CN109404183B

CN109404183B - Injection device for a stratified internal combustion engine

Info

Publication number: CN109404183B
Application number: CN201811477983.2A
Authority: CN
Inventors: 谢晓宇; 谢国华
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-12-05
Filing date: 2018-12-05
Publication date: 2024-06-11
Anticipated expiration: 2038-12-05
Also published as: CN109404183A; WO2020114258A1

Abstract

The invention discloses an injection device of a layered internal combustion engine in the field of internal combustion engines, which comprises two air inlet pipes, at least one cylinder, a flow layering device and a fuel injector, wherein the two air inlet pipes are respectively an air inlet pipe with high oxygen content and an air inlet pipe with low oxygen content; the flow layering device is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air cylinder, and enables the high-oxygen-content air and the low-oxygen-content air entering the air cylinder to be layered axially or transversely in the air cylinder; the fuel injector injects fuel into the low oxygen content gas. The invention is applied to an internal combustion engine: the method realizes the simultaneous reduction of nitrogen oxides and soot emissions generated by the injected fuel, does not reduce or reduces less combustion efficiency, realizes a great innovation of combustion technology of the internal combustion engine for more than one hundred years, and can additionally increase the power of the internal combustion engine without increasing the emission pollutants of the internal combustion engine.

Description

Injection device for a stratified internal combustion engine

Technical Field

The present invention relates to internal combustion engines, and more particularly to an intake and exhaust system and a fuel injector for an internal combustion engine.

Background

Internal combustion engines have been known for over one hundred years, and their technology has been greatly improved. The drive for power and the drive for comfort have not been stopped, and in particular, the emission limits of pollutants for internal combustion engines have been increasingly stringent for environmental protection.

The main emissions of the diffusion combustion of the internal combustion engine are mainly nitrogen oxides and soot; reducing nitrogen oxide emissions and soot emissions from internal combustion engines is also a difficulty and important point in reducing engine emissions operation. The nitrogen oxide emission of the internal combustion engine is related to the highest combustion temperature, oxygen content and high-temperature combustion duration of combustion gas, one parameter is greatly reduced, and the nitrogen oxide of the internal combustion engine is greatly reduced; engine soot is mainly produced under high temperature and oxygen deficient conditions, and engine soot emissions are produced during initial combustion in the cylinder, and most of the soot is oxidized and burned in the late stage of combustion. The oxidation of engine soot is related to the oxygen content in the later gases, the higher the oxygen content, the more complete the combustion of the soot (i.e., the lower the emissions of engine soot).

Exhaust gas recirculation (EGR for short) of an internal combustion engine can reduce the minimum combustion temperature of the internal combustion engine, i.e. the nitrogen oxide emissions of the internal combustion engine. The exhaust gas recirculation combustion technology research shows that: in contrast to the internal combustion engine, when exhaust gas recirculation is adopted, the generation amount of soot is not increased in the combustion process of the combustible gas mixture, and the reduction of the combustion temperature and the generation amount of soot reduce the increase of soot finally discharged by the internal combustion engine is caused by lower oxygen content and low soot combustion oxidation speed in the later period.

In-engine reduction measures of pollutants (soot, hydrocarbon, carbon monoxide and nitrogen oxides) of an internal combustion engine, particularly soot and nitrogen oxides, often have contradictions; at the same time, the measures in the engine for reducing the pollutants of the internal combustion engine are contradictory with the reduction of the combustion efficiency of the internal combustion engine. The oxygen-enriched combustion of the internal combustion engine can reduce the fuel consumption of the internal combustion engine and reduce the emissions of soot, hydrocarbon and carbon monoxide of the internal combustion engine. The oxygen-enriched combustion of the internal combustion engine greatly increases the nitrogen oxide emission of the internal combustion engine, and simultaneously makes the internal combustion engine work crudely and even makes the internal combustion engine deflagrate. Low oxygen combustion in internal combustion engines: the nitrogen oxide emission of the internal combustion engine can be greatly reduced, but the carbon smoke, hydrocarbon and carbon monoxide emission of the internal combustion engine can be increased, and the fuel consumption of the internal combustion engine can be increased. The oxygen content of the air entering the cylinder cannot meet the requirements of energy conservation and emission reduction of the internal combustion engine. Measures for reducing pollutant emissions in internal combustion engines, schemes for improving combustion efficiency of internal combustion engines and schemes for improving power of internal combustion engines are continuously sought.

Disclosure of Invention

The object of the invention is to provide an injection device for a stratified internal combustion engine, which is used in the working cycle of the internal combustion engine, and which distributes the fuel of the internal combustion engine in at least one cylinder of the internal combustion engine in a low-oxygen-content gas layer in the axial direction or in the transverse direction, so that the power of the internal combustion engine can be increased without increasing the pollutant emissions of the internal combustion engine.

The invention provides an injection device of a layered internal combustion engine, which comprises a fuel injector controlled by an ECU (electronic control unit), two air inlet pipes and at least one air cylinder, wherein the two air inlet pipes are respectively a low-oxygen-content air inlet pipe with oxygen content lower than or equal to that of air and a high-oxygen-content air inlet pipe with oxygen content higher than that of the low-oxygen-content air inlet pipe; a flow layering device is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air cylinders respectively, and the flow layering device enables high-oxygen-content air and low-oxygen-content air entering the air cylinders to realize axial layering or transverse layering in the air cylinders; the fuel injector injects fuel into the low oxygen content gas inside and/or outside the cylinder.

The invention makes the fuel distribute in the axial or transverse low oxygen content gas layer in the cylinder, which exceeds the conventional thinking (the fuel burns in the oxygen-enriched state, reduces the emission of the internal combustion engine), compared with the prior art, the invention has the following beneficial effects: when the device works, the oxygen content of the gas of the two air inlet pipes is different, and the fuel is in the low-oxygen gas layer of the cylinder, so that low-oxygen and oxygen-enriched two-stage combustion can be realized. When the invention operates, the fuel is firstly distributed in the low-oxygen-content gas layer of the cylinder, so that the fuel and the low-oxygen-content gas form a combustible mixed gas for combustion (abbreviated as first-stage combustion, and the same applies below), the oxygen content of the combustible mixed gas under the condition is lower, and as a result, the highest combustion temperature is lowered, the generation amount of nitrogen oxides of the internal combustion engine is reduced, and meanwhile, the lower combustion temperature of the low-oxygen-content gas layer reduces the generation amount of carbon smoke; in the first stage combustion process, the combustion speed is slow (compared with the high oxygen content gas) due to the combustible mixed gas formed by the low oxygen content gas. The premixed combustion products then rapidly diffuse combustion in the stratified high-oxygen-content gas (abbreviated as second-stage combustion, the same applies hereinafter), accelerating the oxidation and combustion of the soot (as compared to the low-oxygen-content gas). The first stage of premixed low-oxygen combustion and the second stage of diffusion oxygen-enriched combustion (abbreviated as low-oxygen and oxygen-enriched two-stage combustion, and the same applies below) ensure that the combustion efficiency of the internal combustion engine is not reduced or is reduced less. The more cylinders the internal combustion engine uses the injection device of the present invention, the more cylinders that realize the above-mentioned beneficial benefits; the optimization scheme is that the fuel is distributed in the low-oxygen-content gas layer in the axial direction or the transverse direction in each cylinder. The combustion efficiency of the internal combustion engine is not reduced or is reduced less simultaneously. If the divided low oxygen content gas is lower than the oxygen content of air, and the oxygen content of the layered high oxygen content gas is equal to the oxygen content of air, then in the second stage diffusion combustion, more fuel can be combusted (compared with the layered high oxygen content gas being equal to the low oxygen content gas), the power of the internal combustion engine can be increased, and the pollutant emissions of the internal combustion engine are not increased; if the oxygen content of the stratified high-oxygen-content gas is higher than that of air, more fuel can be further combusted in the second-stage diffusion combustion (compared to the stratified high-oxygen-content gas being equal to that of air), i.e., the power of the internal combustion engine can be increased without increasing the pollutant emissions of the internal combustion engine. The invention solves the technical problems that the oxygen content of the gas of the low-oxygen-content air inlet pipe is lower than that of the air, and the oxygen content of the gas of the high-oxygen-content air inlet pipe is equal to that of the air, and the technical problems are long-sought to be solved but are not successful all the time, namely, the emission of nitrogen oxides and carbon smoke of at least one cylinder of the internal combustion engine is reduced; the invention solves the technical problems that the internal combustion engine works are always eager to solve, but are not successful all the time, namely, when the bare engine emission pollutant of the internal combustion engine is reduced, the combustion efficiency is not reduced or is reduced less; the invention has unexpected effects, can realize the ideal combustion process of the internal combustion engine which is firstly retarded and then urgent, greatly reduces the possibility of knocking combustion of the internal combustion engine (the knocking combustion of the internal combustion engine limits the maximum power which can be achieved by the internal combustion engine), and is a great innovation of the combustion technology of the internal combustion engine for more than one hundred years. The low oxygen content air inlet pipe has lower oxygen content than air and the high oxygen content air inlet pipe has higher oxygen content than air, so that in the second stage diffusion combustion, more fuel can be combusted, and besides the beneficial effects are realized, the power of an additional internal combustion engine can be obtained. When the oxygen content of the gas of the low-oxygen-content air inlet pipe is equal to the oxygen content of the air and the oxygen content of the gas of the high-oxygen-content air inlet pipe is higher than the oxygen content of the air, more fuel can be burnt in the second-stage diffusion combustion, namely, the power of the internal combustion engine is additionally increased, but the emission pollutant of the internal combustion engine is not increased, and particularly, the effective benefit basically solves the problems of increasing the emission pollutant and reducing the power of the internal combustion engine used on a plateau.

