Pre-combustion chamber structure, cylinder head assembly, engine, drive assembly and vehicle

Abstract

A pre-combustion chamber structure (20), comprising a pre-combustion chamber body (21), a thermal insulation layer (201) arranged on the pre-combustion chamber body (21), and a bonding layer (202) arranged between the thermal insulation layer (201) and the pre-combustion chamber body (21). The coefficient of thermal expansion of the side of the bonding layer (202) close to the thermal insulation layer (201) is less than the coefficient of thermal expansion of the side of the bonding layer (202) close to the pre-combustion chamber body (21). The pre-combustion chamber structure (20) provides the firmly bonded thermal insulation layer (201). Further provided are a cylinder head assembly (100) having the pre-combustion chamber structure (20), an engine, a drive assembly and a vehicle (1000).

Description

Pre-combustion chamber structure, cylinder head assembly, engine, drivetrain and vehicle

[0001] This application claims priority to Chinese patent application No. 202510391557.0, filed on March 28, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and in particular to a pre-combustion chamber structure, cylinder head assembly, engine, drive assembly, and vehicle. Background Technology

[0003] The pre-combustion chamber introduces a portion of the fuel and air into a smaller space for initial combustion to generate high-temperature, high-pressure combustion gases. These gases can then be injected at high speed into the combustion chamber, providing an ignition source and additional energy for the fuel within the combustion chamber. This promotes faster and more complete combustion of the fuel, thereby improving combustion efficiency and power output. Summary of the Invention

[0004] In a first aspect, a pre-combustion chamber structure is provided, the pre-combustion chamber structure including a pre-combustion chamber body, a heat insulation layer disposed on the pre-combustion chamber body, and an adhesive layer disposed between the heat insulation layer and the pre-combustion chamber body; the thermal expansion coefficient of the adhesive layer on the side closer to the heat insulation layer is less than the thermal expansion coefficient of the adhesive layer on the side closer to the pre-combustion chamber body.

[0005] Some embodiments of this disclosure reduce heat loss from the engine by providing a heat insulation layer on the pre-combustion chamber body, thereby reducing the heat transferred from the combustion gases in the pre-combustion chamber body and combustion chamber to the pre-combustion chamber body wall during engine operation, and thus improving the engine's thermal efficiency.

[0006] Furthermore, during the operation of the pre-combustion chamber body, the temperature on one side of the pre-combustion chamber body is significantly higher than that on the side of the insulation layer, resulting in a large temperature gradient between the two. Because the adhesive layer in this embodiment has a higher coefficient of thermal expansion on the side closer to the pre-combustion chamber body, it can better match the thermal expansion of the pre-combustion chamber body at high temperatures. This reduces stress concentration between the adhesive layer and the pre-combustion chamber body caused by excessive expansion differences, preventing problems such as adhesion failure and cracking. Similarly, the adhesive layer has a lower coefficient of thermal expansion on the side closer to the insulation layer, making its thermal expansion characteristics closer to those of the insulation layer. This ensures stable bonding between the adhesive layer and the insulation layer at lower temperatures, preventing delamination or separation due to expansion differences.

[0007] Secondly, another pre-combustion chamber structure is provided, which includes a pre-combustion chamber body, a heat insulation layer disposed on the pre-combustion chamber body, and an adhesive layer disposed between the heat insulation layer and the pre-combustion chamber body; the substrate of the pre-combustion chamber body is a thermally conductive material, and the content of the thermally conductive material on the side of the adhesive layer near the heat insulation layer is less than the content of the thermally conductive material on the side of the adhesive layer near the pre-combustion chamber body.

[0008] Some embodiments of this disclosure reduce heat loss from the engine by providing a heat insulation layer on the pre-combustion chamber body, thereby reducing the heat transferred from the combustion gases in the pre-combustion chamber body and combustion chamber to the pre-combustion chamber body wall during engine operation, and thus improving the engine's thermal efficiency.

[0009] Because a temperature gradient exists from the insulation layer to the pre-combustion chamber body during operation, meaning the adhesive layer has a lower temperature near the insulation layer and a higher temperature near the pre-combustion chamber body, some embodiments of this disclosure increase the thermally conductive material content in the adhesive layer along the direction from the insulation layer to the pre-combustion chamber body. This creates a gradient change in the adhesive layer's coefficient of thermal expansion, better adapting to the temperature gradient, mitigating thermal stress concentration caused by temperature changes, and reducing the risk of material deformation and damage.

[0010] Furthermore, the adhesive layer has a lower content of thermally conductive material near the insulation layer, maintaining lower thermal conductivity and helping to preserve the insulation effect of the insulation layer. This reduces heat transfer from the pre-combustion chamber body to the insulation layer, allowing the insulation layer to function better, lowering the outer wall temperature of the pre-combustion chamber body, improving energy efficiency, and protecting external structures and equipment from high temperatures. Conversely, the adhesive layer has a relatively higher content of thermally conductive material near the pre-combustion chamber body, improving the thermal conductivity of this area. This allows heat generated on the inner wall of the pre-combustion chamber body to be transferred more smoothly through the adhesive layer to the insulation layer, preventing excessive heat accumulation in localized areas of the pre-combustion chamber body, preventing localized overheating, and ensuring a more uniform temperature distribution within the pre-combustion chamber body.

[0011] In some embodiments, the adhesive layer includes a plurality of adhesive base layers, the coefficients of thermal expansion of the plurality of adhesive base layers arranged along a preset direction decreasing sequentially, the preset direction being the direction from the insulation layer to the pre-combustion chamber body.

[0012] In some embodiments, the adhesive layer includes a plurality of adhesive base layers, wherein the thermally conductive material content of the plurality of adhesive base layers arranged along a preset direction decreases sequentially, and the preset direction is the direction from the heat insulation layer to the pre-combustion chamber body.

[0013] In some embodiments, the substrate of the pre-combustion chamber body is copper, and the copper content of the adhesive layer on the side near the insulation layer is less than the copper content of the adhesive layer on the side near the pre-combustion chamber body.

[0014] In some embodiments, the adhesive layer includes a plurality of adhesive base layers, the copper content of which decreases sequentially along a preset direction, the preset direction being the direction from the heat insulation layer to the pre-combustion chamber body.

[0015] In some embodiments, the copper content D of the adhesive layer on the side near the pre-combustion chamber body satisfies: 30% ≤ D ≤ 45%.

[0016] In some embodiments, the copper content E of the adhesive layer on the side near the insulation layer satisfies: 0% ≤ E ≤ 10%.

[0017] In some embodiments, the thickness D1 of the adhesive layer satisfies: 10μm≤D1≤100μm.

[0018] In some embodiments, the thickness D1 of the adhesive layer satisfies: 50μm≤D1≤100μm.

[0019] In some embodiments, the thermal conductivity M of the substrate of the pre-combustion chamber body satisfies: 100W(m·k)≤M≤400W(m·k).

