阅读说明：本技术 双燃料主动预燃室发动机及汽车 (Dual-fuel active precombustion chamber engine and automobile ) 是由 刘义克 刘华龙 江涛 于 2020-11-27 设计创作，主要内容包括：本发明实施例提供了一种双燃料主动预燃室发动机及车辆,发动机包括用于主要燃烧的主燃室(2),以及设置在主燃室(2)的顶部的中央,用于预燃烧的预燃室(1),预燃室(1)的顶部设置有喷气嘴(3)和预燃火花塞(4),底部设置有均匀分布的三个射流孔(101),三个射流孔(101)之间的间距相同,且朝向不同,其中喷气嘴3能够将可燃气体喷入预燃室(1)内,预燃火花塞(4)能够将预燃室(1)内的可燃气体点燃。由于设置了双燃料,通过引入了可燃气体,直接利用可燃气体作为预燃室(1)的燃料,避免了预燃火花塞(4)被没有充分雾化的汽油打湿的可能性,同时也避免了冷启动困难、排放恶化、火花塞积碳等问题的产生。(The embodiment of the invention provides a dual-fuel active precombustion chamber engine and a vehicle, wherein the engine comprises a main combustion chamber (2) for main combustion, a precombustion chamber (1) arranged in the center of the top of the main combustion chamber (2) for precombustion, a gas nozzle (3) and a precombustion spark plug (4) are arranged at the top of the precombustion chamber (1), three jet holes (101) are uniformly distributed at the bottom of the precombustion chamber (1), the three jet holes (101) are identical in interval and different in orientation, combustible gas can be sprayed into the precombustion chamber (1) by the gas nozzle (3), and the combustible gas in the precombustion chamber (1) can be ignited by the precombustion spark plug (4). Due to the fact that the dual fuel is arranged, the combustible gas is introduced and directly used as the fuel of the pre-combustion chamber (1), the possibility that the pre-combustion spark plug (4) is wetted by gasoline which is not fully atomized is avoided, and meanwhile the problems of difficulty in cold start, poor emission, carbon deposition of the spark plug and the like are avoided.)

1. A dual-fuel active precombustion chamber engine is characterized by comprising a precombustion chamber (1), a main combustion chamber (2), an air nozzle (3) and a precombustion spark plug (4):

the prechamber (1) is arranged in the center of the top of the main combustion chamber (2);

the air nozzle (3) and the pre-ignition spark plug (4) are arranged at the top of the pre-combustion chamber (1) in parallel;

the bottom of the precombustion chamber (1) is provided with at least three jet holes (101) which are uniformly distributed, the distances among the three jet holes (101) are the same and respectively face different directions,

wherein the gas nozzle (3) is adapted to inject combustible gas into the pre-chamber (1), the pre-ignition spark plug (4) being configured to ignite the combustible gas within the pre-chamber (1).

2. The dual fuel active prechamber engine of claim 1, wherein the combustible gas is natural gas.

3. The dual fuel active prechamber engine as claimed in claim 1, characterized in that the at least three jet holes (101) are configured to inject the flame generated in the prechamber (1) into the main combustion chamber (2) from different directions after ignition of the combustible gas ejected by the gas nozzles (3).

4. The dual fuel active prechamber engine as claimed in claim 1, characterized in that the prechamber (1) is of hollow hemispherical shape, the top surface of the prechamber (1) being plane and the bottom surface of the prechamber (1) being spherical.

5. The dual fuel active prechamber engine of claim 1, characterized in that the engine further comprises an injector (5) and a main combustion plug (6) arranged at the top of the main combustion chamber (2), the injector (5) being configured to inject gasoline into the main combustion chamber (2), the main combustion plug (6) being configured to ignite gasoline in the main combustion chamber (2).

6. The dual fuel active prechamber engine of claim 5, characterized in that the engine further comprises an engine controller (7), which engine controller (7) is configured to take the coolant temperature and to control the gas nozzle (3), the pilot spark plug (4), the fuel injector (5) and the main combustion spark plug (6) in dependence of the magnitude relation between the coolant temperature and a preset temperature threshold.