The specific embodiments of the low-oxygen-content air inlet pipe with the gas oxygen content lower than the air oxygen content and the high-oxygen-content air inlet pipe with the gas oxygen content equal to or higher than the air oxygen content are as follows: for a supercharged intercooled internal combustion engine, an inlet of the low-oxygen-content air inlet pipe is connected with an air storage cylinder lower than the oxygen content of air, or is directly connected with an exhaust pipe, or is connected with the exhaust pipe through an EGR (exhaust gas recirculation) cooler, or is connected with the exhaust pipe through an EGR valve and an EGR cooler, or is simultaneously connected with an outlet of the EGR valve and an outlet of a high-oxygen-content gas flow control valve, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe; and the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler. The low oxygen intake pipe may be connected to a reservoir that is lower than the oxygen content of the air, but adds complexity to the engine system. The low-oxygen-content air inlet pipe is directly connected with the exhaust pipe, or is connected with the exhaust pipe through the EGR cooler, or is connected with the exhaust pipe through the EGR valve and the EGR cooler, and the low-oxygen-content gas source is solved by a simple method, namely the gas provided by the internal combustion engine, and the practical use cost performance is higher. The low oxygen content intake pipe is connected to the exhaust pipe through an EGR cooler that can reduce the exhaust gas temperature of the exhaust gas recirculation. The low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR valve and an EGR cooler, and the EGR valve can adjust the EGR rate. The low-oxygen-content air inlet pipe is connected with the inlet of the exhaust gas flow control valve and the inlet of the high-oxygen-content gas flow control valve at the same time, the exhaust gas flow control valve is connected with the exhaust pipe through the EGR cooler, the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe, and the connection mode of the low-oxygen-content air inlet pipe inlet not only solves the problem of low-oxygen-content gas sources, but also enables the oxygen content of the low-oxygen-content gas to be adjustable, and the practical cost performance is higher. The inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler, and the air provided by the internal combustion engine is used for solving the problem of high-oxygen-content gas sources; the further optimization scheme is that the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen gas storage cylinder, so that air provided by the internal combustion engine and oxygen content provided by the oxygen gas storage cylinder are completely utilized, and as a result, fuel in an exhaust gas layer in the first stage can be increased (according to the characteristics of generating nitrogen oxides and soot), the generation amount of the nitrogen oxides and the soot is not increased, and combustion products in the first stage can be more combusted in the second combustion stage (mainly enough oxygen is used for combusting the soot), namely, the additional power of the internal combustion engine can be increased, and the nitrogen oxides and the soot of the internal combustion engine are not increased. The power of the internal combustion engine is additionally increased, and the practical cost performance is higher, for example, the internal combustion engine is used on a plateau. For the specific embodiment of the natural aspiration internal combustion engine, the 'intercooler' of the specific embodiment is replaced by the 'air filter', and the specific beneficial benefit is unchanged.

The gas oxygen content of the low oxygen content air inlet pipe is equal to the air oxygen content, and the gas oxygen content of the high oxygen content air inlet pipe is higher than the specific implementation mode of the air oxygen content: for a supercharged intercooling internal combustion engine, the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder. The inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler, the low-oxygen-content gas source is solved by using gas provided by the internal combustion engine, the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen air storage cylinder, and the oxygen content provided by the air storage cylinder is increased, so that the fuel in the waste gas layer of the first stage is increased, the generation amount of nitrogen oxides and soot is not increased, the second combustion stage can burn more combustion products of the first stage (mainly enough oxygen is used for burning soot), and the additional power of the internal combustion engine can be increased, but the nitrogen oxides and soot of the internal combustion engine are not increased. The power of the internal combustion engine is additionally increased, and the practical cost performance is higher, for example, the internal combustion engine is used on a plateau. For the specific embodiment of the naturally aspirated internal combustion engine, the "intercooler" of the above specific embodiment is modified to be an "air cleaner" with the specific benefit unchanged.

According to the specific use requirements of the internal combustion engine, the invention can have the following technical scheme of fuel injection and layering devices:

technical solution one

The fuel injector injects fuel into the low oxygen content gas outside the cylinder, allowing sufficient time for the fuel to mix with the low oxygen content gas and allowing complete injection of the fuel into the low oxygen content gas. The fuel injected by the internal combustion engine is the fuel used by the internal combustion engine, such as gasoline, diesel, natural gas, etc.

Technical proposal II

The fuel injector injects fuel into the low oxygen content gas in the cylinder, and the ignition time of the fuel can be controlled by controlling the injection time of the fuel. The fuel injected by the internal combustion engine is the fuel used by the internal combustion engine, such as gasoline, diesel, natural gas, etc. In a working cycle of an internal combustion engine, when the fuel injector injects low-oxygen-content gas into a cylinder, a certain duration is required, and particularly the internal combustion engine injects fuel for a plurality of times, and the fuel is very large in an injection area of the cylinder from the beginning of the first injection to the end of the last injection. The fuel of the fuel injector is injected into the low-oxygen-content gas in the cylinder, namely, most of the fuel is injected into the low-oxygen-content gas, and the more the injected fuel is in the low-oxygen-content gas, the more obvious the effect of reducing the emission of nitrogen oxides and soot of the internal combustion engine is, and the ideal fuel injection scheme is that the injected fuel is all in an exhaust gas layer.

Compared with the second technical proposal, the first technical proposal can ensure that the fuel has sufficient time to be mixed with the low-oxygen-content gas and the fuel is completely injected into the low-oxygen-content gas, thereby completely avoiding the possibility of injecting the fuel into the high-oxygen-content gas; compared with the first technical scheme, the second technical scheme can control the ignition time of the fuel by controlling the injection time of the fuel.