[0020] In some embodiments, the thickness D2 of the insulation layer satisfies: 100μm≤D2≤500μm.

[0021] In some embodiments, the thickness D2 of the insulation layer satisfies: 300μm≤D2≤500μm.

[0022] Thirdly, a cylinder head assembly is provided, the cylinder head assembly including a cylinder head body and the aforementioned pre-combustion chamber structure, the pre-combustion chamber structure being disposed on the cylinder head body.

[0023] In some embodiments, the cylinder head body is provided with mounting holes, and the pre-combustion chamber structure is disposed in the mounting holes.

[0024] In some embodiments, the cylinder head assembly further includes an ignition device disposed within a mounting hole and facing the pre-combustion chamber body.

[0025] In some embodiments, a mating surface is provided on the side of the pre-combustion chamber body near the ignition device, and the mating surface abuts against the ignition device.

[0026] In some embodiments, the inner wall of the mounting hole is provided with a first limiting structure, and the outer wall of the pre-combustion chamber body is provided with a second limiting structure. The first limiting structure and the second limiting structure cooperate to restrict the axial rotation of the pre-combustion chamber body around the mounting hole.

[0027] In some embodiments, the first limiting structure is one of a limiting protrusion and a limiting groove, and the second limiting structure is the other of a limiting protrusion and a limiting groove.

[0028] In some embodiments, the mounting hole is provided with an internal thread, and the outer peripheral wall of the ignition device is provided with an external thread that mates with the internal thread.

[0029] Fourthly, an engine is provided that includes the aforementioned pre-combustion chamber structure.

[0030] Fifthly, another engine is provided, which includes a cylinder block assembly and the aforementioned cylinder head assembly, the cylinder head assembly covering one side of the cylinder block assembly, the cylinder head assembly being adapted to enclose the cylinder block assembly to form a combustion chamber.

[0031] In some embodiments, the volume Q1 of the combustion chamber and the volume Q2 of the pre-combustion chamber body satisfy the following:

[0032] In a sixth aspect, a drive assembly is provided, which includes the aforementioned pre-combustion chamber structure, or the aforementioned cylinder head assembly, or the aforementioned engine.

[0033] In a seventh aspect, a vehicle is provided, the vehicle including the aforementioned pre-combustion chamber structure, or the aforementioned cylinder head assembly, or the aforementioned engine, or the aforementioned drive assembly.

[0034] It should be noted that the technical effects of the implementation methods of the second, third, fourth, fifth, sixth and seventh aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0035] The accompanying drawings are provided to further understand the technical solutions of this disclosure and constitute a part of the specification. They are used together with the embodiments of this disclosure to explain the technical solutions of this disclosure and do not constitute a limitation on the technical solutions of this disclosure.

[0036] Figure 1 is a schematic diagram of a vehicle according to some embodiments;

[0037] Figure 2 is a top view of a cylinder head assembly according to some embodiments;

[0038] Figure 3 is a cross-sectional view along line BB in Figure 2;

[0039] Figure 4 is a magnified view of a portion of region A in Figure 3;

[0040] Figure 5 is a structural diagram of the cylinder head assembly and cylinder block assembly according to some embodiments;

[0041] Figure 6 is a bottom view of a pre-combustion chamber body according to some embodiments;

[0042] Figure 7 is a partial structural diagram of a spark plug according to some embodiments;

[0043] Figure 8 is a magnified view of region C in Figure 4;

[0044] Figure 9 is a structural diagram of a pre-combustion chamber body according to some embodiments;

[0045] Figure 10 is a structural diagram of a pre-combustion chamber structure according to some embodiments;

[0046] Figure 11 is a structural diagram of another pre-combustion chamber structure according to some embodiments;

[0047] Figure 12 is a schematic diagram showing the change in heat transfer of a pre-combustion chamber body with the thickness of the insulation layer according to some embodiments.

[0048] Reference numerals: 1000, vehicle; 100, cylinder head assembly; 100A, combustion chamber; 110, intake valve; 120, exhaust valve; 200, cylinder head assembly; 210, cylinder; 220, piston; 10, cylinder head body; 11, mounting hole; 111, internal thread; 112, first limiting structure; 113, third limiting structure; 20, pre-combustion chamber structure; 201, heat insulation layer; 202, adhesive layer; 2021, adhesive base layer; 21, pre-combustion chamber body; 211, pre-combustion cavity; 212, nozzle; 213, mating surface; 214, second limiting structure; 215, fourth limiting structure; 30, ignition device; 301, spark plug housing; 302, center electrode; 303, side electrode; 31, external thread; 32, preset wall surface. Detailed Implementation

[0049] 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.

[0050] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0051] 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.

[0052] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this disclosure have the meaning of establishing conductivity. The specific meaning needs to be understood in the context.

[0053] In some embodiments of this disclosure, the terms "exemplary" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0054] 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.

[0055] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0056] 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.

[0057] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this disclosure have the meaning of establishing conductivity. The specific meaning needs to be understood in the context.

[0058] In some embodiments of this disclosure, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" 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 terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0059] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0060] In related technologies, the pre-combustion chamber is typically made of copper-based alloys. These materials have excellent thermal conductivity, allowing the pre-combustion chamber (e.g., a copper-based pre-combustion chamber) to quickly transfer heat to the cylinder head for rapid cooling. However, in actual operation, both the combustion gases in the pre-combustion chamber and the combustion chamber transfer heat to the walls of the pre-combustion chamber. This heat loss is detrimental to improving the engine's thermal efficiency.

[0061] To address the aforementioned problems, this disclosure provides a vehicle 1000 in some embodiments. The vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a gasoline-powered vehicle, etc. The vehicle 1000 can also be a sedan, truck, bus, lorry, trailer, etc.

[0062] As shown in Figure 1, which is a schematic diagram of a vehicle according to some embodiments, the vehicle 1000 includes a body and wheels. The body is used for passengers and for carrying goods, and the wheels are mounted under the body to support the body and are able to roll on the road surface to enable the vehicle 1000 to move.

[0063] In some embodiments, the vehicle may further include a hybrid powertrain disposed on the vehicle body.

[0064] In some embodiments, the hybrid powertrain can be a drive assembly for converting electrical or thermal energy into mechanical energy and transmitting the mechanical energy to the wheels of the vehicle 1000 to drive the wheels to rotate, enabling the vehicle 1000 to move.

[0065] In some embodiments, the hybrid powertrain may include an engine, which is an energy conversion device capable of converting the heat energy or other forms of energy generated by fuel combustion into mechanical energy to drive the wheels.

[0066] For example, the engine can be an internal combustion engine, an external combustion engine, a jet engine, etc., and this disclosure does not limit it.

[0067] Figure 2 is a top view of a cylinder head assembly according to some embodiments, Figure 3 is a cross-sectional view along line BB in Figure 2, Figure 4 is a partial enlarged view of region A in Figure 3, and Figure 5 is a structural diagram of the cylinder head assembly and cylinder block assembly mating according to some embodiments.

