CN110953067A - Engine and double-jet combustion method thereof - Google Patents
Engine and double-jet combustion method thereof Download PDFInfo
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- CN110953067A CN110953067A CN201811126323.XA CN201811126323A CN110953067A CN 110953067 A CN110953067 A CN 110953067A CN 201811126323 A CN201811126323 A CN 201811126323A CN 110953067 A CN110953067 A CN 110953067A
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- 238000009841 combustion method Methods 0.000 title claims abstract description 12
- 238000002485 combustion reaction Methods 0.000 claims abstract description 235
- 239000000446 fuel Substances 0.000 claims abstract description 52
- 239000000203 mixture Substances 0.000 claims description 42
- 238000002347 injection Methods 0.000 claims description 38
- 239000007924 injection Substances 0.000 claims description 38
- 230000006835 compression Effects 0.000 claims description 22
- 238000007906 compression Methods 0.000 claims description 22
- 230000009977 dual effect Effects 0.000 claims description 7
- 238000000034 method Methods 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 2
- 238000005507 spraying Methods 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 19
- 239000003502 gasoline Substances 0.000 description 17
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4285—Shape or arrangement of intake or exhaust channels in cylinder heads of both intake and exhaust channel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The utility model provides an engine, includes cylinder, cylinder cap, piston, first spark plug, second spark plug and is used for to the sprayer of cylinder in-cylinder fuel, the cylinder cap sets up on the cylinder, piston movably sets up in the cylinder, be equipped with spiral inlet duct and tangential intake duct on the cylinder cap, spiral inlet duct is used for to cylinder input vortex gas, the tangential intake duct is used for to cylinder input air, the terminal surface that the piston is close to the cylinder cap is equipped with first combustion groove, second combustion groove and third combustion groove, through first jet flow passageway intercommunication between first combustion groove and the third combustion groove, through second jet flow passageway intercommunication between second combustion groove and the third combustion groove, first spark plug, second spark plug and sprayer set up on the cylinder cap, first spark plug corresponds first combustion groove setting, the second spark plug corresponds second combustion groove setting. The engine can realize reliable and stable ignition in an integral lean burn mode, and effectively improves the combustion heat efficiency. The invention also relates to a double-jet combustion method of the engine.
Description
Technical Field
The invention relates to the technical field of engine combustion, in particular to an engine and a double-jet combustion method thereof.
Background
With the continuous attention on energy conservation and emission reduction and low-carbon economy in the global scope, the method explores the high-efficiency clean combustion technology of the internal combustion engine, realizes the energy conservation and emission reduction of the internal combustion engine, and is an important challenge facing the future development of the traditional internal combustion engine. For a long time, the gasoline engine is developed from an oil carburetor type to in-cylinder direct injection, even high-pressure in-cylinder direct injection, and the application of a large number of new technologies obviously increases the thermal efficiency of the gasoline engine, but from the theoretical point of view, the difficulty of increasing the thermal efficiency of the gasoline engine is increasingly greater under the condition that the compression ratio and the heat insulation index of the mixed gas are not further improved. Based on this, the research focus of the high-efficiency gasoline engine gradually changes to the aspects of effective compression ratio and in-cylinder working medium physicochemical property optimization, and the lean combustion process of the gasoline engine is just a combustion control technology provided under the background.
In the existing lean-burn engine, the ignition process is an important factor influencing the combustion stability of the engine, and as the gasoline/air mixture has the limit of ignition lean limit, the leaner the mixture concentration is, the higher the required ignition energy is, and great challenge is provided for the operation reliability of the traditional spark plug. Although high energy ignition systems are currently available in small volume production, the cost and maintenance costs are far higher than conventional ignition systems.
Disclosure of Invention
In view of this, the present invention provides an engine, which can realize reliable and stable ignition in an overall lean burn mode, and effectively improve combustion thermal efficiency.