7. The dual fuel active prechamber engine of claim 6, characterized in that the engine controller (7) is configured to control the gas nozzle (3) to spray combustible gas, the fuel injector (5) to spray gasoline into the main combustion chamber (2), and the pilot spark plug (4) to ignite the combustible gas sprayed from the gas nozzle (3) when the temperature of the coolant is greater than a preset temperature, so that the gasoline in the main combustion chamber (2) is ignited by the flame sprayed from the at least three jet holes (101).

8. The dual fuel active prechamber engine of claim 6, characterized in that the engine controller (7) is configured to control the injector (5) to inject gasoline into the main combustion chamber (2) and the main combustion plug (6) to ignite the gasoline in the main combustion chamber (2) when the coolant temperature is less than a preset temperature.

9. A dual fuel active prechamber engine as claimed in claim 1, characterized in that the engine further comprises an inlet duct (8), an inlet duct (9), an exhaust duct (10) and an exhaust valve (11):

the exhaust end of the air inlet channel (8) is communicated with the main combustion chamber (2);

the inlet valve (9) is arranged at the communication position of the exhaust end of the inlet channel (8) and the main combustion chamber (2) and is used for controlling the flow of the gas introduced into the main combustion chamber (2) from the inlet channel (8);

the air inlet end of the exhaust passage (10) is communicated with the main combustion chamber (2);

the exhaust valve (11) is arranged at the communication position of the air inlet end of the exhaust passage (10) and the main combustion chamber (2) and is used for controlling the flow of gas exhausted into the exhaust passage (10) from the main combustion chamber (2).

10. A vehicle comprising a dual fuel active prechamber engine as claimed in any of claims 1-9.

Technical Field

The invention relates to the field of high-efficiency gasoline engines, in particular to a dual-fuel active precombustion chamber engine and an automobile.

Background

In order to meet increasingly strict emission and oil consumption regulations, various automobile manufacturers begin to research efficient gasoline engines in many times, so that the thermal efficiency of the engines is improved, and the oil consumption is reduced. An engine using an Exhaust Gas Recirculation (EGR) technology can have higher thermal efficiency because a higher compression ratio can be selected to realize lean combustion.

However, lean combustion may also cause difficult ignition, and the provision of an active prechamber is a good solution to this problem. The active prechamber is arranged inside the main combustion chamber, and an additional set of fuel injectors and spark plugs are arranged in the active prechamber. The primary combustion process is carried out in the active precombustion chamber in advance, and jet flame generated in the active precombustion chamber passes through the jet holes arranged on the precombustion chamber. Active radicals generated by combustion can be more widely distributed in the main combustion chamber in the same time, so that the combustion speed is accelerated, the lean burn limit is widened, and the problem of difficult ignition is solved.

In the course of carrying out the present disclosure, the inventors have found that, due to the small space of the active prechamber, it is generally only 3% or less of the volume of the main combustion chamber. In such a narrow space, the fuel injector and the spark plug are arranged at the same time. At current injector atomization levels, the oil jet has substantially no atomization space, and the spark plug is very prone to wetting. Further, the problems of difficult starting, poor discharge, carbon deposition on the spark plug, etc. are caused.

Disclosure of Invention

In view of the above, the present invention provides a dual-fuel active prechamber engine and an automobile, which can effectively prevent a spark plug in the active prechamber from being wetted by insufficiently atomized gasoline.

Specifically, the method comprises the following technical scheme:

in one aspect, the invention provides a dual fuel active prechamber engine comprising a prechamber, a main combustion chamber, a jet, and a prechamber spark plug:

the prechamber is arranged in the center of the top of the main combustion chamber.

The air nozzle and the pre-combustion spark plug are arranged in parallel at the top of the pre-combustion chamber.

At least three jet holes are uniformly distributed at the bottom of the precombustion chamber, the spacing between the three jet holes is the same and respectively faces to different directions,

wherein the gas nozzle is adapted to inject combustible gas into the pre-chamber, the pre-ignition spark plug being configured to ignite the combustible gas within the pre-chamber.

Alternatively, the combustible gas is natural gas.