[0068] Referring to Figures 2, 3, 4, and 5, in some embodiments, the engine may include a cylinder head assembly 100 and a cylinder block assembly 200. The cylinder head assembly 100 covers one side of the cylinder block assembly 200 and is adapted to enclose the cylinder block assembly 200 to form a sealed combustion chamber 100A together with the cylinder block assembly 200.

[0069] In some embodiments, the cylinder assembly 200 may further include a cylinder 210 and a piston 220 disposed within the cylinder 210. The cylinder 210 provides space for the piston 220 to move, and the piston 220 is capable of reciprocating linear motion within the cylinder 210. The piston 220 is adapted to compress fuel and air-fuel mixture to generate power. It should be noted that the combustion chamber 100A can be considered as part of the cylinder 210, and the combustion chamber 100A is located at the top of the cylinder 210.

[0070] For example, the cylinder 210 can be a cylindrical space in which the piston 220 reciprocates, and the combustion chamber 100A is the space enclosed by the top of the piston 220, the bottom wall of the cylinder head assembly 100, and the peripheral wall of the cylinder 210 when the piston 220 is at top dead center (the position closest to the cylinder head assembly 100).

[0071] In some embodiments, the cylinder head assembly 100 includes an intake valve 110 and an exhaust valve 120, both of which are in communication with the cylinder 210. The intake valve 110 is adapted to draw air into the combustion chamber 100A, allowing the air to mix with fuel to form a combustible mixture, providing the necessary conditions for combustion. When the piston 220 moves downward (i.e., moves away from the cylinder head assembly 100), the intake valve 110 opens, creating a negative pressure in the cylinder 210, allowing air to enter the cylinder 210 under atmospheric pressure. The exhaust valve 120 is adapted to discharge the exhaust gases from the cylinder 210 after combustion is complete. When the piston 220 moves upward (i.e., moves closer to the cylinder head assembly 100), the exhaust valve 120 opens, discharging the exhaust gases from the cylinder 210 into the atmosphere.

[0072] The cylinder block assembly 200 provides support and positioning for engine components such as the piston 220 and crankshaft, ensuring they can move along a predetermined trajectory and speed. For example, the cylinder block assembly 200 may have a crankshaft cavity for mounting the crankshaft, providing support and positioning for the crankshaft. The cylinder block assembly 200 can be made of high-strength, high-rigidity materials, such as cast iron or aluminum alloy, thereby ensuring the engine maintains stability and durability at high speeds.

[0073] Please continue to refer to Figures 2, 3, 4 and 5. In some embodiments, the cylinder head assembly 100 includes a cylinder head body 10 and a pre-combustion chamber structure 20, the pre-combustion chamber structure 20 being disposed on the cylinder head body 10.

[0074] The cylinder head body 10 is provided with a mounting hole 11, and the pre-combustion chamber structure 20 is located in the mounting hole 11.

[0075] It is understood that the pre-combustion chamber structure 20 includes a pre-combustion chamber body 21, on which a pre-combustion chamber 211 is formed. The pre-combustion chamber body 21 may also have a nozzle 212 that connects the pre-combustion chamber 211 and the combustion chamber 100A. The nozzle 212 is adapted to inject the flame and high-temperature and high-pressure gas burning in the pre-combustion chamber 211 into the combustion chamber 100A through the nozzle 212.

[0076] Figure 6 is a bottom view of a pre-combustion chamber body according to some embodiments. For example, referring to Figure 6, the nozzle 212 can be set to 4. For example, the number of nozzles 212 can also be 6, 7 or 8, etc., and this disclosure does not limit it.

[0077] In some embodiments, the pre-combustion chamber body 21 can be fixedly connected to the mounting hole 11. For example, the pre-combustion chamber body 21 can be connected to the mounting hole 11 by welding to the cylinder head body 10, pre-casting, or other methods. In some embodiments, the pre-combustion chamber body 21 can also be detachably installed in the mounting hole 11. The pre-combustion chamber body 21 can be clearance-fitted or interference-fitted with the mounting hole 11, etc., which is not limited in this disclosure.

[0078] In some embodiments of this disclosure, by placing the pre-combustion chamber body 21 inside the mounting hole 11, the fuel can achieve stratified combustion within the pre-combustion chamber body 21 inside the mounting hole 11. The fuel first forms a richer mixture in the pre-combustion chamber body 21 and is ignited. The resulting high-temperature and high-pressure gas is injected into the combustion chamber 100A and mixes with the leaner mixture in the combustion chamber 100A, achieving stratified combustion from rich to lean, thereby improving the completeness and efficiency of combustion.

[0079] Please refer to Figures 2, 3, 4, and 5. In some embodiments, the cylinder head assembly 100 further includes an ignition device 30, which is disposed within the mounting hole 11 and on the side of the pre-combustion chamber body 21 opposite to the bottom wall of the mounting hole 11. That is, the ignition device 30 is disposed on one side of the pre-combustion chamber body 21. Exemplarily, the ignition device 30 can be a spark plug, etc., and this disclosure does not limit it. It should be noted that the center electrode and side electrode of the spark plug may protrude, be recessed, or be arranged parallel to the pre-combustion chamber body 21, and this disclosure does not limit it.

[0080] Figure 7 is a partial structural diagram of a spark plug according to some embodiments. Referring to Figure 7, the spark plug includes a spark plug housing 301, a center electrode 302, and a side electrode 303. Both the center electrode 302 and the side electrode 303 protrude from the spark plug housing 301 and protrude within the pre-combustion chamber body 21. Thus, the protruding center electrode 302 and side electrode 303 concentrate the ignition energy more on the combustible mixture inside the pre-combustion chamber, resulting in a relatively higher electric field strength around the electrodes (i.e., the center electrode 302 and the side electrode 303), making it easier to form a sufficiently energetic electric spark to reliably ignite the mixture.

[0081] In some embodiments, the ignition device 30 and the pre-combustion chamber body 21 can be separate structures, that is, the pre-combustion chamber body 21 and the ignition device 30 are two parts, rather than an integral structure. In this way, the ignition device 30 and the pre-combustion chamber body 21 are easy to install, and easy to disassemble and maintain.

[0082] In some embodiments of this disclosure, the pre-combustion chamber body 21 is disposed within the mounting hole 11, and the ignition device 30 is disposed on the side of the pre-combustion chamber body 21 away from the bottom wall of the mounting hole 11. This allows the ignition device 30 to be closer to the center of the pre-combustion chamber 211. During ignition, a local high-temperature and high-pressure environment can be formed within the pre-combustion chamber 211, causing the mixture to burn rapidly. Then, the burning flame and high-temperature and high-pressure gas are injected into the combustion chamber 100A to ignite the mixture within the combustion chamber 100A, thereby accelerating the overall combustion speed.