Technical proposal III

The fuel injectors are a low-pressure injector controlled by the ECU and a high-pressure injector per cylinder controlled by the ECU, wherein the low-pressure injector injects fuel into the low-oxygen-content air inlet pipe, and the high-pressure injector per cylinder injects fuel into the low-oxygen-content air of the cylinder per cylinder. The technical scheme has the characteristics of the first technical scheme and the second technical scheme, and better meets the requirements of the internal combustion engine with various fuels. For an internal combustion engine with two fuels, such as a natural gas internal combustion engine and a diesel internal combustion engine, the self-ignition temperatures of the two fuels are different, the low-pressure injector is used for injecting the natural gas fuel with low self-ignition temperature into the low-oxygen-content air inlet pipe, the high-pressure injector is used for injecting the diesel fuel with high self-ignition temperature into the low-oxygen-content air of each cylinder, the usability of the internal combustion engine with multiple fuels is further improved, and the diesel fuel with high self-ignition temperature is injected into the low-oxygen-content air of each cylinder, so that the ignition time of the natural gas internal combustion engine and the diesel internal combustion engine with two fuels can be better controlled.

Technical proposal IV

The internal combustion engine is an axial layered internal combustion engine, the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of at least one cylinder and an air inlet valve connected with the air inlet auxiliary control valve, and the air inlet valve is arranged on the bottom surface of a cylinder cover; and an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet pipe of the cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the complete air inlet process of the air inlet pipe of the cylinder is divided into at least two air inlet duration periods, and the air inlet pipe is sequentially communicated with the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe respectively in the divided air inlet duration periods.

Technical proposal five

The internal combustion engine is a four-stroke transverse layered internal combustion engine with a plurality of air inlets in each cylinder; the flow layering device consists of an air inlet channel of at least one cylinder and an air inlet valve connected with the air inlet channel; one part of the air inlet channel of the air cylinder is connected with the high-oxygen-content air inlet pipe, and the other part of the air inlet channel is connected with the low-oxygen-content air inlet pipe.

Compared with the technical scheme IV, the method has the advantages that the time for mixing and disturbing the low-oxygen-content gas layer and the high-oxygen-content gas layer in the cylinder is short, and ideal axial layering gas is formed in the cylinder. Compared with the technical scheme IV, the layering device of the technical scheme IV has simple structure and convenient arrangement on the internal combustion engine; when the fifth technical scheme is used in combination with the first technical scheme, the fuel is distributed in the exhaust gas layer in the cylinder by using a simple layering device.

When the invention works, the technical scheme IV needs to be combined with the technical schemes I, II and III respectively, and the technical scheme V also needs to be combined with the technical schemes I, II and III respectively. According to the use requirement of the internal combustion engine, the preferable specific scheme of the technical scheme is as follows:

Detailed description of the preferred embodiments

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling axial layered diesel engine with one air inlet channel in each cylinder; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel, and the air inlet valve is arranged on the bottom surface of the cylinder cover; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, and the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into two air inlet duration according to the opening sequence, namely a first air inlet duration and a second air inlet duration; in the first intake duration, the high-oxygen-content air inlet pipe is communicated with the corresponding air inlet pipe of the air cylinder; in the second duration, the low-oxygen air inlet pipe is communicated with the air inlet pipe of the corresponding cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the fuel injector is a low-pressure injector controlled by the ECU, and the low-pressure injector injects diesel into the low-oxygen-content air inlet pipe. The low-pressure injector injects diesel into the low-oxygen-content air inlet pipe, so that the heat energy of the waste gas can be utilized to fully atomize the diesel and mix the diesel with the waste gas, and the energy utilization rate of the waste gas is further improved. One of the further optimization schemes of the preferred specific scheme is that the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through the EGR valve and the EGR cooler, so that the exhaust gas quantity of the exhaust gas recirculation can be regulated, and the matching requirement of the internal combustion engine is further met. The second of the further optimization schemes of the preferred specific scheme is that the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the EGR valve and the outlet of the high-oxygen-content gas flow control valve, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe. The third preferred embodiment of the present invention is that the inlet of the high oxygen content air inlet pipe is connected with the outlet of the intercooler and the outlet of the flow control valve of the oxygen gas storage cylinder, the oxygen content of the high oxygen content air inlet pipe is increased, the fuel supply amount of the diesel engine can be increased, and the power of the diesel engine is additionally improved. The third optimizing scheme can be respectively overlapped with one or two optimizing schemes.

Preferred embodiment II

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling and transverse layering gasoline engine with two air inlets per cylinder, and the two air inlets are respectively a front air inlet and a rear air inlet; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of two air inlets of each cylinder and an air inlet valve connected with the air inlets, and the air inlet valve is arranged on the bottom surface of the cylinder cover; the low-oxygen-content air inlet pipe is connected with the front air inlet pipe of each cylinder, and the high-oxygen-content air inlet pipe is connected with the rear air inlet pipe of each cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the high-oxygen-content air inlet pipe is connected with an outlet of the intercooler; the fuel injector is a low pressure injector per cylinder controlled by the ECU, which injects gasoline into the front intake passage of each cylinder. The front air inlet channel of each cylinder of the flow layering device provides a mixed air layer of front exhaust gas and gasoline of the cylinder, and the rear air inlet channel of each cylinder provides a rear air layer of the cylinder, so that the mixed gas of the exhaust gas and the gasoline and the air are layered transversely in the cylinder. The mixed gas layer of the waste gas and the gasoline is arranged at the front part, so that the combustible mixed gas of the mixed gas layer of the waste gas and the gasoline can be subjected to the second-stage high-oxygen combustion with the rear air layer after the first-stage low-oxygen combustion, and meanwhile, the emission of the gasoline engine is reduced, the thermal efficiency of the gasoline engine is improved and the like. One of the further optimization schemes of the preferred specific scheme is that the fuel injector is a low-pressure injector controlled by the ECU, and the low-pressure injector injects gasoline into the low-oxygen-content air inlet pipe, so that the number of the low-pressure injectors can be reduced. The other further optimization schemes of the preferred embodiment are the same as those of the preferred embodiment one.

Preferred embodiment III

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling and transverse layering gasoline engine with three air inlets in each cylinder, wherein the three air inlets are a front air inlet, a middle air inlet and a rear air inlet; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of three air inlets of each cylinder and an air inlet valve connected with the air inlets, and the air inlet valve is arranged on the bottom surface of the cylinder cover; the low-oxygen-content air inlet pipe is connected with the middle air inlet pipe of each cylinder, and the high-oxygen-content air inlet pipe is connected with the front air inlet pipe and the rear air inlet pipe of each cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the high-oxygen-content air inlet pipe is connected with an outlet of the intercooler; the fuel injector is a low-pressure injector per cylinder controlled by the ECU, and the low-pressure injector per cylinder injects gasoline into a middle air inlet passage of each cylinder. The front air inlet channel of each cylinder of the flow layering device provides a front air layer of the cylinder, the middle exhaust gas and gasoline mixed air layer of the cylinder is provided by the air inlet channel and the low-pressure injector in each cylinder, and the rear air layer of the cylinder is provided by the rear air inlet channel of each cylinder, so that the exhaust gas and gasoline mixed air and air are layered in the cylinder transversely. The mixed gas layer of the waste gas and the gasoline is in the middle, so that after the combustible mixed gas of the mixed gas layer of the waste gas and the gasoline is subjected to low-oxygen combustion in the first stage, combustion products of the combustible mixed gas can be more quickly and better subjected to high-oxygen combustion in the second stage together with a front air layer and a rear air layer, and meanwhile, the emission of the gasoline engine is reduced, the thermal efficiency of the gasoline engine is improved, and the like. Compared with the flow layering of two air inlets of each cylinder (the optimal specific scheme II), the method can reduce the EGR rate, accelerate the high-oxygen combustion speed of the second stage and better meet the matching requirement of the high load of the gasoline engine. One of the further optimization schemes of the preferred specific scheme is that the fuel injector is a low-pressure injector controlled by the ECU, and the low-pressure injector injects gasoline into the low-oxygen-content air inlet pipe, so that the number of the low-pressure injectors can be reduced. The other further optimization schemes of the preferred embodiment are the same as those of the preferred embodiment one.