The utility model provides an engine, includes cylinder, cylinder cap, piston, first spark plug, second spark plug and is used for to the sprayer of cylinder in-cylinder fuel, the cylinder cap sets up on the cylinder, piston movably sets up in the cylinder, be equipped with spiral inlet duct and tangential intake duct on the cylinder cap, spiral inlet duct is used for to cylinder input vortex gas, the tangential intake duct is used for to cylinder input air, the terminal surface that the piston is close to the cylinder cap is equipped with first combustion groove, second combustion groove and third combustion groove, through first jet flow passageway intercommunication between first combustion groove and the third combustion groove, through second jet flow passageway intercommunication between second combustion groove and the third combustion groove, first spark plug, second spark plug and sprayer set up on the cylinder cap, first spark plug corresponds first combustion groove setting, the second spark plug corresponds second combustion groove setting.
In an embodiment of the present invention, the third combustion groove is provided in a middle portion of the piston, and the first combustion groove and the second combustion groove are provided along a circumferential direction of the third combustion groove.
In the embodiment of the invention, the tangential air inlet channel is used for inputting air to the area corresponding to the third combustion groove, a second air inlet valve is arranged in the tangential air inlet channel, a baffle is arranged on the cylinder cover, one end of the baffle is connected to the cylinder cover, the other end of the baffle extends to the lower part of the second air inlet valve, and when the second air inlet valve is opened, the end part of the second air inlet valve is abutted against the baffle.
In an embodiment of the present invention, the cylinder head is further provided with a first exhaust passage and a second exhaust passage, the first spark plug is disposed on the cylinder head between the spiral intake passage and the tangential intake passage, and the second spark plug is disposed on the cylinder head between the first exhaust passage and the second exhaust passage.
In an embodiment of the present invention, the fuel injector is disposed in the middle of the cylinder head along an axis of the cylinder, an oil nozzle is disposed at an end of the fuel injector, the oil nozzle is provided with a plurality of first oil injection holes and a plurality of second oil injection holes, each of the first oil injection holes is used for injecting fuel in a direction close to the cylinder wall, each of the second oil injection holes is used for injecting fuel to a region corresponding to the third combustion chamber, and an oil injection amount of the first oil injection hole is greater than an oil injection amount of the second oil injection hole.
In an embodiment of the present invention, a first included angle is formed between a center line of the first oil injection hole and the bottom surface of the cylinder head, a second included angle is formed between a center line of the second oil injection hole and the bottom surface of the cylinder head, and the first included angle is smaller than the second included angle.
In an embodiment of the present invention, the first included angle is 10 ° to 50 °; the second included angle is 50-80 degrees.
In an embodiment of the present invention, the number of the first oil injection holes is greater than the number of the second oil injection holes.
In an embodiment of the present invention, a diameter of the first oil injection hole is larger than a diameter of the second oil injection hole.
The invention also provides a dual jet combustion method using the engine, which comprises the following steps:
during an air inlet stroke, inputting vortex air into the cylinder by using the spiral air inlet passage, inputting air into the cylinder by using the tangential air inlet passage, and spraying fuel into the cylinder by using the fuel injector to form a lean mixture;
injecting fuel again by using the fuel injector at the end of an intake stroke and the compression stroke, wherein part of the fuel flows to a region close to the cylinder wall under the action of vortex inertia;
and at the end of a compression stroke, a first combustion chamber, a second combustion chamber and a third combustion chamber are formed among a cylinder cover and a first combustion groove, a second combustion groove and a third combustion groove of the piston, the first spark plug is used for igniting the air mixture in the first combustion chamber, the second spark plug is used for igniting the air mixture in the second combustion chamber, the fire core in the first combustion chamber forms high-temperature jet flow flame through a first jet flow channel to ignite the air mixture in the third combustion chamber, and the fire core in the second combustion chamber forms high-temperature jet flow flame through a second jet flow channel to ignite the air mixture in the third combustion chamber.
In the embodiment of the invention, under the low-load working condition, the second spark plug close to the exhaust side of the cylinder cover is controlled to ignite, and then the first spark plug close to the air inlet side is controlled to ignite.
In an embodiment of the invention, the first spark plug and the second spark plug are controlled to ignite simultaneously during medium load conditions.
In the embodiment of the invention, during a large-load working condition, the first spark plug close to the air inlet side is controlled to ignite, and then the second spark plug close to the exhaust side is controlled to ignite.