[0083] In addition, the arrangement of the pre-combustion chamber body 21 and the ignition device 30 in some embodiments of this disclosure, compared with the related art in which the ignition device 30 is placed inside the pre-combustion chamber body 21, can reduce the overall height of the pre-combustion chamber body 21, thereby reducing the volume of the pre-combustion chamber body 21, which is conducive to the miniaturization of the pre-combustion chamber body 21, thereby facilitating the design and installation of other components in the drive assembly.

[0084] In some embodiments, the volume Q1 of the combustion chamber 100A and the volume Q2 of the pre-combustion chamber body 21 satisfy the following: It is understood that in some embodiments, multiple combustion chambers 100A may be provided. Here, the volume Q1 of the combustion chamber 100A refers to the single-cylinder displacement (volume) of the engine.

[0085] For example, the volume Q1 of the combustion chamber 100A and the volume Q2 of the pre-combustion chamber body 21 satisfy... or This disclosure does not limit the scope of the information.

[0086] Some embodiments of this disclosure satisfy the following conditions by making the volume Q1 of the combustion chamber 100A and the volume Q2 of the pre-combustion chamber body 21: This ensures that the pre-combustion chamber 211 of the smaller pre-combustion chamber body 21 has a smaller volume, allowing a small amount of mixed gas to be quickly ignited and burned within it, rapidly forming high-temperature, high-pressure combustion products. These high-temperature, high-pressure combustion products are injected into the combustion chamber 100A at high speed, thereby igniting the mixed gas within the combustion chamber 100A. This effectively shortens the ignition delay period of the mixed gas within the combustion chamber 100A, making the combustion process faster and more efficient.

[0087] Furthermore, the pre-combustion chamber body 21 has a small volume. When the high-temperature, high-pressure gas generated by its combustion is injected from the pre-combustion chamber 211 into the combustion chamber 100A, it creates strong turbulence within the combustion chamber 100A. This turbulence allows for more thorough mixing of the air-fuel mixture within the combustion chamber 100A, ensuring more uniform contact between fuel and oxygen, thereby increasing combustion speed and completeness, and improving engine thermal efficiency. In addition, the small size of the pre-combustion chamber body 21 results in lower material consumption, thus reducing its production cost.

[0088] In some embodiments, the volume Q1 of the combustion chamber 100A and the volume Q2 of the pre-combustion chamber body 21 satisfy the following:

[0089] It is understandable that an excessively large volume of the pre-combustion chamber body 21 will retain a large amount of mixed gas that can be used to do work. This part of the mixed gas burns in the pre-combustion chamber body 21, but does not participate in doing work, increasing the loss of incomplete combustion and heat dissipation.

[0090] Some embodiments of this disclosure satisfy the following conditions by making the volume Q1 of the combustion chamber 100A and the volume Q2 of the pre-combustion chamber body 21: This ensures that the pre-combustion chamber 211 has a small volume, allowing the mixture to be quickly ignited and burned, rapidly forming high-temperature, high-pressure combustion products. This reduces heat loss and incomplete combustion losses in the pre-combustion chamber body 21.

[0091] In some embodiments, an internal thread 111 is provided in the mounting hole 11, and an external thread 31 that mates with the internal thread 111 is provided on the outer peripheral wall of the ignition device 30. The internal thread 111 of the mounting hole 11 mates with the external thread 31 of the ignition device 30 to achieve the connection between the ignition device 30 and the cylinder head body 10.

[0092] Because the threaded connection method is simple to operate, during installation, you only need to align the external thread 31 of the ignition device 30 with the internal thread 111 of the mounting hole 11, and then rotate the ignition device 30 to easily install it onto the cylinder head body 10. There is no need to use complicated tools or perform cumbersome operations, which improves installation efficiency and saves assembly time and labor costs.

[0093] Figure 8 is a partial enlarged view of region C in Figure 4. Referring to Figures 2-8, in some embodiments, a mating surface 213 is provided on the side of the pre-combustion chamber body 21 near the ignition device 30, and the mating surface 213 abuts against the ignition device 30. Similarly, the ignition end of the ignition device 30 is also provided with a preset wall surface 32 that mates with the pre-combustion chamber body 21, and the mating surface 213 abuts against the preset wall surface 32. In this way, the contact between the pre-combustion chamber body 21 and the ignition device 30 can effectively transfer heat. When the cooling system (e.g., the water jacket 300) cools the pre-combustion chamber body 21 of the cylinder head body 10, it can also cool the ignition device 30, thereby ensuring excellent cooling performance of the ignition device 30 and ensuring the operating temperature of the ignition device 30.

[0094] In some embodiments, the mating surface can be in direct pressure contact with the ignition device 30. In some embodiments, the mating surface can be in indirect pressure contact with the ignition device 30. For example, the mating surface 213 is spaced apart from the ignition device 30, and a sealing ring is provided between the ignition device 30 and the mating surface 213 to seal the gap between the ignition device 30 and the mating surface 213.

[0095] Thus, the tight contact between the mating surface 213 and the ignition device 30 forms an effective sealing barrier, thereby improving the sealing performance between the pre-combustion chamber body 21 and the ignition device 30, preventing the leakage of high-temperature and high-pressure gases in the combustion chamber 100A, ensuring the pressure and combustion environment within the pre-combustion chamber body 21, and improving the engine's thermal efficiency and power performance. Furthermore, the effective sealing prevents the upward flow of high-temperature gases generated during combustion, effectively protecting the ignition coil of the ignition device 30.

[0096] Furthermore, by abutting the pre-combustion chamber body 21 against the ignition device 30, the movement of the pre-combustion chamber body 21 along the circumferential direction of the mounting hole 11 can be restricted, eliminating the need for additional limiting structures for the pre-combustion chamber body 21, reducing engine production steps, and lowering production costs.

[0097] Please refer to Figures 2-8. In some embodiments, the inner wall of the mounting hole 11 is provided with a first limiting structure 112, and the outer wall of the pre-combustion chamber body 21 is provided with a second limiting structure 214. The first limiting structure 112 and the second limiting structure 214 cooperate to restrict the axial rotation of the pre-combustion chamber body 21 around the mounting hole 11.

[0098] For example, the first limiting structure 112 is one of a limiting protrusion and a limiting groove, and the second limiting structure 214 is the other of a limiting protrusion and a limiting groove.

[0099] Figure 9 is a structural diagram of a pre-combustion chamber body according to some embodiments. Referring to Figure 9, the outer wall of the pre-combustion chamber body 21 is provided with a second limiting structure 214 (i.e., a limiting protrusion), and the inner wall of the mounting hole 11 is provided with a limiting groove that mates with the limiting protrusion. When the pre-combustion chamber body 21 is installed in the mounting hole 11, the limiting protrusion and the limiting groove mate to restrict the degree of freedom of rotation of the pre-combustion chamber body 21 about its axial direction.

