherein, The adjustment component (3) further includes: The drive (400) is configured to drive the actuator (300) to change the effective volume of the pre-combustion chamber (103).

38. The pre-combustion chamber (1) according to claim 37, wherein, The adjustment component (3) further includes: The prime mover (123) is configured to provide the power required by the drive unit (400).

39. The pre-combustion chamber (1) according to claim 38, wherein, The prime mover (123) is an electric motor.

40. The pre-combustion chamber (1) according to claim 38 or 39, wherein, The housing (110) has a wiring cavity (113); the wiring cavity (113) is used to accommodate wires that are electrically connected to the motor.

41. The pre-combustion chamber (1) according to claim 40, further comprising: A protective cover (130) is located between the prime mover (123) and the pre-combustion chamber (103) to cover the prime mover (123) and isolate the prime mover (123) and the pre-combustion chamber (103).

42. The pre-combustion chamber (1) according to claim 41, wherein, The housing (110) has a device cavity (114) for accommodating at least one of the prime mover (123) and the drive member (400).

43. The pre-combustion chamber (1) according to any one of claims 39 to 42, wherein, The pre-combustion chamber (103) includes: A fixed chamber (1031) is provided to provide a fixed volume for the pre-combustion chamber (103); A movable chamber (1032) is provided to provide a variable volume for the pre-combustion chamber (103); When the relative position of the actuator (300) and the housing (110) changes, the volume of the active chamber (1032) changes.

44. The pre-combustion chamber (1) according to claim 43, wherein, The actuator (300) includes: The toothed structure (300a) is configured to cooperate with the drive member (400) to cause the drive member (400) to drive the actuator (300) to rotate relative to the housing (110).

45. The pre-combustion chamber (1) according to claim 44, wherein, The actuator (300) includes: A closure (300b) is connected to the toothed structure (300a) to close at least a portion of the movable chamber (1032) when the toothed structure (300a) is in motion.

46. ​​The pre-combustion chamber (1) according to claim 45, wherein, The driving component (400) is a gear that meshes with the toothed structure (300a).

47. The pre-combustion chamber (1) according to any one of claims 44 to 46, wherein, The housing (110) is also provided with a pre-combustion channel (112) that connects the pre-combustion chamber (103) to the outside of the pre-combustion chamber (103); the adjustment component (3) changes the effective opening of the pre-combustion channel (112) when it moves relative to the housing (110).

48. The pre-combustion chamber (1) according to claim 47, wherein, The housing (110) includes: The pre-combustion head (115) is provided with at least one through hole (1023) communicating with the pre-combustion chamber (103).

49. The pre-combustion chamber (1) according to claim 48, wherein, The actuator (300) further includes: The movable head (300c) is provided with a clearance hole (3011) that is configured to align with the through hole (1023) when it is movable relative to the housing (110) so as to change the effective opening of the pre-combustion channel (112) when the movable head (300c) is movable relative to the pre-combustion head (115).

50. The pre-combustion chamber (1) according to claim 49, wherein, The diameter of the clearance hole (3011) is greater than or equal to the diameter of the through hole (1023).

51. The pre-combustion chamber (1) according to claim 49 or 50, wherein, The movable head (300c) is fixedly connected to or integrally formed with the toothed structure (300a).

52. The pre-combustion chamber (1) according to any one of claims 35 to 51, further comprising: An ignition element (600) is installed into the housing (110); The ignition electrode of the ignition element is disposed in the pre-combustion chamber (103).

53. The pre-combustion chamber (1) according to claim 1, wherein, The internal parameters include volume; the adjustment component (3) includes an actuator (300); The actuator (300) includes a slider (302), at least a portion of which is configured to be movably mounted on the pre-combustion chamber (103) to adjust the volume of the pre-combustion chamber (103).

54. The pre-combustion chamber (1) according to claim 53, wherein, The sliding member (302) is connected to a first driving mechanism (610). The pre-combustion chamber (1) includes a housing (110), the housing (110) is provided with the pre-combustion cavity (103), and the first driving mechanism (610) is configured to drive the sliding member (302) to slide relative to the pre-combustion chamber body (21) of (1).