Optionally, the at least three injector orifices are configured to inject the flame produced in the prechamber into the main combustion chamber from different directions after ignition of the combustible gas ejected by the gas nozzle.

Optionally, the pre-chamber is in the shape of a hollow hemisphere, the top surface of the pre-chamber is a plane, and the bottom surface of the pre-chamber is a sphere.

Optionally, the engine further comprises an injector disposed at a top of the main combustion chamber, the injector configured to inject gasoline into the main combustion chamber, and a main combustion plug configured to ignite the gasoline in the main combustion chamber.

Optionally, the engine further comprises an engine controller configured to obtain the coolant temperature and control the air nozzle, the pre-ignition plug, the fuel injector, and the main combustion plug according to a magnitude relationship between the coolant temperature and a preset temperature threshold.

Alternatively, the engine controller is configured to control the gas nozzle to spray combustible gas, control the fuel injector to spray gasoline into the main combustion chamber, and control the pre-ignition spark plug to ignite the combustible gas sprayed from the gas nozzle when the temperature of the cooling liquid is greater than a preset temperature, so that the gasoline in the main combustion chamber is ignited by flames sprayed from the at least three jet holes.

Optionally, the engine controller is configured to control the injector to inject gasoline into the main combustion chamber and control the main combustion plug to ignite the gasoline in the main combustion chamber when the temperature of the coolant is less than a preset temperature.

Optionally, the engine further comprises an intake port, an intake valve, an exhaust port, and an exhaust valve:

the exhaust end of the air inlet channel is communicated with the main combustion chamber.

And the inlet valve is arranged at the communication position of the exhaust end of the air inlet channel and the main combustion chamber and is used for controlling the flow of the air introduced into the main combustion chamber by the air inlet channel.

The air inlet end of the exhaust passage is communicated with the main combustion chamber.

And the exhaust valve is arranged at the communication part of the air inlet end of the exhaust passage and the main combustion chamber and is used for controlling the flow of the gas exhausted into the exhaust passage by the main combustion chamber.

In another aspect, the present invention provides an automobile comprising the dual fuel active prechamber engine of the first aspect.

The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:

the embodiment of the invention provides a dual-fuel active precombustion chamber engine and an automobile, wherein the engine comprises a main combustion chamber for main combustion, a precombustion chamber arranged in the center of the top of the main combustion chamber and used for precombustion, a gas nozzle and a precombustion spark plug are arranged in parallel at the top of the precombustion chamber, at least three jet holes which are uniformly distributed are arranged at the bottom of the precombustion chamber, the distances among the three jet holes are the same and respectively face different directions, combustible gas can be sprayed into the precombustion chamber by the gas nozzle, and the combustible gas in the precombustion chamber can be ignited by the precombustion spark plug. Due to the arrangement of the dual fuels, combustible gas is introduced and directly used as fuel of the pre-combustion chamber, so that the possibility that the pre-combustion spark plug is wetted by gasoline which is not fully atomized is avoided, and the problems of difficult cold start, poor emission, carbon deposition of the spark plug and the like are also avoided.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a block diagram of a dual fuel active prechamber engine provided by an embodiment of the invention;

FIG. 2 is another block diagram of a dual fuel active prechamber engine provided by an embodiment of the invention;

FIG. 3 is a block diagram of a prechamber of a dual fuel active prechamber engine provided in accordance with embodiments of the invention;

FIG. 4 is a top view of another alternative pre-chamber configuration for a dual fuel active pre-chamber engine provided in accordance with an embodiment of the present invention.

The reference numerals in the figures are respectively:

1-a precombustion chamber;

101-jet hole;

2-a main combustion chamber;

3-an air nozzle;

4-a pre-ignition spark plug;

5-an oil sprayer;

6-main combustion spark plug;

7-an engine controller;

8-an air inlet channel;

9-an intake valve;

10-an exhaust passage;

and 11, an exhaust valve.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Before the embodiments of the present application are described in further detail, the terms of orientation, such as "top" and "bottom" in the embodiments of the present application, are only used to clearly describe the structure of the dual-fuel active prechamber engine and the vehicle in the embodiments of the present application, and do not have the meaning of limiting the protection scope of the present application.