[0100] For example, the inner wall of the mounting hole 11 is provided with a limiting protrusion, and the outer wall of the pre-combustion chamber body 21 is provided with a limiting groove that mates with the limiting protrusion. When the pre-combustion chamber body 21 is installed in the mounting hole 11, the limiting protrusion and the limiting groove mate to restrict the degree of freedom of the pre-combustion chamber body 21 to rotate about its axial direction.

[0101] Because the engine generates vibration and impact forces during operation, the pre-combustion chamber body 21 will be subjected to a force that causes it to rotate axially around the mounting hole 11. The first limiting structure 112 and the second limiting structure 214 cooperate to effectively prevent the pre-combustion chamber body 21 from rotating, keeping it in a fixed position within the mounting hole 11. This ensures the relative positional accuracy of the pre-combustion chamber body 21 and surrounding components (such as the ignition device 30, fuel injectors, etc.), avoids component interference or poor fit caused by rotation, and ensures stable engine operation.

[0102] For example, the cooperation of the first limiting structure 112 and the second limiting structure 214 enables the nozzle 212 to have a high-precision orientation function, with a circumferential positioning accuracy of less than 2°. This allows the high-temperature jet generated in the pre-combustion chamber to be accurately sprayed to the designed position. In the initial stage of the jet, the flow velocity is relatively high, which can effectively avoid the heat exchange surface and reduce the heat dissipation loss of the cylinder block. In addition, for multi-cylinder engines, the flame development pattern is consistent, which can effectively reduce the combustion differences between cylinders, ensuring stable engine output and safe operation.

[0103] In some embodiments, the mounting hole 11 communicates with the combustion chamber 100A, and the pre-combustion chamber body 21 is connected to the side of the mounting hole 11 near the combustion chamber 100A.

[0104] In order to prevent the pre-combustion chamber body 21 from falling into the combustion chamber 100A along the mounting hole 11, in some embodiments, please continue to refer to FIG8, a third limiting structure 113 may be provided on the inner peripheral wall of the mounting hole 11, and a fourth limiting structure 215 that cooperates with the third limiting structure 113 may be provided on the pre-combustion chamber body 21.

[0105] For example, as shown in FIG8, a limiting boss (third limiting structure 113) can be provided on the inner peripheral wall of the mounting hole 11. That is, a limiting boss is provided on the side of the mounting hole 11 near the combustion chamber 100A. The combustion chamber 100A body is provided with a radially enlarged portion (fourth limiting structure 215) that cooperates with the boss. The diameter of the limiting boss is smaller than the inner diameter of the radially enlarged portion. In this way, the limiting boss can support the pre-combustion chamber body 21 to prevent the pre-combustion chamber body 21 from falling into the combustion chamber 100A.

[0106] Figure 10 is a structural diagram of a pre-combustion chamber structure according to some embodiments. Referring to Figure 10, in some embodiments, the pre-combustion chamber structure 20 may further include a heat insulation layer 201 and an adhesive layer 202, wherein the heat insulation layer 201 is disposed on the pre-combustion chamber body 21.

[0107] For example, the heat insulation layer 201 can be a ceramic coating. The main material of the heat insulation layer 201 can include yttrium-doped zirconium oxide, silicon dioxide, aluminum oxide or cerium oxide, etc. The deposition method of the heat insulation layer 201 can include slurry coating method, thermal spraying method, physical (chemical) vapor deposition or laser cladding method, etc., and this disclosure does not limit them.

[0108] For example, the main material of the adhesive layer 202 can be a copper-doped NiCrAlY alloy, that is, the material of the adhesive layer 202 can include nickel (Ni), chromium (Cr), aluminum (Al), yttrium (Y), and copper (Cu). The deposition method of the adhesive layer 202 can include electroplating, slurry coating, thermal spraying, physical (chemical) vapor deposition, or laser cladding, etc., and this disclosure does not limit it.

[0109] In some embodiments, the heat insulation layer 201 may be disposed on the outer wall surface of the pre-combustion chamber body 21, or the heat insulation layer 201 may be disposed on the inner wall surface of the pre-combustion chamber body 21, and this disclosure does not limit this. For ease of description, some embodiments of this disclosure are described using the example of the heat insulation layer 201 being disposed on the outer wall surface of the pre-combustion chamber body 21.

[0110] In addition, the adhesive layer 202 is disposed between the heat insulation layer 201 and the pre-combustion chamber body 21. The thermal expansion coefficient of the adhesive layer 202 on the side closer to the heat insulation layer 201 is smaller than the thermal expansion coefficient of the adhesive layer 202 on the side closer to the pre-combustion chamber body 21.

[0111] Some embodiments of this disclosure provide a heat insulation layer 201 on the pre-combustion chamber body 21, thereby reducing the heat transferred from the combustion gases in the pre-combustion chamber body 21 and the combustion chamber 100A to the wall of the pre-combustion chamber body 21 during engine operation, thereby reducing engine heat loss and improving engine thermal efficiency.

[0112] Furthermore, when the pre-combustion chamber body 21 is operating, the temperature on one side of the pre-combustion chamber body 21 is much higher than the temperature on the side of the insulation layer 201, resulting in a significant temperature gradient between the two. Since the adhesive layer 202 in some embodiments of this disclosure has a larger coefficient of thermal expansion on the side closer to the pre-combustion chamber body 21, it can better match the thermal expansion of the pre-combustion chamber body 21 at high temperatures. This reduces stress concentration between the adhesive layer 202 and the pre-combustion chamber body 21 caused by excessive expansion differences, preventing problems such as adhesion failure and cracking. Similarly, the adhesive layer 202 has a smaller coefficient of thermal expansion on the side closer to the insulation layer 201, making its thermal expansion characteristics closer to those of the insulation layer 201. This ensures stable connection between the adhesive layer 202 and the insulation layer 201 at lower temperatures, preventing delamination or separation due to expansion differences.

[0113] In some embodiments, the adhesive layer 202 includes a plurality of adhesive base layers 2021, the coefficients of thermal expansion of the plurality of adhesive base layers 2021 arranged along a preset direction decreasing sequentially, the preset direction being the direction from the heat insulation layer 201 to the pre-combustion chamber body 21.

[0114] When the engine starts, the temperature gradually increases from the heat insulation layer 201 to the pre-combustion chamber body 21. The coefficients of thermal expansion of the multiple adhesive base layers 2021 in some embodiments of this disclosure decrease sequentially, thereby ensuring that the multiple adhesive base layers 2021 can more accurately match the temperature at that location along a preset direction, better fit the thermal deformation of adjacent materials, further reduce the stress caused by the difference in thermal expansion, and ensure that the connection between the adhesive layer 202 and the heat insulation layer 201 and the pre-combustion chamber body 21 remains stable at different temperatures.

[0115] In some embodiments, the substrate of the pre-combustion chamber body 21 is a thermally conductive material, and the content of the thermally conductive material on the side of the adhesive layer 202 near the heat insulation layer 201 is less than the content of the thermally conductive material on the side of the adhesive layer 202 near the pre-combustion chamber body 21.