In an embodiment of the present invention, an equivalence ratio of a mixture in the first combustion chamber and the second combustion chamber is 1.05 to 1.17, and an equivalence ratio of a mixture in the third combustion chamber is less than 0.65 at a final stage of a compression stroke.
The cylinder cover of the engine is arranged on a cylinder, a piston is movably arranged in the cylinder, a spiral air inlet channel and a tangential air inlet channel are arranged on the cylinder cover, the spiral air inlet channel is used for inputting vortex air to the cylinder, the tangential air inlet channel is used for inputting air to the cylinder, a first combustion groove, a second combustion groove and a third combustion groove are arranged on the end face, close to the cylinder cover, of the piston, the first combustion groove is communicated with the third combustion groove through a first jet flow channel, the second combustion groove is communicated with the third combustion groove through a second jet flow channel, a first spark plug, a second spark plug and an oil injector are arranged on the cylinder cover, the first spark plug is arranged corresponding to the first combustion groove, and the second spark plug is arranged corresponding to the second combustion groove. In the final stage of the compression stroke of the engine, a plurality of combustion chambers are formed among the cylinder cover, the first combustion groove, the second combustion groove and the third combustion groove of the piston, high-temperature and high-speed jet flow is formed by combustion and expansion pressure, lean mixed gas with high ignition energy requirement is ignited, reliable and stable ignition is realized in an integral lean combustion mode, the combustion heat efficiency is effectively improved, and the combustion cycle variation is improved.
Drawings
Fig. 1 is a partial structural schematic diagram of an engine of the present invention.
Fig. 2 is a schematic view of the engine of the present invention at the end of the compression stroke.
Fig. 3 is a schematic top view of the cylinder head of the present invention.
Fig. 4 is a partial structural schematic view of the cylinder head of the present invention.
Fig. 5 is a schematic end view of the piston of the present invention.
FIG. 6 is an enlarged schematic view of a fuel injector of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be further described with reference to the accompanying drawings.
Fig. 1 is a partial structural schematic diagram of an engine of the present invention. Fig. 2 is a schematic view of the engine of the present invention at the end of the compression stroke. As shown in fig. 1 and 2, the engine 10 includes a plurality of groups of cylinders 11, a cylinder head 12, a piston 13, a first ignition plug 14a, a second ignition plug 14b, and an injector 15.
The end of the cylinder 11 is closed, and the head 12 is disposed on the open end of the cylinder 11. In the present embodiment, the cylinder 11 has a combustion chamber 101 for burning gasoline fuel therein.
Fig. 3 is a schematic top view of the cylinder head of the present invention. Fig. 4 is a partial structural schematic view of the cylinder head of the present invention. As shown in fig. 1, 2, 3 and 4, the cylinder head 12 is provided with a helical intake passage 121, a tangential intake passage 123, a first exhaust passage 125 and a second exhaust passage 127. The helical intake passage 121, the tangential intake passage 123, the first exhaust passage 125, and the second exhaust passage 127 communicate with the combustion chamber 101. A first intake valve 122 for controlling the connection and disconnection of the helical intake passage 121 and the combustion chamber 101 is arranged in the helical intake passage 121; a second intake valve 124 for controlling the tangential intake passage 123 to be communicated with or disconnected from the combustion chamber 101 is arranged in the tangential intake passage 123; a first exhaust valve 126 for controlling the connection and disconnection between the first exhaust passage 125 and the combustion chamber 101 is arranged in the first exhaust passage 125; a second exhaust valve (not shown) for controlling the connection and disconnection of the second exhaust passage 127 and the combustion chamber 101 is arranged in the second exhaust passage 127; with regard to the functions and functions of the first intake valve 122, the second intake valve 124, the first exhaust valve 126 and the second exhaust valve, reference is made to the prior art and no further description is provided herein.