Preferred embodiment IV

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling and axial layering diesel engine with two air inlets in each cylinder; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel, and the air inlet valve is arranged on the bottom surface of the cylinder cover; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the fuel injector is a high-pressure injector per cylinder controlled by the ECU; each cylinder high pressure injector injects diesel fuel into the middle-upper exhaust gas in the axial direction of the corresponding cylinder. Because the air inlet of the internal combustion engine has a certain volume, the volume of the air inlet is about 20 percent of the volume of the connected cylinder, the gas entering the cylinder is firstly the waste gas remained in the air inlet in the previous cycle, then the air enters the cylinder, and finally the waste gas enters the cylinder, namely the gas entering the cylinder is divided into three layers. The fuel oil injected by the fuel oil system of the diesel engine enters the exhaust layer of the air cylinder at last, the exhaust gas left in the air inlet channel is circulated in the last layer of the air cylinder, and the effect of reducing nitrogen oxides of the diesel engine is very small or basically not, but the volume of the exhaust gas layer influences the entering of the subsequent air quantity, so that the maximum power of the diesel engine is reduced by about 20 percent. And through the third air inlet duration, the residual waste gas of the air inlet channel is pushed into the corresponding cylinder by air, so that the air inlet amount of the next cycle of the diesel engine is further increased, and the power of the diesel engine can be increased. The position of the exhaust gas with the second air inlet duration in the exhaust gas layer of the cylinder of the diesel engine can be adjusted through the third air inlet duration, so that the hydrocarbon and carbon monoxide of the internal combustion engine are further reduced. The further optimization scheme of the preferred embodiment is the same as the further optimization scheme of the preferred embodiment one.

Preferred embodiment five

The internal combustion engine is a four-stroke turbo-charging intercooling and axial layering diesel engine with two air inlets in each cylinder; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel, and the air inlet valve is arranged on the bottom surface of the cylinder cover; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the fuel injectors are low-pressure injectors controlled by the ECU and high-pressure injectors controlled by the ECU and used for injecting diesel oil into the low-oxygen-content air inlet pipe, and the high-pressure injectors used for injecting diesel oil into the middle-upper part exhaust gas in the axial direction of the corresponding cylinder. The preferred scheme is further optimized in that the diesel engine is a gasoline and diesel internal combustion engine, the fuel injectors are a low-pressure injector controlled by the ECU and a high-pressure injector per cylinder controlled by the ECU, the low-pressure injector injects gasoline into a low-oxygen-content air inlet pipe, and the high-pressure injector per cylinder injects diesel into the middle-upper low-oxygen-content air in the axial direction of the corresponding cylinder, so that the matching requirement of the internal combustion engine is further improved, and the use requirement of the internal combustion engine is met. The further optimization scheme of the preferred embodiment is the same as the further optimization scheme of the preferred embodiment one.

Preferred embodiment six

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling and axial layering diesel engine with two air inlets in each cylinder; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel, and the air inlet valve is arranged on the bottom surface of the cylinder cover; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder at the same time; the fuel injector is a high-pressure injector per cylinder controlled by the ECU; each cylinder high pressure injector injects diesel fuel into the middle-upper air in the axial direction of the corresponding cylinder.

Preferred embodiment seven

The internal combustion engine is a four-stroke, turbo-charge and inter-cooling and transverse layering gasoline engine with three air inlets in each cylinder, wherein the three air inlets are a front air inlet, a middle air inlet and a rear air inlet; the number of the cylinders is equal to that of the internal combustion engine; the flow layering device consists of three air inlets of each cylinder and an air inlet valve connected with the air inlets, and the air inlet valve is arranged on the bottom surface of the cylinder cover; the low-oxygen-content air inlet pipe is connected with the middle air inlet pipe of each cylinder, and the high-oxygen-content air inlet pipe is connected with the front air inlet pipe and the rear air inlet pipe of each cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder at the same time; the fuel injector is a low-pressure injector per cylinder controlled by the ECU, and the low-pressure injector per cylinder injects gasoline into a middle air inlet passage of each cylinder. One of the further optimization schemes of the preferred scheme is that the fuel injector is a low-pressure injector controlled by the ECU, and the low-pressure injector injects gasoline into the low-oxygen-content air inlet pipe, so that the number of the low-pressure injectors can be reduced.

The preferable specific scheme and the further optimized scheme are all supercharged intercooling internal combustion engines. When the internal combustion engine is a natural air intake internal combustion engine, the 'intercooler' in the technical scheme, the preferred specific scheme and the further optimized scheme is replaced by the 'air filter', and the specific beneficial benefits are unchanged.

In order to realize the axial layering of low-oxygen-content gas and high-oxygen-content gas in a cylinder of an internal combustion engine, an air inlet auxiliary control valve of a flow layering device divides the complete air inlet process of an air inlet channel into at least two air inlet duration periods, wherein the air inlet auxiliary control valve can be an electric control valve controlled by an ECU; the mechanical valve can also be of the following structure: the valve comprises an inner rotor, an outer rotor sleeved on the inner rotor and a valve body positioned outside the outer rotor, wherein the inner rotor is hollow, one end of the inner rotor is closed, the other end of the inner rotor is an open end, and at least one group of corresponding valve ports are respectively formed in the side surfaces of the inner rotor, the outer rotor and the valve body; the closed end of the inner rotor is connected with a driven external gear through a rotating shaft, the corresponding end part of the outer rotor is provided with a driven internal gear, and a driving gear arranged at the end part of the transmission shaft is meshed with the driven external gear and the driven internal gear respectively; the transmission shaft is in transmission connection with the timing gear of the internal combustion engine. When the valve is used, any one of a valve port on the valve body or an opening end of the inner rotor is connected with each cylinder air inlet channel, the other end is connected with the air inlet pipe, when the transmission shaft rotates, the inner rotor and the outer rotor are driven to move reversely, when the valve ports moving to the inner rotor, the outer rotor and the side surfaces of the valve body are mutually overlapped or partially overlapped, the valve port of the air inlet auxiliary control valve is in an opening state, and under other states, the valve port of the air inlet auxiliary control valve is in a closing state; because the inner rotor and the outer rotor reversely rotate, the opening and closing speed of the valve is the superposition of the speeds of the inner rotor and the outer rotor, so that the valve port of the air inlet auxiliary control valve can realize large opening and can be opened and closed rapidly; the transmission shaft is in transmission connection with the timing gear, so that valve ports of the air inlet auxiliary control valves of each single cylinder correspond to the timing and are sequentially opened.

The mechanical air intake auxiliary control valve can have the following two more specific structures:

the number of the air inlet auxiliary control valves connected with the air inlet channel is at least one, the number of the valve ports on the inner rotor, the outer rotor and the side face of the valve body is equal to that of the air inlet channels, the opening of the inner rotor is connected with the air inlet channel, and each valve port on the side face of the valve body is connected with a corresponding air inlet channel respectively.

The number of the air inlet auxiliary control valves connected with the air inlet channel is at least two, and the number of valve ports on the side surface of the valve body of each air inlet auxiliary control valve is equal to the number of the air inlet channel; the opening end of each inner rotor is respectively connected with a corresponding air inlet pipe, and each valve port on the side surface of the valve body is respectively connected with an air inlet pipe of each corresponding cylinder.