[0116] Some embodiments of this disclosure provide a heat insulation layer 201 on the pre-combustion chamber body 21, thereby reducing the heat transferred from the combustion gases in the pre-combustion chamber body 21 and the combustion chamber 100A to the wall of the pre-combustion chamber body 21 during engine operation, thereby reducing engine heat loss and improving engine thermal efficiency.

[0117] Furthermore, during operation of the pre-combustion chamber body 21, a temperature gradient exists from the insulation layer 201 to the pre-combustion chamber body 21. That is, the temperature of the adhesive layer 202 near the insulation layer 201 is lower, while the temperature of the adhesive layer 202 near the pre-combustion chamber body 21 is higher. Some embodiments of this disclosure increase the thermally conductive material content in the adhesive layer 202 along the direction from the insulation layer 201 to the pre-combustion chamber body 21, resulting in a gradient change in the coefficient of thermal expansion of the adhesive layer 202. This better adapts to the temperature gradient, alleviates thermal stress concentration caused by temperature changes, and reduces the risk of material deformation and damage.

[0118] The adhesive layer 202 has a lower content of thermally conductive material on the side closest to the insulation layer 201, maintaining lower thermal conductivity. This helps maintain the insulation effect of the insulation layer 201, reducing heat transfer from the pre-combustion chamber body 21 to the insulation layer 201, allowing the insulation layer 201 to function better, lowering the outer wall temperature of the pre-combustion chamber body 21, improving energy efficiency, and protecting external structures and equipment from high temperatures. Conversely, the adhesive layer 202 has a relatively higher content of thermally conductive material on the side closest to the pre-combustion chamber body 21, thus improving the thermal conductivity of this area. This allows heat generated on the inner wall of the pre-combustion chamber body 21 to be transferred more smoothly through the adhesive layer 202 to the insulation layer 201, preventing excessive heat accumulation in certain areas of the pre-combustion chamber body 21, preventing localized overheating, and ensuring a more uniform temperature distribution within the pre-combustion chamber body 21.

[0119] For example, the base material of the pre-combustion chamber body 21 is copper, and the heat-conducting material is also copper. The copper content of the adhesive layer 202 on the side near the heat insulation layer 201 is less than the copper content of the adhesive layer 202 on the side near the pre-combustion chamber body 21. For example, the copper content of the adhesive layer 202 decreases sequentially along a predetermined direction.

[0120] For example, the base material of the pre-combustion chamber body 21 is aluminum, and the heat-conducting material is also aluminum. The aluminum content of the adhesive layer 202 on the side near the heat insulation layer 201 is less than the aluminum content of the adhesive layer 202 on the side near the pre-combustion chamber body 21. For example, the aluminum content of the adhesive layer 202 decreases sequentially along a predetermined direction.

[0121] It should be noted that the content of thermally conductive material in the adhesive layer 202 can be analyzed using energy dispersive spectroscopy (EDS) based on scanning electron microscopy (SEM). The principle is as follows: The sample (i.e., adhesive layer 202) is bombarded with an electron beam of a certain energy, exciting the inner-shell electrons of the atoms in the sample. Outer-shell electrons then jump to fill the inner-shell vacancies, and the excess energy is released in the form of characteristic X-rays. Different elements have different electronic structures, resulting in characteristic X-rays with different energies. By detecting and analyzing the energy and intensity of these characteristic X-rays, the types and relative abundance of elements present in the sample can be determined, thus forming an energy scattering spectrum. On the energy scattering spectrum, different elements correspond to characteristic X-ray peaks of different energies. By comparing with standard spectra or databases, the element corresponding to each peak in the spectrum can be determined.

[0122] It should be noted that the peak intensity (i.e., the count on the ordinate) is related to the element content. The intensity of each element's peak can be measured using EDS analysis software; this intensity value reflects the number of characteristic X-rays produced by that element. Due to differences in the absorption and scattering of electrons by different elements, as well as the absorption and fluorescence effects of characteristic X-rays in the sample, correction is required. This correction can be performed using standard samples, i.e., analyzing the sample to be analyzed (i.e., the adhesive layer) and a standard sample (i.e., the thermally conductive material element) under the same testing conditions, and calculating the element content in the sample to be analyzed by comparing the peak intensities of the two samples.

[0123] After correction, the relative content of each element is calculated based on the intensity ratio of its peaks. For example, if the peak intensity of element A in the sample is 1000 and the peak intensity of element B is 500, then the relative content ratio of element A to element B is 2:1.

[0124] Please continue to refer to Figure 10. In some embodiments, the adhesive layer 202 is only one layer, and the content of the thermally conductive material on the side of the adhesive layer 202 near the heat insulation layer 201 is less than the content of the thermally conductive material on the side of the adhesive layer 202 near the pre-combustion chamber body 21.

[0125] Figure 11 is a structural diagram of another pre-combustion chamber structure according to some embodiments. Referring to Figure 11, in some other embodiments, the adhesive layer 202 includes a plurality of adhesive base layers 2021, which are arranged along a preset direction, and the thermally conductive material content of the plurality of adhesive base layers 2021 arranged along the preset direction decreases sequentially.

[0126] For example, when the base material of the pre-combustion chamber body 21 is copper, that is, when the heat-conducting material is copper, the copper content of the multiple adhesive base layers 2021 arranged along the preset direction decreases sequentially.

[0127] For example, the adhesive base layer 2021 can be a 3-layer structure as shown in Figure 11, or it can be a 2-layer, 4-layer, 5-layer structure, etc., and this disclosure does not limit it in this way.

[0128] It is understandable that copper has a relatively large coefficient of thermal expansion. By decreasing the copper content of the adhesive base layer 2021 sequentially along a predetermined direction, the coefficient of thermal expansion of the adhesive layer 202 can also exhibit a gradient change. When the pre-combustion chamber body 21 is in operation, there is a temperature gradient from the insulation layer 201 to the pre-combustion chamber body 21. This gradient change in the coefficient of thermal expansion can better match the temperature gradient, reducing thermal stress caused by differences in thermal expansion, preventing problems such as cracking and peeling of the adhesive layer 202, and improving the stability of the adhesive layer 202 in high-temperature environments.

[0129] In some embodiments, the copper content D of the adhesive layer 202 on the side near the pre-combustion chamber body 21 satisfies: 30% ≤ D ≤ 45%, and the copper content E of the adhesive layer 202 on the side near the heat insulation layer 201 satisfies: 0% ≤ E ≤ 10%.

[0130] For example, the copper content D of the adhesive layer 202 on the side near the pre-combustion chamber body 21 can be 30%, 32%, 33%, 35%, 37%, 37.5%, 39%, 41%, 43%, or 45%, etc., and this disclosure does not limit it.