Fig. 5 is a schematic end view of the piston of the present invention. As shown in fig. 1, 2 and 5, a piston 13 is movably disposed in the cylinder 11, the piston 13 is connected to a connecting rod by a pin, the connecting rod is connected to a crankshaft, the crankshaft rotates to reciprocate the piston 13 in the cylinder 11, and a variable volume combustion chamber 101 is formed between the cylinder head 12 and the piston 13. The end surface 131 of the piston 13 is provided with a first combustion groove 102, a second combustion groove 103 and a third combustion groove 104, the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 are formed by recessing a local end surface 131 of the piston 13 towards a direction far away from the cylinder head 12, wherein the third combustion groove 104 is positioned in the middle of the piston 13, the first combustion groove 102 and the second combustion groove 103 are arranged at intervals along the circumferential direction of the third combustion groove 104, and preferably, the first combustion groove 102 and the second combustion groove 103 are symmetrically arranged. The first combustion groove 102 and the second combustion groove 103 are circular arc-shaped; one end of the first combustion groove 102 is communicated with the third combustion groove 104 through a first jet flow channel 105, and the other end of the first combustion groove 102 is not communicated with the third combustion groove 104; one end of the second combustion groove 103 is communicated with the third combustion groove 104 through the second jet flow channel 106, and the other end of the second combustion groove 103 is not communicated with the third combustion groove 104. In the present embodiment, the end surface 131 of the piston 13 is a plane, and the end surface 131 of the piston 13 is parallel to the bottom surface of the cylinder head 12. When the engine 10 is at the end of the compression stroke, the first combustion chamber 101a, the second combustion chamber 101b, and the third combustion chamber 101c are formed between the cylinder head 12 and the first combustion groove 102, the second combustion groove 103, and the third combustion groove 104 of the piston 13.
As shown in fig. 1, 2 and 5, a first ignition plug 14a and a second ignition plug 14b are provided on the cylinder head 12, wherein the first ignition plug 14a is provided on the cylinder head 12 between the helical intake passage 121 and the tangential intake passage 123, and the second ignition plug 14b is provided on the cylinder head 12 between the first exhaust passage 125 and the second exhaust passage 127, i.e., the first ignition plug 14a is provided near the intake side and the second ignition plug 14b is provided near the exhaust side. In the present embodiment, the first spark plug 14a is disposed corresponding to the first combustion groove 102, and preferably, the orthographic projection of the first spark plug 14a on the piston 13 is located in the first combustion groove 102, so as to facilitate the ignition of the mixture in the first combustion chamber 101a by the first spark plug 14 a; the second ignition plug 14b is disposed in correspondence with the second combustion chamber 103, and preferably, the orthographic projection of the second ignition plug 14b on the piston 13 is located in the second combustion chamber 103, facilitating the ignition of the mixture in the second combustion chamber 101b by the second ignition plug 14 b.
FIG. 6 is an enlarged schematic view of a fuel injector of the present invention. As shown in fig. 1, 2 and 6, the fuel injector 15 is disposed on the cylinder head 12, preferably, the fuel injector 15 is disposed in the middle of the cylinder head 12 along the axis of the cylinder 11, and the orthographic projection of the fuel injector 15 on the piston 13 is located in the third combustion groove 104. An oil injection nozzle 151 is arranged at the end of the oil injector 15, a plurality of first oil injection holes 107 and a plurality of second oil injection holes 108 are arranged on the oil injection nozzle 151, each first oil injection hole 107 is used for injecting fuel in a direction close to the wall of the cylinder 11, each second oil injection hole 108 is used for injecting fuel to a region corresponding to the third combustion groove 104, the fuel amount sprayed by the first oil injection hole 107 is larger than the fuel amount sprayed by the second oil injection hole 108, the concentration of the mixture of the first combustion chamber 101a and the second combustion chamber 101b is larger than the concentration of the mixture of the third combustion chamber 101c when the engine 10 is in the final stage of a compression stroke, and the stratified distribution of the mixture in the cylinder 11 is realized. Therefore, the mixture in the first combustion chamber 101a and the second combustion chamber 101b is easily ignited, the use of a high-energy ignition system can be avoided, the structural size of the first spark plug 14a and the second spark plug 14b can be appropriately reduced, and the reduction of the production cost is facilitated.