For a traditional gasoline engine, the pre-combustion chamber technology can solve the problem of difficult ignition possibly caused by introducing EGR, broadens the lean-burn limit, realizes more stable lean combustion and has very high technical potential in the aspect of reducing oil consumption. The precombustion chamber is a small combustion chamber in the combustion chamber of the gasoline engine, an additional spark plug is arranged in the precombustion chamber, the precombustion chamber can be connected with the main combustion chamber through small holes, and combustible mixed gas enters the precombustion chamber in the air intake stroke and is ignited by the spark plug. The flame front formed after the mixture is ignited flows out from the small holes on the surface of the pre-combustion chamber and ignites the combustible mixture in the main combustion chamber. Multiple ignition locations may allow for faster and more complete combustion of the mixture.

Precombustors are generally of two design types, including active and passive. The active type is to use an additional fuel injector in the prechamber to regulate and control the combustible mixture. The passive type is to achieve gas exchange by a pressure difference between the pre-combustion chamber and the main combustion chamber.

The embodiment of the invention mainly aims at improving an active type precombustion chamber engine.

For a traditional active type precombustion chamber engine, an additional oil injector is arranged in a narrow precombustion chamber, the distance between the oil injector and a spark plug in the precombustion chamber is very close, an oil beam sprayed by the oil injector does not have an atomizing space, the wall of the precombustion chamber or the spark plug is easily and directly wetted, and the problems of difficult cold start, poor emission, carbon deposition and the like are caused.

In order to solve the above problems, an embodiment of the present invention provides a dual-fuel active prechamber engine and an automobile, specifically including:

the embodiment provides a dual-fuel active prechamber engine, as shown in fig. 1, comprising a prechamber 1, a main combustion chamber 2, a jet nozzle 3 and a prechamber spark plug 4:

the prechamber 1 is arranged in the center of the top of the main combustion chamber 2.

The air nozzle 3 and the pre-ignition plug 4 are arranged in parallel at the top of the pre-combustion chamber 1.

The bottom of the precombustion chamber 1 is provided with at least three jet holes 101 which are uniformly distributed, and the three jet holes 101 have the same interval and face different directions respectively.

Wherein the gas nozzle 3 is adapted to inject combustible gas into the prechamber 1 and the prechamber plug 4 is configured to ignite the combustible gas in the prechamber 1.

The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:

the embodiment of the invention provides a dual-fuel active precombustion chamber engine which comprises a main combustion chamber 2 used for main combustion, a precombustion chamber 1 arranged in the center of the top of the main combustion chamber 2 and used for precombustion, wherein a gas nozzle 3 and a precombustion spark plug 4 are arranged in parallel on the top of the precombustion chamber 1, at least three jet holes 101 which are uniformly distributed are arranged at the bottom of the precombustion chamber 1, the distances among the three jet holes 101 are the same and face different directions respectively, combustible gas can be sprayed into the precombustion chamber 1 by the gas nozzle 3, and the combustible gas in the precombustion chamber 1 can be ignited by the precombustion spark plug 4. Due to the arrangement of the dual fuels, combustible gas is introduced and directly used as fuel of the pre-combustion chamber 1, so that the possibility that the pre-combustion spark plug 4 is wetted by gasoline which is not fully atomized is avoided, and the problems of difficult cold start, poor emission, carbon deposition of the spark plug and the like are also avoided.

The present embodiment provides another dual fuel active prechamber engine, as shown in fig. 2, comprising a prechamber 1, a main combustion chamber 2, a jet 3 and a prechamber spark plug 4:

the prechamber 1 is arranged in the center of the top of the main combustion chamber 2.

Only one combustion chamber, main combustion chamber 2, atomizes through spouting main combustion chamber 2 with petrol in traditional engine, then utilizes an independent spark plug to ignite the oil-gas mixture in main combustion chamber 2, and the burning explosion makes the gas volume expansion, promotes the piston downstream in the cylinder to accomplish the power stroke. The center of the top of the main combustion chamber 2 is not provided with any other combustion chamber.