The technical scheme, the optimized specific scheme and the further optimized scheme of the invention are all applicable to the existing fuel internal combustion engines, such as diesel engines, gasoline engines, natural gas internal combustion engines and the like; the method is also applicable to the existing two-stroke internal combustion engines, such as two-stroke diesel engines, two-stroke gasoline engines, two-stroke natural gas internal combustion engines and the like.

The injection device of the layered internal combustion engine can be matched with the existing injection device for use, and can be independently used on the existing internal combustion engine.

The embodiment of the invention adopts a four-stroke three-cylinder supercharged intercooled diesel engine as an embodiment for simplicity of description. The principle of the embodiment is applicable to internal combustion engines with other cylinder numbers, such as four-cylinder internal combustion engines, six-cylinder internal combustion engines, eight-cylinder internal combustion engines and the like. The embodiment principle is applicable to natural air-breathing internal combustion engines, mechanical supercharging, compound supercharging (such as two-stage supercharging and sequential supercharging) and other internal combustion engines. The principles of the embodiments are applicable to internal combustion engines with other fuels, such as gasoline engines, natural gas internal combustion engines, and the like. The principles of the embodiments are applicable to two-stroke internal combustion engines, such as two-stroke diesel engines, two-stroke gasoline engines, two-stroke natural gas internal combustion engines, and the like.

Drawings

FIG. 1 is a schematic diagram of an injection apparatus for an optimized four-stroke three-cylinder axially stratified charge intercooler diesel engine of the present invention.

Fig. 2 is a cross-sectional view of cylinder i of the schematic diagram of the injection apparatus of fig. 1.

Fig. 3 is a schematic structural view of an intake auxiliary control valve.

Fig. 4 is a cross-sectional view of M1-M1 of fig. 3.

Fig. 5 is a cross-sectional view of M5-M5 of fig. 3.

Fig. 6 is a sectional view of M6-M6 of fig. 3.

FIG. 7 is a schematic diagram of the valve port intake duration of the three-cylinder intake phase angle value and the intake auxiliary control valve.

FIG. 8 is a schematic diagram of an injection apparatus for an alternative optimized four-stroke three-cylinder axially stratified charge intercooler diesel engine of the present invention.

FIG. 9 is a schematic diagram of an injection apparatus for an optimized four-stroke three-cylinder transversely stratified charge intercooler diesel engine of the present invention.

Fig. 10 is a cross-sectional view of cylinder i of the schematic diagram of the injection apparatus of fig. 9.

Detailed Description

Example 1

Referring to fig. 1 and 2 (fig. 2 is a cross-sectional view of cylinder i of the schematic diagram of the injection device in fig. 1), which is an injection device of an optimized four-stroke three-cylinder (corresponding to cylinder numbers i-iii) axially layered supercharged intercooler diesel engine according to the present invention, each cylinder is correspondingly provided with two intake valves, including: the high oxygen content air inlet pipe GY, the low oxygen content air inlet pipe DY, each air cylinder composed of a piston top surface 1 with omega-shaped combustion chamber pits, an air cylinder wall 2 and a cylinder cover bottom plane 3, a flow layering device composed of six air inlet channels 1-1-J, 1-2-J, 2-1-J, 2-2-J, 3-1-J, 3-2-J, six air inlet valves M1-1, M1-2, M2-1, M2-2, M3-1, M3-2 and three air inlet auxiliary control valves F1, F2 and F3, and three high-pressure injectors GP1, GP2 and GP3 controlled by an ECU. The inlet of the high-oxygen-content air inlet pipe GY is connected with the outlet of the air intercooler, and the inlet of the low-oxygen-content air inlet pipe DY is connected with the exhaust pipe through the EGR cooler. Three air inlet auxiliary control valves F1, F2 and F3 are arranged between the high-oxygen-content air inlet pipe GY and the air inlet channel of each air inlet pipe DY, and the opening and closing timing of the three air inlet auxiliary control valves F1, F2 and F3 correspond to the phase of the air distribution timing of the air inlet valve of the corresponding air cylinder, so that the air inlet process of each air cylinder is divided into three air inlet duration according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration respectively, and the high-oxygen-content air inlet pipe GY is communicated with the two air inlet channels of the corresponding air cylinder in the first air inlet duration; in the second duration, the low-oxygen-content air inlet pipe DY is communicated with two air inlet channels of the corresponding air cylinder; and in the third intake duration, the high-oxygen-content air inlet pipe GY is communicated with the corresponding air inlet channel of the cylinder. The outlets of the six air inlets 1-1-J, 1-2-J, 2-1-J, 2-2-J, 3-1-J and 3-2-J are respectively connected with corresponding air inlets M1-1, M1-2, M2-1, M2-2, M3-1 and M3-2, and the air inlets M1-1, M1-2, M2-1, M2-2, M3-1 and M3-2 are arranged on the bottom surface of the cylinder cover. The high-pressure injectors GP1, GP2, GP3 are arranged on the bottom surface of the cylinder head, and fig. 2 is a schematic view of the high-pressure injector GP1 injecting diesel oil (wick 5) into the middle upper portion of the cylinder at compression top dead center of the cylinder in the cylinder of the cylinder i (cylinder ii, cylinder iii, and cylinder i), the abcd region being an exhaust gas layer, the line segment ab being above and the line segment cd being below an air layer. In a working cycle of an internal combustion engine, when a fuel injector provides fuel injection to a cylinder, a certain duration is required, and in particular, a high-pressure injector can inject fuel for a plurality of times, and the fuel is very large in an injection area of the cylinder from the beginning of the first injection to the end of the last injection. The fuel of the fuel injector is injected at the middle upper part of the cylinder, namely most of the fuel is injected at the middle upper part of the cylinder, the more the injected fuel is at the exhaust gas layer, the more obvious the effect of reducing the emission of nitrogen oxides and carbon smoke of the internal combustion engine is, and the ideal fuel injection scheme is that the injected fuel is all at the exhaust gas layer.

Taking an air intake auxiliary control valve F1 (see fig. 3-6) as an example, the air intake auxiliary control valves F2 and F3 have the same structure as the air intake auxiliary control valve F1; the air inlet auxiliary control valve F1 comprises an inner rotor 101, an outer rotor 102 and a valve body 103, wherein 6 groups of corresponding valve ports are respectively formed in the side surfaces of the inner rotor 101, the outer rotor 102 and the valve body 103, and are respectively 1-1-1 to 1-3-2 (the valve ports corresponding to the air inlet auxiliary control valve F2 are 2-1-1 to 2-3-2, and the valve ports corresponding to the air inlet auxiliary control valve F3 are 3-1-1 to 3-3-2), and the phase angle positions of the valve ports of the side surfaces of the inner rotor and the outer rotor in the air inlet auxiliary control valve F1 are staggered; the closed end of the inner rotor 101 is connected with a driven external gear 104 through a shaft, a driven internal gear 105 is arranged at the corresponding end of the outer rotor 102, a driving gear 107 arranged at the end of a driving shaft 106 (the corresponding driving shafts are 106-n respectively, and n is the number of an air inlet auxiliary control valve) is meshed with the driven external gear and the driven internal gear respectively, and the driving shaft is in driving connection with the timing gear. The opening and closing of the valve port of the air inlet auxiliary control valve can be realized through the relative position change of the valve port position; the open ends of the inner rotors of the air inlet auxiliary control valves F1 and F3 are connected with the outlet of the high-oxygen-content air inlet pipe GY, the open ends of the inner rotors of the air inlet auxiliary control valve F2 are connected with the outlet of the low-oxygen-content air inlet pipe DY, and the valve ports on the side surfaces of the valve bodies are respectively connected with the air inlet channels of the corresponding cylinders; the opening and closing angles of 6 groups of valve ports in each air inlet auxiliary control valve correspond to the opening and closing angles of the corresponding air inlet valve in the air distribution timing phase; inner rotor speed: rotational speed of outer rotor: diesel camshaft speed = 3:1:1, a step of; the opening phases of two adjacent intake durations of sequential opening of each single cylinder are partially overlapped. In this way, the 6 valve ports of each single cylinder divide the complete air inlet process of the corresponding cylinder into 3 short air inlet durations, namely a first duration, a second duration and a third duration, which are sequentially connected and are partially overlapped by two adjacent processes according to the opening sequence, the two air inlet channels of each cylinder are respectively communicated with the high-oxygen-content air inlet pipe GY, the low-oxygen-content air inlet pipe DY and the high-oxygen-content air inlet pipe GY in the divided 3 air inlet durations, and the duration of the same sequence duration of each air inlet channel is the same.