55. The pre-combustion chamber (1) according to claim 54, wherein, The housing (110) includes a side wall (212), the side wall (212) is provided with a movable chamber (1032), and the sliding member (302) is slidably installed in the movable chamber (1032).

56. The pre-combustion chamber (1) according to claim 55, wherein, The movable chamber (1032) includes a blocking part (1032b) and a connecting part (1032a), the connecting part (1032a) connecting the pre-combustion chamber (103), and the sliding member (302) includes a sliding part (3021), the sliding part (3021) being configured to separate the blocking part (1032b) and the connecting part (1032a).

57. The pre-combustion chamber (1) according to claim 56, wherein, The blocking part (1032b) is disposed within the side wall (212), and the end of the blocking part (1032b) is configured to be closed by the sliding part (3021).

58. The pre-combustion chamber (1) according to claim 57, wherein, The sliding part (3021) is slidably mounted on the movable chamber (1032) to adjust the volume of the connecting part (1032a) under the drive of the first driving mechanism (610).

59. The pre-combustion chamber (1) according to any one of claims 56 to 58, wherein, The first driving mechanism (610) includes a first rebound member (401) disposed in the communicating portion (1032a) and liquid in the blocking portion (1032b). One end of the first rebound member (401) elastically abuts against the side of the sliding portion (3021) away from the blocking portion (1032b). The sliding portion (3021) is configured to be driven by the liquid pressure in the blocking portion (1032b) and the first rebound member (401).

60. The pre-combustion chamber (1) according to any one of claims 55 to 59, wherein, The ratio of the volume of the active chamber (1032) to the volume of the pre-combustion chamber (103) is in the range of [0.2, 0.5].

61. The pre-combustion chamber (1) according to any one of claims 54 to 60, comprising: At least one through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2); and A sealing element (301), at least a portion of which is configured to be movably mounted on the housing (110) to adjust the relative position of the sealing element (301) and the through hole (1023) and change the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2).

62. The pre-combustion chamber (1) according to claim 61, wherein, The sealing member (301) is connected to a second driving mechanism (620), which is configured to drive the sealing member (301) to rotate relative to the housing (110).

63. The pre-combustion chamber (1) according to claim 62, wherein, The housing (110) includes a side wall (212) with a second clearance opening (1022) and the sealing member (301) includes a rotating member (81) that rotates within the second clearance opening (1022).

64. The pre-combustion chamber (1) according to claim 63, wherein, The second clearance opening (1022) includes a first rotating cavity (251) and a compression cavity (252), and a portion of the rotating member (81) separates the first rotating cavity (251) and the compression cavity (252).

65. The pre-combustion chamber (1) according to claim 64, wherein, The rotating component (81) includes a main body (811) and a connecting part (3024) connected to one end of the main body (811). The connecting part (3024) is configured to rotate within the second clearance opening (1022). The main body (811) is configured to rotate within the housing (110) to change the relative position of the main body (811) and the through hole (1023), thereby changing the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2).

66. The pre-combustion chamber (1) according to claim 65, wherein, The second drive mechanism (620) includes a second spring member (402) disposed in the compression chamber (252) and liquid in the second relief port (1022). The second spring member (402) elastically abuts against the connecting part (3024). The connecting part (3024) is configured to be driven by the liquid pressure in the second relief port (1022) and the second spring member (402), thereby rotating relative to the housing (110).

67. The pre-combustion chamber (1) according to claim 65 or 66, wherein, The main body (811) is provided with a clearance hole (3011), which is configured to rotate relative to the through hole (1023).

68. The pre-combustion chamber (1) according to any one of claims 63 to 67, wherein, The number of through holes (1023) is n, and the angle at which the rotating member (81) can rotate relative to the housing (110) is set to be less than or equal to the ratio of 360° to 2n.

69. The pre-combustion chamber (1) according to any one of claims 62 to 68, wherein, The first drive mechanism (610) and the second drive mechanism (620) are configured to synchronously drive the slider (302) and the blocking member (301).