The engine provided with the precombustion chamber 1 can burn once in the precombustion chamber 1 in advance, and inject active radicals generated by burning into the main combustion chamber 2 to ignite combustible mixed gas in the main combustion chamber 2 instead of igniting the combustible mixed gas in the main combustion chamber 2 by using a spark plug, so that the combustion speed is higher, and lean combustion is facilitated.

With precombustion chamber 1 setting in the central authorities at main combustion chamber 2's top, it is more convenient to arrange to the active base that the burning produced in precombustion chamber 1 can be spouted into main combustion chamber 1 more effectively for the burning speed.

Wherein top means the side close to the engine head.

As shown in fig. 3, the air nozzle 3 and the pre-ignition plug 4 are arranged in parallel at the top of the pre-combustion chamber 1.

It can be understood that the injector 5 and the main combustion plug 6 corresponding to the main combustion chamber 2 will also be generally disposed at the top of the main combustion chamber 2, and therefore the air nozzle 3 and the pre-combustion plug 4 corresponding to the pre-combustion chamber 1 are also disposed at the top of the pre-combustion chamber 1, so that the overall arrangement can be more regular, and the centralized control of the air nozzle 3, the pre-combustion plug 4, the injector 5 and the main combustion plug 6 is facilitated, and the control cost is reduced.

The bottom of the precombustion chamber 1 is provided with at least three jet holes 101 which are uniformly distributed, and the three jet holes 101 have the same interval and face different directions respectively.

Where bottom refers to the side remote from the engine head.

Specifically, as shown in fig. 4, fig. 4 is a top view of the bottom surface of the precombustion chamber 1, and when at least three jet holes 101 are uniformly distributed at the bottom of the precombustion chamber 1, an included angle of 120 ° is formed between connecting lines of two adjacent jet holes 101 and the center point of the bottom surface in the top view, so that the active radicals of the flame generated by combustion in the precombustion chamber 1 can be uniformly and rapidly injected into the main combustion chamber 2, and the combustion efficiency is improved.

It can be understood that more jet holes 101 may be provided, for example, four jet holes 101 are provided, an included angle of 90 ° is formed between the connecting line of the two adjacent jet holes 101 and the central point of the bottom surface, the number of jet holes 101 is more, the active base of the flame generated by combustion in the prechamber 1 can be injected into the main combustion chamber 2 through more paths, and the injection is more uniform.

Wherein the gas nozzle 3 is adapted to inject combustible gas into the prechamber 1 and the prechamber plug 4 is configured to ignite the combustible gas in the prechamber 1.

It can be understood that the dual-fuel active precombustion chamber engine provided by the embodiment of the invention has the advantages that the gas nozzle 3 is arranged in the precombustion chamber 1, and the gas nozzle 3 is used for directly spraying combustible gas to replace a fuel injector arranged in the precombustion chamber of the traditional active precombustion chamber engine.

In some alternative embodiments, the combustible gas is natural gas.

In particular, natural gas is generally composed of 85% methane and a small amount of 9% ethane, 3% propane, 2% nitrogen and 1% butane.

The combustible gas can also be hydrogen, carbon monoxide and the like.

In some alternative embodiments, at least three injector holes 101 are configured to inject flames generated in the prechamber 1 into the main combustion chamber 2 from different directions after the combustible gas ejected from the gas nozzle 3 is ignited.

The function of the jet holes 101 is to eject the active radicals of the flame formed by the ignition of the mixture in the precombustion chamber 1 from the precombustion chamber 1, to inject the active radicals into the main combustion chamber 2, and to ignite the combustible mixture in the main combustion chamber 2. Compared with the traditional ignition mode of the spark plug, the traditional ignition mode of the spark plug has the advantages that the ignition position of the spark plug is very limited and is limited to be close to the head of the spark plug, the combustible mixed gas near the head of the spark plug can be ignited only, and then the combustible mixed gas at other positions is ignited in a chain manner, so that the combustion speed is slow. And the combustible mixed gas in the main combustion chamber 2 is ignited by using the active base of the flame sprayed from the precombustion chamber 1, and the active base can reach a farther position in the main combustion chamber 2 in the same time due to higher spraying speed, so that the combustion speed of the combustible mixed gas in the main combustion chamber 2 is effectively improved.