[0131] For example, the copper content E of the adhesive layer 202 on the side near the heat insulation layer 201 can be 0%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, or 10%, etc., and this disclosure does not limit it.

[0132] It is understandable that if the pre-combustion chamber body 21 is made of copper-based alloy, its copper content is usually high, generally around 60%-90%. In some embodiments of this disclosure, by making the copper content D of the adhesive layer 202 on the side close to the pre-combustion chamber body 21 30%-45%, good bonding with the pre-combustion chamber body 21 and certain thermal conductivity and mechanical properties can be ensured. By making the copper content E of the adhesive layer 202 on the side close to the heat insulation layer 201 0%-10%, the lower copper content helps to reduce the thermal conductivity on this side, thereby better exerting the heat insulation function of the heat insulation layer 201. At the same time, it also allows the adhesive layer 202 to have better compatibility and bonding force with the heat insulation layer 201 material on this side, preventing problems such as cracking and peeling of the adhesive layer 202, and improving the stability of the adhesive layer 202 in high-temperature environments.

[0133] In some embodiments, the thermal conductivity M of the substrate of the pre-combustion chamber body 21 satisfies: 100 W(m·k) ≤ M ≤ 400 W(m·k). Exemplarily, the thermal conductivity M of the substrate of the pre-combustion chamber body 21 can be 100 W(m·k), 200 W(m·k), 300 W(m·k), or 400 W(m·k). For example, the substrate of the pre-combustion chamber body 21 can be bronze, brass, etc., and this disclosure does not limit this.

[0134] Some embodiments of this disclosure ensure that the thermal conductivity M of the substrate of the pre-combustion chamber body 21 satisfies: 100W(m·k)≤M≤400W(m·k), thereby ensuring that the pre-combustion chamber body 21 can quickly transfer heat away, reduce the temperature of the pre-combustion chamber body 21, avoid excessive heat accumulation leading to excessively high temperature of the pre-combustion chamber body 21, and prevent pre-ignition knocking of the engine.

[0135] It's important to note that pre-ignition refers to the phenomenon where the air-fuel mixture ignites prematurely before the spark plug ignites it. Normally, an engine uses the spark plug to ignite the mixture at the appropriate time to drive the piston and perform work. However, in pre-ignition, the mixture burns prematurely for various reasons, disrupting the engine's normal operating cycle. Knock, on the other hand, refers to the phenomenon where, during combustion, the flame propagates abnormally rapidly, creating a strong pressure wave that causes a sharp increase in localized pressure and temperature within the combustion chamber. During knock, the mixture does not burn uniformly and gradually, but rather suddenly and intensely within a very short time, producing an effect similar to an explosion.

[0136] In some embodiments, the thickness D1 of the adhesive layer 202 satisfies: 10μm≤D1≤100μm. For example, the thickness D1 of the adhesive layer 202 can be 10μm, 30μm, 40μm, 50μm, 60μm, 70μm, 80μm, 90μm, or 100μm, etc.

[0137] When the thickness of the adhesive layer 202 reaches 10μm or more, the adhesive layer 202 has enough material to interact with the pre-combustion chamber body 21 and the heat insulation layer 201, which can form effective chemical bonding, mechanical interlocking and other bonding methods, thereby ensuring that the adhesive layer 202 has sufficient bonding force with the materials on both sides, making the overall structure of the pre-combustion chamber body 21 more stable, and less prone to delamination, peeling and other problems under high temperature, high pressure and other working conditions.

[0138] Furthermore, it is understandable that a suitable thickness range helps to ensure uniform stress distribution during the bonding process. If the adhesive layer 202 is too thin, i.e., less than 10 μm, it may not effectively buffer the stress generated between the pre-combustion chamber body 21 and the insulation layer 201 due to factors such as the difference in thermal expansion coefficients, leading to stress concentration at the joint and reducing the bonding strength. However, when the thickness is between 10 μm and 100 μm, the adhesive layer 202 can serve as a good stress transition layer, uniformly transferring stress to the materials on both sides and improving the reliability of the bond.

[0139] In some embodiments, the thickness D1 of the adhesive layer 202 satisfies: 50μm ≤ D1 ≤ 100μm. When the thickness of the adhesive layer 202 is between 50μm and 100μm, there is a more sufficient contact area and material exchange between the adhesive layer 202, the pre-combustion chamber body 21, and the insulation layer 201, resulting in a more stable and stronger bond. This allows the adhesive layer 202 to maintain a good adhesive state even when facing fluctuations in parameters such as temperature and pressure during the long-term operation of the pre-combustion chamber body 21, reducing the risk of component separation due to insufficient bonding force. In addition, the 50μm-100μm thickness of the adhesive layer 202 provides a more reliable thermal insulation barrier, effectively slowing down the transfer of heat from the inside of the pre-combustion chamber to the outside, reducing the degree of heating of external components, helping to maintain the thermal stability of the overall structure of the pre-combustion chamber, and preventing material performance degradation and structural deformation due to overheating.

[0140] Furthermore, some embodiments of this disclosure, by keeping the thickness of the adhesive layer 202 in the range of 50μm-100μm, help to improve the overall structural strength and toughness of the pre-combustion chamber structure 20. The adhesive layer 202 itself has sufficient thickness to work in conjunction with the pre-combustion chamber body 21 and other components when subjected to external forces, jointly resisting external impacts and vibrations, reducing potential problems such as cracking and detachment due to an excessively thin adhesive layer 202, thereby ensuring the structural integrity of the pre-combustion chamber body 21 under complex operating conditions.

[0141] In some embodiments, the thickness D2 of the heat insulation layer 201 satisfies: 100μm≤D2≤500μm.

[0142] Figure 12 is a schematic diagram showing the change in heat transfer of a pre-combustion chamber body with the thickness of the insulation layer according to some embodiments. As shown in Figure 12, when the thickness of the insulation layer 201 is 0-100 μm, the heat transfer from the combustion gas in the pre-combustion chamber body 21 and the combustion chamber 100A to the wall of the pre-combustion chamber body 21 is still relatively high, and the heat loss is still relatively large. However, when the thickness of the insulation layer 201 is greater than or equal to 100 μm, sufficient thermal resistance can be formed. As the thickness increases to 500 μm, the thermal resistance further increases, which can more effectively slow down the conduction of heat from the inside of the pre-combustion chamber body 21 to the outside, reduce heat loss, maintain the high-temperature environment inside the pre-combustion chamber body 21, and improve combustion efficiency. In addition, the thickness range of 100 μm-500 μm allows the temperature to gradually decrease within the insulation layer 201, avoiding sudden temperature changes and preventing the degradation of material properties due to local overheating or overcooling.

[0143] In some embodiments, the thickness D2 of the insulation layer 201 satisfies: 300μm≤D2≤500μm.