In a preferred embodiment, a first included angle is formed between the center line of the first oil injection hole 107 and the bottom surface of the cylinder head 12, a second included angle is formed between the center line of the second oil injection hole 108 and the bottom surface of the cylinder head 12, and the first included angle is smaller than the second included angle, wherein the first included angle is 10-50 degrees; the second included angle is 50 ° to 80 °, so that the first oil jet 107 injects fuel in a direction close to the wall of the cylinder 11, and the second oil jet 108 injects fuel to a region corresponding to the third combustion groove 104.
In a preferred embodiment, the number of first injection orifices 107 is greater than the number of second injection orifices 108, so as to achieve a greater amount of fuel ejected by first injection orifices 107 than second injection orifices 108.
In a preferred embodiment, the diameter of first injector hole 107 is larger than the diameter of second injector hole 108 to achieve that the amount of fuel injected by first injector hole 107 is larger than the amount of fuel injected by second injector hole 108.
As shown in fig. 1, 2 and 4, the helical intake passage 121 is used to input swirl air to the cylinder 11, and the tangential intake passage 123 is used to input air to a region corresponding to the third combustion groove 104. In order to ensure that the air input by the tangential inlet channel 123 is limited in the corresponding area of the third combustion groove 104, a baffle 128 is arranged on the cylinder head 12, the baffle 128 is arranged at the outlet of the tangential inlet channel 123, one end of the baffle 128 is connected to the cylinder head 12, and the other end of the baffle 128 extends to the lower part of the second inlet valve 124. When the second intake valve 124 is opened, the end of the second intake valve 124 abuts against the baffle 128, the air output from the tangential intake passage 123 is blocked by the wall of the cylinder head 12 and the baffle 128, and most of the air enters the region corresponding to the third combustion groove 104.
When the engine 10 of the invention is in an intake stroke, the spiral air inlet channel 121 inputs vortex air to the cylinder 11, the tangential air inlet channel 123 inputs air to the cylinder 11, at the moment, the oil injector 15 sprays a small amount of gasoline fuel, and the gasoline fuel forms a relatively dilute oil-gas mixture in the cylinder 11 under the drive of the vortex; at the end of the intake stroke and during the compression stroke, the fuel injector 15 injects part of the oil-gas fuel again, the gasoline fuel injected from the first fuel injection hole 107 flows to the vicinity of the wall of the cylinder 11 under the inertia effect of the vortex and flows along with the rotating airflow, and the concentration of the part of the mixed gas is high; the gasoline fuel injected from the second fuel injection hole 108 is confined in the third combustion chamber 101 c; at the end of the compression stroke, the space in the cylinder 11 is greatly compressed, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 of the piston 13, the concentration of the mixture in the first combustion chamber 101a and the second combustion chamber 101b is greater than that in the third combustion chamber 101c, and at this time, the ignition of the first ignition plug 14a and/or the second ignition plug 14b is controlled according to the load state, the flame kernel in the first combustion chamber 101a ignites the mixture in the third combustion chamber 101c through the first jet flow passage 105, and the flame kernel in the second combustion chamber 101b ignites the mixture in the third combustion chamber 101c through the second jet flow passage 106.
Due to the fact that the temperature and the pressure of the mixed gas in the first combustion chamber 101a and the second combustion chamber 101b are increased after combustion, the volume expansion in the limited volume is limited, the internal combustion gas can be sprayed out from the first jet flow channel 105 and the second jet flow channel 106, strong vortex is formed in the third combustion chamber 101c, the high-energy ignition nuclei ignite the lean mixed gas which is not easy to ignite, and the purpose of local stratified lean combustion is achieved. Meanwhile, a large amount of oxygen in the third combustion chamber 101c can also be used as an oxidant of incomplete combustion products in high-temperature fuel gas, so that the emission of substances such as soot and HC (hydrocarbon) is reduced. According to the invention, the lean mixture in the third combustion chamber 101c is ignited by using the high-temperature fuel gas formed by the first combustion chamber 101a and the second combustion chamber 101b in a jet mode, so that the phenomenon of fire catching caused by insufficient ignition energy of the lean mixture is effectively avoided, and the positive effect on reducing HC emission is achieved.