When the embodiment works, the air inlet auxiliary control valve of each cylinder divides the complete air inlet process of each air inlet channel into 3 air inlet duration periods which are overlapped and connected in sequence; the opening and closing of the valve port of the air inlet auxiliary control valve can be realized through the relative position change of the valve port position, and air, waste gas and air enter the cylinder through the air inlet valve of the air inlet channel after the air inlet valve respectively enters the cylinder in 3 different air inlet durations. FIG. 7 is a schematic view of the intake phase angle values and the intake duration of the ports of the intake auxiliary control valve of the three-cylinder diesel engine intake duct 1-1-J (the intake phase angle values and the intake duration of the ports of the intake auxiliary control valve of the intake duct 1-2-J are identical to those of the intake duct 1-1-J), and the description is equally applicable to other internal combustion engines. Wherein: θ1 represents an angle difference between the opening of the intake valve and the opening of the intake valve port 1-1-1 of the intake auxiliary control valve during the intake duration; θ2 represents the angle difference between the opening of the intake valve and the opening of the intake duration of the intake auxiliary control valve port 2-1-1; θ3 represents the angle difference between the opening of the intake valve and the opening of the intake duration of the intake auxiliary control valve port 3-1-1; θ4 represents a first intake duration of the intake auxiliary control valve port 1-1-1 from open to closed so that air enters the cylinder through the intake duct by the high-oxygen-content intake duct GY; θ5 represents the angle from opening to closing of the second intake duration of the intake auxiliary control valve port 2-1-1, so that the exhaust gas enters the cylinder through the intake duct by the low-oxygen-content intake duct DY; θ6 represents the third intake duration of the intake auxiliary control valve port 3-1-1 from open to closed, so that air enters the cylinder through the intake duct by the high-oxygen-content intake duct GY. According to the use purpose of the supercharged diesel engine, the angles of theta 1, theta 2, theta 3, theta 4, theta 5 and theta 6 can be optimally selected.

The flow layering device provides air and waste gas which are axially layered for each cylinder of the three-cylinder diesel engine, namely, the air and the waste gas firstly enter the cylinder and then enter the cylinder, layering of the air and the waste gas is formed in the cylinder, fuel oil of the high-pressure injector is injected into the waste gas layer when reaching the wall of the combustion chamber, the fuel oil injected by the fuel injector is firstly subjected to first-stage low-oxygen combustion in the layered waste gas, and low-oxygen combustion products are then quickly combusted in the layered air, so that the diesel engine realizes low-oxygen and high-oxygen two-stage combustion, and nitrogen oxides and soot finally generated by the diesel engine are reduced, and a slow-before-quick combustion process is realized. The gas of the high-oxygen-content air inlet pipe is derived from air, the air enters the high-oxygen-content air inlet pipe through an air filter, a compressor of a turbocharger and an intercooler, the gas of the low-oxygen-content air inlet pipe is derived from waste gas, the waste gas enters the exhaust pipe from the cylinder through the exhaust passage, and part of the waste gas of the exhaust pipe enters the low-oxygen-content air inlet pipe through the EGR cooler. Therefore, the embodiment solves the problems of sources of high-oxygen-content gas and low-oxygen-content gas through the operation of the diesel engine, realizes low-oxygen and high-oxygen two-stage combustion in the cylinder, realizes the great reduction of nitrogen oxides with smaller exhaust gas recirculation amount, and has very high practical value. Meanwhile, the embodiment also realizes the reduction of the emission of nitrogen oxides and soot of the internal combustion engine; the combustion efficiency is not reduced or reduced less when the bare engine pollution emission of the internal combustion engine is reduced; the ideal combustion process of the internal combustion engine which is firstly retarded and then urgent is realized, and the method is a great innovation of the combustion technology of the internal combustion engine for over one hundred years.

Because the air inlet channels of the diesel engine cylinders all have a certain volume, compared with the air inlet channels with two air inlet duration, in the embodiment, when the air inlet of the diesel engine is ended, the air inlet channels have residual waste gas, so that the air inflow of air in the next cycle is reduced. And through the third air inlet duration, the residual waste gas of the air inlet channel is pushed into the corresponding cylinder by air, so that the air inlet amount of the next cycle of the diesel engine is further increased, and the power of the diesel engine can be increased. Through the third air inlet duration, the position of the exhaust gas in the second air inlet duration on the exhaust gas layer of the diesel engine cylinder can be adjusted, and the requirements of reducing nitrogen oxides and soot of the diesel engine can be better met.

In a simplified version of this embodiment, the three high-pressure injectors GP1, GP2, GP3 are replaced by a single low-pressure injector DP0, the low-pressure injector DP0 being arranged in the region of the low-oxygen intake pipe (fig. 8). The low-pressure injector DP0 completely injects diesel oil into the exhaust gas of the low-oxygen-content air inlet pipe, and simultaneously utilizes the energy of the exhaust gas to completely vaporize the diesel oil, so that the diesel oil is fully and uniformly mixed with the exhaust gas, thereby forming a uniform exhaust gas mixed gas layer and an air layer in a cylinder, and better meeting the two-stage combustion of the diesel engine, which is lower than the air oxygen content and equal to the air oxygen content.

In a further optimized embodiment, a low-pressure injector DP0 is added to the low-oxygen intake pipe. The exhaust gas in the exhaust gas of the diesel engine with the low oxygen content air inlet pipe is uniformly mixed with the diesel oil, and the ignition time of the diesel engine can be controlled by injecting the diesel oil into the exhaust gas layer in the cylinder. For the internal combustion engine with two fuels of gasoline and diesel, the gasoline is not easy to compression ignition and the diesel is easy to compression ignition, the gasoline is injected into the low-oxygen-content air inlet pipe by the low-pressure injector DP0, and the diesel is injected into the exhaust gas layer of the cylinder by the high-pressure injector of each cylinder, so that the matching requirement and the use requirement of the internal combustion engine with two fuels are better met.

In a second further optimization of the embodiment, an inlet of the low-oxygen-content air inlet pipe DY is connected with an outlet of an EGR valve and an outlet of a high-oxygen-content gas flow control valve at the same time, the EGR valve is connected with an exhaust pipe through an EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe. The optimization scheme solves the problem of low oxygen content gas sources through exhaust gas recirculation, enables the oxygen content of the exhaust gas to be adjustable, and can better meet the matching and use requirements of the diesel engine.

In a further optimized third embodiment, the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder. If the gas oxygen content of the high oxygen content air inlet pipe is higher than that of air, more fuel can be combusted in the second stage of diffusion combustion without increasing the emission pollutants of the diesel engine, so that the power of the internal combustion engine is further increased.