In some alternative embodiments, prechamber 1 is in the shape of a hollow hemisphere, with the top surface of prechamber 1 being a flat surface and the bottom surface of prechamber 1 being a spherical surface.

The top surface of the precombustion chamber 1 is a plane, so that the arrangement of the air nozzle 3 and the precombustion spark plug 4 can be facilitated, and the arrangement difficulty and the cost are reduced.

The bottom surface of the precombustion chamber 1 is spherical, so that at least three jet holes 101 arranged on the bottom surface of the precombustion chamber 1 are not vertically downwards jetted but obliquely downwards jetted, so that active radicals of flame generated by combustion in the precombustion chamber 1 can be uniformly and quickly jetted into the main combustion chamber 2 from multiple angles in a three-dimensional dimension, and the combustion efficiency is improved.

The air nozzle 3 and the pre-ignition plug 4 may be arranged with their axes perpendicular to the top surface of the pre-combustion chamber 1.

It can be understood that, because the top surface of the prechamber 1 is a plane, and the axes of the air nozzle 3 and the prechamber plug 4 are both perpendicular to the top surface of the prechamber 1, a certain included angle can be avoided between the air nozzle 3 and the prechamber plug 4, the arrangement can be more compact, the manufacturing cost can be reduced, and the overall volume of the engine can be reduced, so that the engine can become more compact.

In some optional embodiments, the engine further comprises an injector 5 and a main combustion plug 6 disposed at the top of the main combustion chamber 2, the injector 5 being configured to inject gasoline into the main combustion chamber 2, and the main combustion plug 6 being configured to ignite the gasoline in the main combustion chamber 2.

It can be understood that although the dual-fuel active prechamber engine provided by the embodiment of the invention is provided with the prechamber 1, a set of conventional combustion mechanisms is also provided, and the dual-fuel active prechamber engine can still burn in a conventional manner, namely, the fuel injector 5 arranged on the main combustion chamber 2 injects the gasoline into the main combustion chamber 2, and the main combustion spark plug 6 arranged on the main combustion chamber 2 directly ignites the gasoline in the main combustion chamber 2 instead of using the active base of the flame sprayed from the prechamber 1.

In some optional embodiments, the engine further comprises an engine controller 7, the engine controller 7 being configured to obtain the coolant temperature and to control the air nozzle 3, the pre-ignition plug 4, the fuel injector 5, and the main combustion plug 6 according to a magnitude relationship between the coolant temperature and a preset temperature threshold.

Because the combustible gas is not suitable to be ignited under all conditions, the temperature of the cooling liquid is monitored through the engine controller 7, so that the ignition in which mode is used can be flexibly determined according to the monitored real-time result, and the oil consumption of the engine under the normal cooling liquid temperature is reduced on the premise of ensuring the success rate of low-temperature cold start of the engine.

In some optional embodiments, the engine controller 7 is configured to control the gas nozzle 3 to spray combustible gas, control the fuel injector 5 to spray gasoline into the main combustion chamber 2, and control the pre-ignition plug 4 to ignite the combustible gas sprayed from the gas nozzle 3, so that the gasoline in the main combustion chamber 2 is ignited by flames sprayed from the at least three spray holes 101 when the temperature of the coolant is greater than the preset temperature.

It can be understood that when the temperature of the cooling liquid is higher than the preset temperature, the combustible gas ejected from the gas nozzle 3 in the pre-combustion chamber 1 can be normally ignited by the pre-combustion plug 4, so in this case, in order to realize lean combustion and reduce oil consumption, the engine controller 7 controls the gas nozzle 3 to eject the combustible gas, which may be natural gas, and simultaneously controls the fuel injector 5 to eject gasoline into the main combustion chamber 2, but the gas ejected into the main combustion chamber 2 is not ignited by the main combustion plug 6, but the engine controller 7 controls the pre-combustion plug 4 to ignite the combustible gas ejected from the gas nozzle 3, that is, the pre-combustion is performed in the pre-combustion chamber 1 once, the free radicals of the flame generated by combustion are ejected from the jet holes 101 of the pre-combustion chamber 1 and ejected into the main combustion chamber 2, so that the gasoline in the main combustion chamber 2 is ignited by the free radicals of the flame at a faster ignition speed than the ignition speed of using the conventional main combustion plug 6, but also to facilitate lean combustion.