[0144] When the thickness of the insulation layer 201 is 300 μm or more, compared to a thinner insulation layer 201, it can construct a stronger thermal resistance barrier, significantly slowing down the rate at which heat is transferred from the interior of the pre-combustion chamber body 21 to the exterior. As the thickness extends to 500 μm, this insulation effect is further enhanced, more effectively confining heat within the pre-combustion chamber body 21, maintaining a high-temperature internal environment to ensure efficient combustion, while significantly reducing the thermal impact on the external structure. Furthermore, an insulation layer 201 of 300 μm-500 μm allows heat to decrease at a more reasonable rate, avoiding large temperature fluctuations and abrupt changes. This enables the insulation layer 201 itself and its connected components to operate in a relatively stable temperature environment, greatly reducing material performance degradation caused by uneven temperature distribution.

[0145] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions within the technical scope 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 structure (20), comprising a pre-combustion chamber body (21), a heat insulation layer (201) disposed on the pre-combustion chamber body (21), and an adhesive layer (202) disposed between the heat insulation layer (201) and the pre-combustion chamber body (21); The coefficient of thermal expansion of the adhesive layer (202) on the side closer to the insulation layer (201) is less than the coefficient of thermal expansion of the adhesive layer (202) on the side closer to the pre-combustion chamber body (21).

2. A pre-combustion chamber structure (20) includes a pre-combustion chamber body (21), a heat insulation layer (201) disposed on the pre-combustion chamber body (21), and an adhesive layer (202) disposed between the heat insulation layer (201) and the pre-combustion chamber body (21); The substrate of the pre-combustion chamber body (21) is a thermally conductive material, and the content of the thermally conductive material on the side of the adhesive layer (202) near the heat insulation layer (201) is less than the content of the thermally conductive material on the side of the adhesive layer (202) near the pre-combustion chamber body (21).

3. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The adhesive layer (202) includes a plurality of adhesive base layers (2021), and the coefficients of thermal expansion of the plurality of adhesive base layers (2021) arranged along a preset direction decrease sequentially. The preset direction is the direction from the heat insulation layer (201) to the pre-combustion chamber body (21).

4. The pre-combustion chamber structure (20) according to claim 1, wherein, The substrate of the pre-combustion chamber body (21) is a thermally conductive material, and the content of thermally conductive material on the side of the adhesive layer (202) near the heat insulation layer (201) is less than the content of thermally conductive material on the side of the adhesive layer (202) near the pre-combustion chamber body (21).

5. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The adhesive layer (202) includes multiple adhesive base layers (2021), and the thermally conductive material content of the multiple adhesive base layers (2021) arranged along a preset direction decreases sequentially. The preset direction is the direction from the heat insulation layer (201) to the pre-combustion chamber body (21).

6. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The substrate of the pre-combustion chamber body (21) is copper, and the copper content of the adhesive layer (202) on the side near the heat insulation layer (201) is less than the copper content of the adhesive layer (202) on the side near the pre-combustion chamber body (21).

7. The pre-combustion chamber structure (20) according to claim 6, wherein, The adhesive layer (202) includes multiple adhesive base layers (2021), and the copper content of the multiple adhesive base layers (2021) arranged along a preset direction decreases sequentially. The preset direction is the direction from the heat insulation layer (201) to the pre-combustion chamber body (21).

8. The pre-combustion chamber structure (20) according to claim 6 or 7, wherein, The copper content D of the adhesive layer (202) on the side near the pre-combustion chamber body (21) satisfies: 30% ≤ D ≤ 45%.

9. The pre-combustion chamber structure (20) according to any one of claims 6 to 8, wherein, The copper content E of the adhesive layer (202) on the side closest to the heat insulation layer (201) satisfies: 0% ≤ E ≤ 10%.

10. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The thickness D1 of the adhesive layer (202) satisfies: 10μm≤D1≤100μm.

11. The pre-combustion chamber structure (20) according to claim 9, wherein, The thickness D1 of the adhesive layer (202) satisfies: 50μm≤D1≤100μm.

12. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The thermal conductivity M of the substrate of the pre-combustion chamber body (21) satisfies: 100W(m·k)≤M≤400W(m·k).

13. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The thickness D2 of the insulation layer (201) satisfies: 100μm≤D2≤500μm.

14. The pre-combustion chamber structure (20) according to claim 1 or 2, wherein, The thickness D2 of the insulation layer (201) satisfies: 300μm≤D2≤500μm.

15. A cylinder head assembly (100) comprising a cylinder head body (10) and a pre-combustion chamber structure (20) according to any one of claims 1-14, the pre-combustion chamber structure (20) being disposed on the cylinder head body (10).

16. The cylinder head assembly (100) according to claim 15, wherein, The cylinder head body (10) is provided with a mounting hole (11), and the pre-combustion chamber structure (20) is located in the mounting hole (11).

17. The cylinder head assembly (100) according to claim 16 further includes an ignition device (30) disposed in the mounting hole (11) and facing the pre-combustion chamber body (21).

18. The cylinder head assembly (100) according to claim 17, wherein, The mounting hole (11) is provided with an internal thread (111), and the outer peripheral wall of the ignition device (30) is provided with an external thread (31) that mates with the internal thread (111).

19. The cylinder head assembly (100) according to claim 17 or 18, wherein, The pre-combustion chamber body (21) has a mating surface (213) on the side near the ignition device (30), and the mating surface (213) abuts against the ignition device (30).

20. The cylinder head assembly (100) according to any one of claims 17 to 19, wherein, The inner wall of the mounting hole (11) is provided with a first limiting structure (112), and the outer wall of the pre-combustion chamber body (21) is provided with a second limiting structure (214). The first limiting structure (112) and the second limiting structure (214) cooperate to restrict the axial rotation of the pre-combustion chamber body (21) around the mounting hole (11).

21. The cylinder head assembly (100) according to claim 20, wherein, The first limiting structure (112) is one of the limiting protrusion and the limiting groove, and the second limiting structure (214) is the other of the limiting protrusion and the limiting groove.

22. An engine, comprising: The pre-combustion chamber structure (20) according to any one of claims 1-14.

23. An engine comprising: The cylinder block assembly (200) and the cylinder head assembly (100) according to any one of claims 15-21, the cylinder head assembly (100) covering one side of the cylinder block assembly (200), the cylinder head assembly (100) being adapted to enclose the cylinder block assembly (200) to form a combustion chamber (100A).

24. The engine according to claim 23, wherein, The volume Q1 of the combustion chamber (100A) and the volume Q2 of the pre-combustion chamber body (21) satisfy the following:

25. A drive assembly comprising a pre-combustion chamber structure (20) according to any one of claims 1-14, or a cylinder head assembly (100) according to any one of claims 15-21, or an engine according to any one of claims 22 to 24.

26. A vehicle (1000) comprising a pre-combustion chamber structure (20) according to any one of claims 1-14, or a cylinder head assembly (100) according to any one of claims 15-21, or an engine according to any one of claims 22 to 24, or a drive assembly according to claim 25.

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