Referring to fig. 1 to 6, the present invention further relates to an engine dual jet combustion method, which utilizes the engine 10, and includes the steps of:
in the first step, during the intake stroke, the swirl gas is input into the cylinder 11 by the helical intake passage 121, the air is input into the cylinder 11 by the tangential intake passage 123, and the fuel is injected into the cylinder 11 by the injector 15 to form a lean mixture.
Specifically, the spiral air inlet channel 121 inputs vortex air into the cylinder 11, the tangential air inlet channel 123 inputs air into the cylinder 11, the vortex air enters regions corresponding to the first combustion chamber 101a and the second combustion chamber 101b, the air input by the tangential air inlet channel 123 enters a region corresponding to the third combustion chamber 104, at this time, the injector 15 sprays a small amount of gasoline fuel, and the gasoline fuel forms a relatively dilute oil-gas mixture in the cylinder 11 under the driving of the vortex.
And step two, in the end of the intake stroke and the compression stroke, the fuel is sprayed again by the fuel injector 15, and part of the fuel flows to the area close to the wall of the cylinder 11 under the inertia effect of the vortex.
Specifically, at the end of the intake stroke and during the compression stroke, the injector 15 injects part of the oil-gas fuel again, the gasoline fuel injected from the first injection hole 107 flows to the vicinity of the wall of the cylinder 11 under the inertia effect of the vortex and flows along with the rotating airflow, and the concentration of the part of the mixture is relatively high; the gasoline fuel injected from the second fuel injection hole 108 is confined to the third combustion chamber 101 c.
And step three, at the end of the compression stroke, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed among the cylinder head 12, the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 of the piston 13, the mixed gas in the first combustion chamber 101a is ignited by the first spark plug 14a, the mixed gas in the second combustion chamber 101b is ignited by the second spark plug 14b, the fire core in the first combustion chamber 101a forms high-temperature jet flame through the first jet flow channel 105 to ignite the mixed gas in the third combustion chamber 101c, and the fire core in the second combustion chamber 101b forms high-temperature jet flame through the second jet flow channel 106 to ignite the mixed gas in the third combustion chamber 101 c.
Specifically, at the end of the compression stroke, the space in the cylinder 11 is greatly compressed, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 of the piston 13, the concentration of the mixture in the first combustion chamber 101a and the second combustion chamber 101b is greater than that in the third combustion chamber 101c, and at this time, the first spark plug 14a and/or the second spark plug 14b are controlled to ignite according to the load state, the flame kernel in the first combustion chamber 101a forms a high-temperature jet flame through the first jet flow passage 105 to ignite the mixture in the third combustion chamber 101c, and the flame kernel in the second combustion chamber 101b forms a high-temperature jet flame through the second jet flow passage 106 to ignite the mixture in the third combustion chamber 101 c.
Further, in the light load condition, the second ignition plug 14b near the exhaust side (the first exhaust passage 125 and the second exhaust passage 127 of the cylinder head 12) is controlled to ignite first, and then the first ignition plug 14a near the intake side (the helical intake passage 121 and the tangential intake passage 123) is controlled to ignite. Because the stagnation period is relatively long, the temperature in the cylinder 11 is low, and the ignition is relatively early, at this time, the second spark plug 14b on the exhaust side is controlled to ignite firstly, the activation energy of the air intake side air mixture is improved by utilizing the high temperature and high pressure generated by the combustion of the air exhaust side air mixture, and the combustion rate of the relatively cold air intake side air mixture is ensured.
Further, during medium load conditions, the first spark plug 14a and the second spark plug 14b are controlled to ignite simultaneously. Because of the similar temperature levels, the difference in the burn-through period is reduced, and the first spark plug 14a and the second spark plug 14b can be controlled to ignite simultaneously.
Further, in the heavy load condition, the first spark plug 14a close to the intake side (the helical intake passage 121 and the tangential intake passage 123) is controlled to ignite, and then the second spark plug 14b close to the exhaust side (the first exhaust passage 125 and the second exhaust passage 127 of the cylinder head 12) is controlled to ignite. Because the temperature level is high and the first exhaust valve 126 and the second exhaust valve on the exhaust side have a certain heating effect on the mixture, the first spark plug 14a on the intake side is controlled to ignite first, so as to avoid the problem that the combustion process of the mixture in the first combustion chamber 101a and the second combustion chamber 101b cannot be synchronized.