In some alternative embodiments, the engine controller 7 is configured to control the injector 5 to inject gasoline into the main combustion chamber 2 and control the main combustion plug 6 to ignite the gasoline in the main combustion chamber 2 when the temperature of the coolant is less than a preset temperature.

It can be understood that when the temperature of the coolant is lower than the preset temperature, and the engine is in a low-temperature operating state at this time, on one hand, since the natural gas fuel is difficult to ignite under low-temperature conditions, and on the other hand, the wall surfaces of the prechamber 1 and the main combustion chamber 2 are cold in a cold state, and the prechamber plug 4 in the prechamber 1 is too close to the wall surface of the prechamber 1, the energy generated by spark flashover is easily absorbed by the cold wall surface, which makes starting difficult. Therefore, when the temperature of the cooling liquid is lower than the preset temperature, the gasoline in the main combustion chamber 2 is ignited by adopting a traditional ignition mode, namely, the gasoline in the main combustion chamber 2 is ignited by directly using the main ignition plug 6. In this case, the prechamber 1, the air nozzle 3, and the prechamber plug 4 do not function, and function starts after the temperature of the engine coolant rises to a normal temperature.

In some alternative embodiments, the engine further comprises an intake port 8, an intake valve 9, an exhaust port 10, and an exhaust valve 11:

the exhaust end of the air inlet channel 8 is communicated with the main combustion chamber 2.

An intake valve 9 is provided at a communication between an exhaust end of the intake passage 8 and the main combustion chamber 2, for controlling a flow rate of gas introduced into the main combustion chamber 2 from the intake passage 8.

The air inlet end of the exhaust passage 10 is communicated with the main combustion chamber 2.

An exhaust valve 11 is provided at the communication between the intake end of the exhaust passage 10 and the main combustion chamber 2 for controlling the flow rate of gas discharged from the main combustion chamber 2 into the exhaust passage 10.

Specifically, the intake valve 9 controls the flow rate of gas introduced into the main combustion chamber 2 from the intake passage 8 by the magnitude of the lift, and the lift of the intake valve 9 is controlled by the intake camshaft. The upper half of the intake valve 9 is rod-shaped. The intake camshaft abuts against the top of the intake valve 9. The intake camshaft is provided with a projection, and the intake valve 9 is pressed down when the projection provided on the intake camshaft is in contact with the top of the intake valve 9 as the intake camshaft rotates. The bottom of the intake valve 9 is disc-shaped and is used for blocking an opening at the joint of the intake passage 8 and the main combustion chamber 2. When the inlet valve 9 is pressed down, the disc at the bottom of the inlet valve 9 moves downwards, so that the opening at the joint of the inlet channel 8 and the main combustion chamber 2 is opened, and the gas in the inlet channel 8 can enter the main combustion chamber 2.

The exhaust valve 11 and the intake valve 9 are the same, and the lifting of the exhaust valve 11 is controlled by an exhaust camshaft.

Specifically, the number of the intake valves 9 may be 2, while the number of the exhaust valves 11 may also be 2, and the use of a plurality of intake valves 9 and exhaust valves 11 for one cylinder may improve intake efficiency and exhaust efficiency.

The injector 5 is arranged between the two inlet valves 9. The advantages of using this arrangement are: the arrangement is convenient, the mixed gas is more uniform, the temperature near the oil injector 5 is low, and coking is not easy to occur.

The distance between the main combustion spark plug 6 and the exhaust valve 11 is smaller than the distance between the main combustion spark plug and the intake valve 9. Specifically, since the exhaust side is higher in temperature than the intake side and knocking is more likely to occur, the main combustion spark plug 6 is arranged offset to the exhaust side, and the distance of flame propagation to the exhaust side can be shortened, improving antiknock performance.