70. The pre-combustion chamber (1) according to claim 69, wherein, The first drive mechanism (610) includes a first hydraulic drive mechanism, and the second drive mechanism (620) includes a second hydraulic drive mechanism. Both the first hydraulic drive mechanism and the second hydraulic drive mechanism are configured to provide liquids at different pressures to drive the sliding member (302) and the sealing member (301).

71. The pre-combustion chamber (1) according to claim 70 further includes a main drive mechanism, wherein the first hydraulic drive mechanism and the second hydraulic drive mechanism are both connected to the main drive mechanism.

72. A method for controlling a pre-combustion chamber (1), suitable for controlling the pre-combustion chamber (1) according to any one of claims 2 to 34, wherein, The control method includes: According to the ignition requirements, the position of the regulating component (3) is controlled to regulate at least one of the pressure and temperature in the pre-combustion chamber (103).

73. The control method according to claim 72, wherein, The adjustment of at least one of the pressure and temperature within the pre-combustion chamber (103) includes: Adjust the energy of the jet ejected from the pre-combustion chamber (103).

74. The control method according to claim 73, wherein, The control of the position of the adjusting component (3) according to the ignition requirements to adjust the energy of the jet ejected from the pre-combustion chamber (103) includes at least one of the following: The regulating component (3) adjusts the internal volume of the pre-combustion chamber (103); and The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

75. A method for controlling a pre-combustion chamber, suitable for controlling the pre-combustion chamber (1) according to any one of claims 35 to 52, wherein an ignition device ignites fuel, the control method comprising: According to the ignition requirements, the position of the control and adjustment component (3) relative to the housing (110) is adjusted to adjust the effective volume of the pre-combustion chamber (103).

76. The control method according to claim 75, in, The step of controlling the position of the adjusting component (3) relative to the housing (110) according to the ignition requirements to adjust the effective volume of the pre-combustion chamber (103) includes: Adjust the position of the closed part (300b) of the adjustment component (3) relative to the movable chamber (1032) of the housing (110) to change the effective volume of the pre-combustion chamber (103).

77. The control method according to claim 76, wherein, The method of controlling the position of the adjusting component (3) relative to the housing (110) according to the ignition requirements to adjust the effective volume of the pre-combustion chamber (103) further includes: Adjust the relative position of the movable head (300c) of the adjustment component (3) and the pre-combustion head (115) of the housing (110) to change the effective opening of the pre-combustion channel (112) of the housing (110).

78. The control method according to any one of claims 75 to 77, further comprising: Fuel is introduced into the pre-combustion chamber (103) and ignited.

79. A method for controlling a pre-combustion chamber, suitable for controlling a pre-combustion chamber (1) according to any one of claims 53 to 71, the control method comprising: Control at least a portion of the sliding member (302) to the installation position in the pre-combustion chamber (103) to adjust the volume of the pre-combustion chamber (103).

80. The control method according to claim 79, further comprising: The installation position of at least a portion of the sealing element (8) within the pre-combustion chamber (103) is controlled to adjust the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2).

81. The control method according to claim 80, wherein, Controlling the installation position of at least a portion of the sliding member (302) within the pre-combustion chamber (103) includes: Adjust the liquid pressure of the first hydraulic drive mechanism to drive at least a portion of the slider (302) to slide in the pre-combustion chamber (103).

82. The control method according to claim 80, wherein, At least a portion of the control sealing element (8) is installed in the pre-combustion chamber (103) at its mounting position, and further includes: Adjust the liquid pressure of the second hydraulic drive mechanism to drive at least a portion of the sealing element (8) to rotate within the pre-combustion chamber (103).

83. An engine comprising: The pre-combustion chamber is the pre-combustion chamber (1) according to any one of claims 2 to 71.

84. The engine according to claim 83, comprising: The pre-combustion chamber, wherein the pre-combustion chamber is the pre-combustion chamber (1) according to any one of claims 2 to 34, and Combustion chamber (2), the pre-combustion chamber (103) of the pre-combustion chamber (1) is connected to the combustion chamber (2).

85. The engine according to claim 84, wherein, The regulating component (3) is adapted to regulate at least one of the pressure and temperature of the engine when the engine is operating.

86. The engine according to claim 85, wherein, The pressure of the engine is positively correlated with the pressure of the pre-combustion chamber (1); the temperature of the engine is positively correlated with the temperature of the pre-combustion chamber (1).