The further optimization schemes can be overlapped for use, and further meet the requirements of matching and use of the diesel engine.

When the intercooler of the present embodiment, the simplified scheme and the optimized scheme is replaced with the air cleaner, the present example, the simplified scheme and the optimized scheme can be used for a naturally aspirated diesel engine, and the specific beneficial benefits are unchanged.

Example 2

Referring to fig. 9 and 10 (fig. 10 is a cylinder cross-sectional view of cylinder i of the schematic diagram of the injection apparatus of fig. 9), an injection apparatus of an optimized four-stroke three-cylinder (corresponding to cylinder numbers i-iii) transversely-stratified, supercharged intercooler diesel engine, each cylinder being provided with three intake valves, comprising: the high oxygen content air inlet pipe GY, the low oxygen content air inlet pipe DY, each air cylinder composed of a piston top surface 1 with a shallow basin-shaped combustion chamber pit, an air cylinder wall 2 and a cylinder cover bottom plane 3, a flow layering device composed of nine air inlet channels 1-1-J, 1-2-J, 1-3-J, 2-1-J, 2-2-J, 2-3-J, 3-1-J, 3-2-J, 3-3-J, nine air inlet valves M1-1, M1-2, M1-3, M2-1, M2-2, M2-3, M3-1, M3-2 and M3-3, and three low pressure injectors DP1, DP2 and DP3 controlled by an ECU. The inlet of the high-oxygen-content air inlet pipe GY is connected with the outlet of the air intercooler, and the inlet of the low-oxygen-content air inlet pipe DY is connected with the exhaust pipe through the EGR cooler. The outlets of the high oxygen content air inlet GY are respectively connected with the inlets of six air inlets 1-1-J, 1-3-J, 2-1-J, 2-3-J, 3-1-J and 3-3-J, the outlets of the low oxygen content air inlet DY are respectively connected with the inlets of three air inlets 1-2-J, 2-2-J and 3-2-J, nine air inlets 1-1-J, 1-2-J, 1-3-J, 2-1-J, 2-2-J, 2-3-J, 3-1-J, 3-2-J and 3-3-J, and the outlets of the nine air inlets M1-1, M1-2, M1-3, M2-2, M2-3, M3-1, M3-2, M1-3, M2-2-3, M2-3, M1-3 and M3 are respectively arranged on the bottom surface of the cylinder cover. The low pressure injectors DP1, DP2, DP3 of each cylinder are respectively arranged on the upper surface of the middle intake passage of each cylinder, and inject diesel oil into the middle intake passage of each cylinder.

When the embodiment works, the front air inlet channel of each cylinder provides a front air layer of the cylinder, the middle exhaust gas and diesel oil mixed air layer of the cylinder is provided by the air inlet channel and the low-pressure injector in each cylinder, and the rear air layer of the cylinder is provided by the rear air inlet channel of each cylinder, so that the exhaust gas and diesel oil mixed air and air are transversely layered in the cylinder. Fig. 10 is a schematic view showing the lateral layering of the air layer of the cylinder i (cylinder ii, cylinder iii and cylinder i) in the compression bottom dead center cylinder, the mixed air layer of diesel and exhaust gas: a front air layer (left side of line ab) provided by the front intake duct 1-1-J, a mixed air layer (abcd region) of exhaust gas and diesel oil in the middle provided by the middle intake duct 1-2-J and the low pressure injector DP1, and a rear air layer (right side of line cd) provided by the rear intake duct 1-3-J. The three air inlets of each cylinder enable the mixed gas of air, waste gas and diesel oil and the air to be transversely layered in the cylinder, and after the combustible mixed gas of the diesel oil in the middle layer and the waste gas layer is subjected to low-oxygen combustion in the first stage, the combustion products of the combustible mixed gas can be more quickly and better subjected to high-oxygen combustion in the second stage together with the front air layer and the rear air layer. The gas of the high-oxygen-content air inlet pipe is derived from air, the air enters the high-oxygen-content air inlet pipe through an air filter, a compressor of a turbocharger and an intercooler, the gas of the low-oxygen-content air inlet pipe is derived from waste gas, the waste gas enters the exhaust pipe from the cylinder through the exhaust passage, and part of the waste gas of the exhaust pipe enters the low-oxygen-content air inlet pipe through the EGR cooler. Therefore, the embodiment solves the problems of sources of high-oxygen-content gas and low-oxygen-content gas through the operation of the diesel engine, realizes low-oxygen and high-oxygen two-stage combustion in the cylinder, realizes the great reduction of nitrogen oxides with smaller exhaust gas recirculation amount, and has very high practical value. The embodiment also realizes the reduction of the emission of nitrogen oxides and soot of the internal combustion engine at the same time; the combustion efficiency is not reduced or reduced less when the bare engine pollution emission of the internal combustion engine is reduced; the ideal combustion process of the internal combustion engine which is firstly retarded and then urgent is realized, and the method is a great innovation of the combustion technology of the internal combustion engine for over one hundred years.

In a simplified scheme of this embodiment, the three low-pressure injectors DP1, DP2 and DP3 are replaced by one low-pressure injector DP0, and the low-pressure injector DP0 is disposed at the low-oxygen intake pipe, so that the front air layer of each cylinder provided by the front air inlet channel of each cylinder, the mixed air layer of the middle exhaust gas and diesel oil in the air inlet channel cylinder of each cylinder, and the rear air layer of the air inlet channel provided by the rear air inlet channel of each cylinder can be realized, thereby realizing the beneficial benefits of this embodiment.

In one of the further optimization of the embodiment, a high-pressure injector, namely GP1, GP2 and GP3, is added to the cylinder cover part of the air inlet device of each cylinder. The diesel engine has the beneficial benefits that the exhaust gas in the exhaust gas of the air inlet channel with low oxygen content is uniformly mixed with diesel oil, and the ignition time of the diesel engine can be controlled by injecting diesel oil into the exhaust gas layer in the cylinder. For an internal combustion engine with two fuels of gasoline and diesel, the gasoline is not easy to compression ignition and the diesel is easy to compression ignition, the low-pressure injector of each cylinder injects the gasoline into the middle air inlet passage of each cylinder, and the high-pressure injector of each cylinder injects the diesel into the middle exhaust gas layer of the cylinder, so that the matching requirement and the use requirement of the internal combustion engine with two fuels are better met.

In a further optimized third embodiment, the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder. If the gas oxygen content of the high oxygen content air inlet pipe is higher than that of air, more fuel can be combusted in the second stage of diffusion combustion, so that the power of the internal combustion engine is further increased.

When the intercooler of the present embodiment, the simplified scheme and the optimized scheme is replaced by the air cleaner, the present example, the simplified scheme and the optimized scheme can be used for a naturally aspirated diesel engine, and the specific beneficial benefits are unchanged.

In the present embodiment 1 and embodiment 2, when the inlet of the high oxygen content intake pipe GY is changed from being connected to the outlet of the air intercooler to being connected to the outlet of the air intercooler and the outlet of the oxygen flow control valve of the oxygen gas receiver, and the inlet of the low oxygen content intake pipe DY is changed from being connected to the outlet of the air intercooler to being connected to the exhaust pipe via the EGR cooler, the oxygen content of the gas of the low oxygen content intake pipe is equal to the oxygen content of the air, the oxygen content of the gas of the high oxygen content intake pipe is higher than the oxygen content of the air, and more fuel can be burned in the second stage of diffusion combustion, that is, the power of the internal combustion engine is additionally increased, but the pollutant emission of the internal combustion engine is not increased.