Further, at the end of the compression stroke, the mixture equivalence ratio in the first combustion chamber 101a and the second combustion chamber 101b is 1.05 to 1.17, and the mixture equivalence ratio in the third combustion chamber 101c is less than 0.65. By adopting a lean combustion control method, after the mixed gas in the slightly rich region (the first combustion chamber 101a and the second combustion chamber 101b) is ignited by the peripheral first spark plug 14a and the second spark plug 14b, the mixed gas in the lean region (the third combustion chamber 101c) is ignited by high-temperature jet flow flame, so that the integral lean combustion in the combustion process is realized, the adiabatic index of the working medium in the combustion process is increased, and the thermal efficiency is improved. Moreover, the compression ratio of the gasoline engine 10 is increased, which is beneficial to improving the combustion heat efficiency, and the arrangement mode of the first spark plug 14a and the second spark plug 14b (double spark plugs) can effectively reduce the flame propagation distance and improve the knocking tendency of the gasoline engine 10.
A cylinder cover 12 of the engine 10 is arranged on a cylinder 11, a piston 13 is movably arranged in the cylinder 11, a spiral air inlet channel 121 and a tangential air inlet channel 123 are arranged on the cylinder cover 12, the spiral air inlet channel 121 is used for inputting vortex air to the cylinder 11, the tangential air inlet channel 123 is used for inputting air to the cylinder 11, a first combustion groove 102, a second combustion groove 103 and a third combustion groove 104 are arranged on an end face 131, close to the cylinder cover 12, of the piston 13, the first combustion groove 102 is communicated with the third combustion groove 104 through a first jet flow channel 105, the second combustion groove 103 is communicated with the third combustion groove 104 through a second jet flow channel 106, a first spark plug 14a, a second spark plug 14b and an oil injector 15 are arranged on the cylinder cover 12, the first spark plug 14a is arranged corresponding to the first combustion groove 102, and the second spark plug 14b is arranged corresponding to the second combustion groove 103. In the engine 10 of the invention, at the end of a compression stroke, a plurality of combustion chambers 101a, 101b and 101c are formed among the cylinder cover 12, the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 of the piston 13, high-temperature and high-speed jet flow is formed by combustion and expansion pressure, lean mixture gas with higher ignition energy requirement is ignited, reliable and stable ignition is realized under an integral lean combustion mode, the combustion heat efficiency is effectively improved, and the combustion cycle variation is improved.
In addition, aiming at the problem that the emission of nitrogen oxides (NOx) in the lean combustion process is not easy to control, the engine double jet combustion method can be combined with control modes such as exhaust gas recirculation and the like by utilizing an air inlet guiding mode, and the original emission of the engine 10 is further improved.
The present invention is not limited to the specific details of the above-described embodiments, and various simple modifications may be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention. The various features described in the foregoing detailed description may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition.
Claims (14)
1. The utility model provides an engine, its characterized in that, including cylinder, cylinder cap, piston, first spark plug, second spark plug and be used for to the sprayer of cylinder in-cylinder fuel, the cylinder cap sets up on the cylinder, the piston movably sets up in the cylinder, be equipped with spiral intake duct and tangential intake duct on the cylinder cap, spiral intake duct be used for to cylinder input vortex gas, the tangential intake duct be used for to cylinder input air, the piston is close to the terminal surface of cylinder cap is equipped with first combustion chamber, second combustion chamber and third combustion chamber, first combustion chamber with through first jet flow passageway intercommunication between the third combustion chamber, the second combustion chamber with through second jet flow passageway intercommunication between the third combustion chamber, first spark plug, the second spark plug with the sprayer sets up on the cylinder cap, the first spark plug is arranged corresponding to the first combustion groove, and the second spark plug is arranged corresponding to the second combustion groove.
2. The engine of claim 1, wherein the third combustion groove is provided in a middle portion of the piston, and the first combustion groove and the second combustion groove are provided along a circumferential direction of the third combustion groove.