87. The engine according to any one of claims 84 to 86, wherein, The engine includes: Cylinder head (200), wherein the cylinder head is provided with the combustion chamber (2); Piston component (201), which is movably disposed within the combustion chamber (2).

88. The engine according to any one of claims 83 to 87, wherein, The engine is adapted to provide power to a power system, which includes the engine.

89. A method for controlling an engine, suitable for controlling an engine according to any one of claims 84 to 88, wherein, The control method includes: The position of the regulating component (3) is controlled according to the load of the engine to regulate at least one of the engine pressure and temperature; wherein the engine pressure is positively correlated with the pressure of the pre-combustion chamber (1); and the engine temperature is positively correlated with the temperature of the pre-combustion chamber.

90. The control method according to claim 89, wherein, The control of the position of the regulating component (3) according to the load of the engine to regulate at least one of the engine's pressure and temperature includes at least one of the following: The regulating component (3) adjusts the internal volume of the pre-combustion chamber (103); and The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2).

91. The control method according to claim 90, wherein, The method of controlling the position of the regulating component (3) according to the load of the engine to regulate at least one of the engine pressure and temperature also includes at least one of the following: When the engine load is less than a first preset load, the regulating component (3) is controlled to adjust the internal volume of the pre-combustion chamber (103) to a first volume; and The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a first area.

92. The control method according to claim 91, wherein, The method of controlling the position of the regulating component (3) according to the load of the engine to regulate at least one of the engine pressure and temperature also includes at least one of the following: When the engine load exceeds a second preset load, the regulating component (3) is controlled to adjust the internal volume of the pre-combustion chamber (103) to the second volume; and The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a second area; Wherein, the first preset load is less than the second preset load; the first volume is less than the second volume; and the first area is greater than the second area.

93. The control method according to claim 92, wherein, The method of controlling the position of the regulating component (3) according to the load of the engine to regulate at least one of the engine pressure and temperature also includes at least one of the following: When the engine load is between the first preset load and the second preset load, the regulating component (3) is controlled to adjust the internal volume of the pre-combustion chamber (103) to a third volume; and The adjustment component (3) is controlled to adjust the communication area between the pre-combustion chamber (103) and the combustion chamber (2) to a third area; The third volume is between the second volume and the first volume; the third area is between the second area and the first area.

94. The control method according to any one of claims 89 to 93, suitable for controlling the pre-combustion chamber (1) according to any one of claims 31 to 33, wherein, The control method includes: The cooling capacity of the cooling assembly (500) is controlled according to the ignition requirements of the pre-combustion chamber (1).

95. The control method according to claim 94, wherein, The step of controlling the cooling capacity of the cooling assembly (500) according to the ignition requirements of the pre-combustion chamber (103) includes: According to the different ignition requirements of the pre-combustion chamber (103), the cooling component (500) is controlled to be adjusted to different cooling capacities.

96. A method for controlling an engine, suitable for controlling the ignition of the engine according to claim 83, wherein, The control method includes: According to the load requirements of the engine, the position of the control assembly (3) relative to the housing (110) is controlled to adjust the effective volume of the pre-combustion chamber (103).

97. The control method according to claim 96, in, According to the load requirements of the engine, the position of the adjustment component (3) relative to the housing (110) is controlled to adjust the effective volume of the pre-combustion chamber (103), including at least one of the following: Adjust the position of the closed part (300b) of the adjustment component (3) relative to the movable chamber (1032) of the housing (110) to change the effective volume of the pre-combustion chamber (103); and Adjust the position of the movable head (300c) of the adjustment component (3) relative to the pre-combustion head (115) of the housing (110) to change the effective opening of the pre-combustion channel (112).

98. The control method according to claim 97, in, According to the load requirements of the engine, the position of the adjustment component (3) relative to the housing (110) is controlled to adjust the effective volume of the pre-combustion chamber (103), including at least one of the following: When the load on the engine is less than a first preset load, the position of the closed portion (300b) of the adjusting assembly (3) relative to the movable chamber (1032) of the housing (110) is adjusted so that the pre-combustion chamber (103) has a first effective volume; and Adjust the position of the movable head (300c) of the adjustment component (3) relative to the pre-combustion head (115) of the housing (110) so that the pre-combustion channel (112) has a first effective opening.