Claims

1. An injection device of a stratified internal combustion engine comprising a fuel injector controlled by an ECU, two intake pipes and at least one cylinder, characterized in that: the two air inlet pipes are respectively a low-oxygen-content air inlet pipe with oxygen content lower than or equal to that of air and a high-oxygen-content air inlet pipe with oxygen content higher than that of the low-oxygen-content air inlet pipe; a flow layering device is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air cylinders respectively, and the flow layering device enables high-oxygen-content air and low-oxygen-content air entering the air cylinders to realize axial layering or transverse layering in the air cylinders; the fuel injector injects fuel into the low oxygen content gas inside and/or outside the cylinder.

2. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of at least one cylinder and an air inlet valve connected with the air inlet channel; the auxiliary air inlet control valve is arranged between the air inlet pipe and the air inlet passage, the opening and closing timing of the auxiliary air inlet control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, the complete air inlet process of the cylinder is divided into at least two air inlet duration periods, and the air inlet passage is sequentially communicated with the air inlet pipe with high oxygen content and the air inlet pipe with low oxygen content in the air inlet duration periods.

3. An injection device for a stratified combustion engine as claimed in claim 2, characterized in that: the air inlet auxiliary control valve comprises an inner rotor, an outer rotor sleeved on the inner rotor and a valve body positioned outside the outer rotor, wherein the inner rotor is hollow, one end of the inner rotor is closed, the other end of the inner rotor is an open end, and at least one group of corresponding valve ports are respectively formed in the side surfaces of the inner rotor, the outer rotor and the valve body; the closed end of the inner rotor is connected with a driven external gear through a rotating shaft, the corresponding end part of the outer rotor is provided with a driven internal gear, and a driving gear arranged at the end part of the transmission shaft is meshed with the driven external gear and the driven internal gear respectively; the transmission shaft is in transmission connection with a timing gear of the internal combustion engine.

4. An injection device for a stratified combustion engine as claimed in claim 3, characterized in that: the number of the air inlet auxiliary control valves is at least two, the opening ends of the inner rotor of each air inlet auxiliary control valve are respectively connected with the air inlet pipe, and the number of the valve ports on the side face of the valve body of each air inlet auxiliary control valve is equal to the number of the air inlet channels and are respectively connected with the corresponding air inlet channels.

5. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the internal combustion engine is a four-stroke internal combustion engine provided with a plurality of air inlets per cylinder; the flow layering device consists of an air inlet channel of at least one cylinder and an air inlet valve connected with the air inlet channel; and one part of air inlet channels of the cylinders are connected with the high-oxygen-content air inlet pipe, and the other part of air inlet channels are connected with the low-oxygen-content air inlet pipe.

6. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the fuel injector is a low pressure injector that injects fuel into the low oxygen content gas outside the cylinder.

7. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the fuel injector is a high pressure injector that injects fuel into the low oxygen content gas in the cylinder.

8. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the internal combustion engine is a supercharged intercooling internal combustion engine; the inlet of the low-oxygen-content air inlet pipe is directly connected with the exhaust pipe, or is connected with the exhaust pipe through an EGR cooler, or is connected with the exhaust pipe through an EGR valve and an EGR cooler, or is simultaneously connected with the outlet of the EGR valve and the outlet of the high-oxygen-content gas flow control valve, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe; and the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler or is simultaneously connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder.

9. An injection device for a stratified combustion engine as claimed in claim 1, characterized in that: the internal combustion engine is a supercharged intercooling internal combustion engine; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder.

10. An injection device of a stratified combustion engine as claimed in any one of claims 1,2, 6 and 8, characterized in that: the internal combustion engine is a four-stroke turbo-charge intercooled diesel engine with one air inlet channel in each cylinder; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, and the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into two air inlet duration according to the opening sequence, namely a first air inlet duration and a second air inlet duration; in the first intake duration, the high-oxygen-content air inlet pipe is communicated with the corresponding air inlet pipe of the air cylinder; in the second duration, the low-oxygen air inlet pipe is communicated with the air inlet pipe of the corresponding cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the exhaust pipe through an EGR cooler; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler or is simultaneously connected with the outlet of the intercooler and the outlet of the flow control valve of the oxygen air storage cylinder; the fuel injector is a low pressure injector that injects diesel fuel into the low oxygen content intake pipe.

11. An injection device of a stratified combustion engine as claimed in any one of claims 1, 5, 6 and 8, characterized in that: the internal combustion engine is a four-stroke turbo charge intercooling gasoline engine with three air inlets in each cylinder, and the three air inlets are a front air inlet, a middle air inlet and a rear air inlet respectively; the flow layering device consists of three air inlets of each cylinder and an air inlet valve connected with the air inlets; the low-oxygen-content air inlet pipe is connected with the middle air inlet pipe of each cylinder, and the high-oxygen-content air inlet pipe is connected with the front air inlet pipe and the rear air inlet pipe of each cylinder; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the EGR valve and the outlet of the high-oxygen-content gas flow control valve at the same time, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe; the high-oxygen-content air inlet pipe is connected with an outlet of the intercooler; the fuel injector is a low pressure injector, and each cylinder of the low pressure injector injects gasoline into a middle intake passage of each cylinder.

12. An injection device of a stratified combustion engine as claimed in any one of claims 1, 2, 7 and 8, characterized in that: the internal combustion engine is a four-stroke turbo-charge intercooled diesel engine with two air inlets in each cylinder; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the EGR valve and the outlet of the high-oxygen-content gas flow control valve at the same time, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the fuel injector is a high-pressure injector per cylinder controlled by the ECU; each cylinder high pressure injector injects diesel fuel into the axially, mid-upper low oxygen content gas of the corresponding cylinder.

13. An injection device of a stratified combustion engine as claimed in any one of claims 1, 2, 6, 7 and 8, characterized in that: the internal combustion engine is a four-stroke turbocharged intercooled gasoline and diesel engine with two air inlets in each cylinder; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the EGR valve and the outlet of the high-oxygen-content gas flow control valve at the same time, the EGR valve is connected with the exhaust pipe through the EGR cooler, and the high-oxygen-content gas flow control valve is connected with the high-oxygen-content air inlet pipe; the inlet of the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder at the same time; the fuel injector comprises a low-pressure injector and a high-pressure injector, wherein the low-pressure injector injects gasoline into a low-oxygen-content air inlet pipe, and the high-pressure injector injects diesel into middle-upper low-oxygen-content gas in the axial direction of a corresponding cylinder.

14. An injection device of a stratified combustion engine as claimed in any one of claims 1,2, 7 and 9, characterized in that: the internal combustion engine is a four-stroke turbo-charge intercooled diesel engine with two air inlets in each cylinder; the flow layering device consists of an air inlet auxiliary control valve, an air inlet channel of each cylinder and an air inlet valve connected with the air inlet channel; an air inlet auxiliary control valve is arranged between the high-oxygen-content air inlet pipe and the low-oxygen-content air inlet pipe and the air inlet channel of each cylinder, the opening and closing timing of the air inlet auxiliary control valve corresponds to the phase position of the air distribution timing of the air inlet valve of the corresponding cylinder, so that the air inlet process of each cylinder is divided into three air inlet durations according to the opening sequence, namely a first air inlet duration, a second air inlet duration and a third air inlet duration, wherein the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the first air inlet duration, the low-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the second duration, and the high-oxygen-content air inlet pipe is communicated with the air inlet channel of the corresponding cylinder in the third air inlet duration; the inlet of the low-oxygen-content air inlet pipe is connected with the outlet of the intercooler; the high-oxygen-content air inlet pipe is connected with the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen storage cylinder at the same time; the fuel injector is a high-pressure injector per cylinder controlled by the ECU; each cylinder high pressure injector injects diesel fuel into the axially, mid-upper low oxygen content gas of the corresponding cylinder.