Specifically, the fuel injector 5 injects gasoline in a direct injection manner, so that the combustion efficiency of the engine can be effectively improved.

In some alternative embodiments, the engine further comprises a compressor and a turbine. The inlet of the turbine is connected to the exhaust duct 10 and the blades of the turbine are propelled by the thermal and kinetic energy of the exhaust gases. The turbine and the compressor are connected with the same rotating shaft, and the turbine blades rotate so as to drive the compressor blades to rotate. The air compressor is connected with the air inlet channel 8 in series, the mixed gas in the air inlet channel 8 is pressurized through the rotation of blades of the air compressor, the oxygen content in unit volume is increased, the air input is increased, the power output can be increased, and the fuel consumption is greatly reduced at the common working condition point of the whole vehicle.

In some optional embodiments, the engine rear side may be further provided with a catalytic converter disposed at an exhaust end of the exhaust passage 10, the catalytic converter being configured to convert CO, HC, and NOx generated by combustion into carbon dioxide, water, and nitrogen through oxidation and reduction.

When the exhaust gas passes through the catalytic converter, the scavenger in the catalytic converter enhances the activity of the three gases CO, HC and NOx, causing them to undergo oxidation-reduction chemical reactions, in which CO is oxidized at high temperature to colorless, non-toxic carbon dioxide gas, HC compounds are oxidized at high temperature to water (H20) and carbon dioxide, and NOx is reduced to nitrogen and oxygen.

The three harmful gases are changed into harmless gases, so that the automobile exhaust can be purified.

The exterior of the catalytic converter is made into a cylinder shape by using double-layer stainless steel sheets, a heat-insulating material asbestos fiber felt is arranged in the interlayer of the double-layer stainless steel sheets, and a purifying agent is arranged in the middle of a reticular clapboard in the catalytic converter, wherein the purifying agent consists of a carrier and a catalyst.

The carrier is made of aluminum oxide, and the shape of the carrier comprises a spherical shape, a polygonal shape and a net-shaped clapboard. The catalyst comprises metal platinum, rhodium and palladium. One of these forms the scavenger by spraying it on the support.

In some optional embodiments, the engine front side may also be provided with an air filter, wherein:

an air filter is provided at the intake end of the intake duct 8.

The air filter is configured to filter out foreign particles in the air so that the gas passing into the inlet duct 8 is more pure.

The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:

the embodiment of the invention provides a dual-fuel active precombustion chamber engine which comprises a main combustion chamber 2 used for main combustion, a precombustion chamber 1 arranged in the center of the top of the main combustion chamber 2 and used for precombustion, wherein a gas nozzle 3 and a precombustion spark plug 4 are arranged in parallel on the top of the precombustion chamber 1, at least three jet holes 101 which are uniformly distributed are arranged at the bottom of the precombustion chamber 1, the distances among the three jet holes 101 are the same and face different directions respectively, combustible gas can be sprayed into the precombustion chamber 1 by the gas nozzle 3, and the combustible gas in the precombustion chamber 1 can be ignited by the precombustion spark plug 4. Due to the arrangement of the dual fuels, combustible gas is introduced and directly used as fuel of the pre-combustion chamber 1, so that the possibility that the pre-combustion spark plug 4 is wetted by gasoline which is not fully atomized is avoided, and the problems of difficult cold start, poor emission, carbon deposition of the spark plug and the like are also avoided.

The embodiment also provides an automobile comprising the dual-fuel active prechamber engine provided in the embodiment.

It can be understood that for the automobile equipped with the dual-fuel active prechamber engine provided in the above embodiments, the engine can adopt any arrangement form of front-mounted, middle-mounted and rear-mounted in the automobile, so as to adapt the structural design of the automobile body on the basis of avoiding the problems of difficult cold start, deteriorated emission, carbon deposition of a spark plug and the like, and ensure the reasonableness of the front-rear weight distribution of the whole automobile.

In the present application, it is to be understood that the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only.

It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.

The above description is only for facilitating the understanding of the technical solutions of the present invention by those skilled in the art, and is not intended to limit the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.