99. The control method according to claim 98, in, According to the load requirements of the engine, the position of the adjustment component (3) relative to the housing (110) is controlled to adjust the effective volume of the pre-combustion chamber (103), including at least one of the following: When the load on the engine exceeds a second preset load, the position of the closed portion (300b) of the adjusting assembly (3) relative to the movable chamber (1032) of the housing (110) is adjusted so that the pre-combustion chamber (103) has a second effective volume; and Adjust the position of the movable head (300c) of the adjustment component (3) relative to the pre-combustion head (115) of the housing (110) so that the pre-combustion channel (112) has a second effective opening. Wherein, the first preset load is less than the second preset load; the first effective volume is less than the second effective volume; and the first effective opening degree is greater than the second effective opening degree.

100. The method according to claim 99, in, According to the load requirements of the engine, the position of the adjusting component (3) relative to the housing (110) is controlled to adjust the effective volume of the pre-combustion chamber (103), including at least one of the following: When the engine load is between the first preset load and the second preset load, the position of the closed portion (300b) of the adjusting assembly (3) relative to the movable chamber (1032) of the housing (110) is adjusted so that the pre-combustion chamber (103) has a third effective volume; and Adjust the position of the movable head (300c) of the adjustment component (3) relative to the pre-combustion head (115) of the housing (110) so that the pre-combustion channel (112) has a third effective opening; The third effective volume is between the second effective volume and the first effective volume; the third effective opening is between the second effective opening and the first effective opening.

101. The control method according to any one of claims 96 to 100, further comprising: Fuel is introduced into the pre-combustion chamber (103) and ignited.

102. A method for controlling an engine, suitable for controlling the ignition of the engine according to claim 83, wherein, The control method includes: Depending on the engine load, at least a portion of the sliding member (302) that drives the engine's pre-combustion chamber moves within the pre-combustion chamber (103) to adjust the volume of the pre-combustion chamber (103).

103. The engine control method according to claim 102, wherein, The control method includes: Depending on the engine load, at least a portion of the sealing element (8) of the pre-combustion chamber of the engine moves in the pre-combustion chamber (103) to adjust the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2).

104. The engine control method according to claim 103, wherein, The control method includes at least one of the following: When the load of the engine is within a first preset range, the sliding member (302) is controlled to move so that the volume of the connecting part (1032a) connected to the pre-combustion chamber (103) is the first volume; and When the load of the engine is within a first preset range, the sealing member (8) is controlled to rotate so that the connecting area of ​​the through hole (1023) to the pre-combustion chamber (103) and the combustion chamber (2) is the first connecting area.

105. The engine control method according to claim 104, comprising at least one of the following: When the load of the engine is within the second preset range, the sliding member (302) is controlled to move so that the volume of the connecting part (1032a) is the second volume; and When the load of the engine is within the second preset range, the sealing member (8) is controlled to rotate so that the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2) is the second communication area; in, The second preset range is larger than the first preset range, the first volume is smaller than the second volume, and the second connected area is smaller than the first connected area.

106. The engine control method according to claim 105, comprising at least one of the following: When the engine load is within the third preset range, the sliding member (302) is controlled to move so that the volume of the connecting part (1032a) is the third volume; and When the load of the engine is within the third preset range, the sealing member (8) is controlled to rotate so that the communication area of ​​the through hole (1023) connecting the pre-combustion chamber (103) and the combustion chamber (2) is the third communication area; in, The third preset range is located between the first preset range and the second preset range, the third volume is located between the first volume and the second volume, and the third connected area is located between the second connected area and the first connected area.

107. A vehicle comprising: The vehicle is adapted to implement the control method according to any one of claims 1 to 71, wherein the pre-combustion chamber (1) is as described in any one of claims 72 to 82; Alternatively, the vehicle may include an engine according to any one of claims 83 to 88, and the vehicle may be adapted to implement the control method according to any one of claims 89 to 106.

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