3. The engine of claim 2, wherein the tangential air intake passage is used for inputting air to an area corresponding to the third combustion groove, a second air intake valve is arranged in the tangential air intake passage, a baffle is arranged on the cylinder cover, one end of the baffle is connected to the cylinder cover, the other end of the baffle extends to the lower side of the second air intake valve, and when the second air intake valve is opened, the end of the second air intake valve abuts against the baffle.
4. The engine of claim 3, wherein said cylinder head further comprises a first exhaust port and a second exhaust port, said first spark plug being disposed on said cylinder head between said helical intake port and said tangential intake port, said second spark plug being disposed on said cylinder head between said first exhaust port and said second exhaust port.
5. The engine of claim 1, wherein the injector is disposed in a middle portion of the cylinder head along an axis of the cylinder, an end portion of the injector is provided with an injector, the injector is provided with a plurality of first injector holes and a plurality of second injector holes, each of the first injector holes is configured to inject fuel in a direction close to the cylinder wall, each of the second injector holes is configured to inject fuel to a region corresponding to the third combustion chamber, and an injection amount of the first injector hole is larger than an injection amount of the second injector hole.
6. The engine of claim 5, wherein a centerline of said first injector hole is at a first angle with respect to a bottom surface of said cylinder head, and wherein a centerline of said second injector hole is at a second angle with respect to a bottom surface of said cylinder head, said first angle being less than said second angle.
7. The engine of claim 6, wherein said first included angle is between 10 ° and 50 °; the second included angle is 50-80 degrees.
8. The engine of any one of claims 5-7, characterized in that the number of first injection holes is greater than the number of second injection holes.
9. The engine of any one of claims 5-7, characterized in that the first oil jet has a larger bore diameter than the second oil jet.
10. A dual jet combustion method using the engine of any one of claims 1 to 9, characterized in that the method comprises:
during an air inlet stroke, inputting vortex air into the cylinder by using the spiral air inlet passage, inputting air into the cylinder by using the tangential air inlet passage, and spraying fuel into the cylinder by using the fuel injector to form a lean mixture;
injecting fuel again by using the fuel injector at the end of an intake stroke and the compression stroke, wherein part of the fuel flows to a region close to the cylinder wall under the action of vortex inertia;
and at the end of a compression stroke, a first combustion chamber, a second combustion chamber and a third combustion chamber are formed among a cylinder cover and a first combustion groove, a second combustion groove and a third combustion groove of the piston, the first spark plug is used for igniting the air mixture in the first combustion chamber, the second spark plug is used for igniting the air mixture in the second combustion chamber, the fire core in the first combustion chamber forms high-temperature jet flow flame through a first jet flow channel to ignite the air mixture in the third combustion chamber, and the fire core in the second combustion chamber forms high-temperature jet flow flame through a second jet flow channel to ignite the air mixture in the third combustion chamber.
11. The engine dual jet combustion method of claim 10, wherein during light load conditions, the second spark plug is controlled to fire adjacent the exhaust side of the cylinder head before the first spark plug is controlled to fire adjacent the intake side.
12. The engine dual jet combustion method of claim 10, wherein said first spark plug and said second spark plug are controlled to ignite simultaneously during medium load conditions.
13. The engine dual jet combustion method of claim 10, wherein during high load conditions, the first spark plug near the intake side is controlled to ignite before the second spark plug near the exhaust side.
14. The engine dual jet combustion method as claimed in claim 10, wherein at the end of the compression stroke, the mixture equivalence ratio in said first combustion chamber and said second combustion chamber is 1.05 to 1.17, and the mixture equivalence ratio in said third combustion chamber is less than 0.65.
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| CN113719341A (en) * | 2021-07-29 | 2021-11-30 | 东风商用车有限公司 | Jet-compression ignition combustion system of multi-partition combustion chamber |
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| CN114233464A (en) * | 2021-12-14 | 2022-03-25 | 天津大学 | Combustion system, engine and combustion control method |
| CN115234360A (en) * | 2022-07-21 | 2022-10-25 | 天津大学 | Combustion chamber for oblique axis vortex enhancement, engine and ignition control method |
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| CN110953067B (en) | 2024-04-16 |
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