CN111779570A

CN111779570A - Eccentric rotor homogeneous compression ignition engine

Info

Publication number: CN111779570A
Application number: CN202010698406.7A
Authority: CN
Inventors: 李玉春
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-07-20
Filing date: 2020-07-20
Publication date: 2020-10-16

Abstract

The invention discloses an eccentric rotor homogeneous compression ignition engine, which comprises a compression mechanism, an expansion work doing mechanism, a combustion chamber body and a transmission system, wherein the compression mechanism is arranged on the compression mechanism; the inner diameter D of the compressor cylinder barrel is between 595mm and 605mm, the length L of the compressor cylinder barrel is between 130mm and 140mm, and all relevant parts in the compressor cylinder barrel and other parts of the eccentric rotor homogeneous charge compression ignition engine are correspondingly adapted and adjusted, so that the eccentric rotor homogeneous charge compression ignition engine is reasonably and coordinately assembled and works normally. The invention has the advantages of obviously improving the heat conversion efficiency, reducing the throttling loss, having the characteristics of simple structure, stable operation, easy operation, high reliability, reducing the emission of nitrogen oxides and prolonging the service life.

Description

Eccentric rotor homogeneous compression ignition engine

Technical Field

The invention relates to the technical field of engines, in particular to an eccentric rotor homogeneous charge compression ignition engine.

Background

The engine is the most important part of the automobile and is the key factor determining the performance of the automobile. The reciprocating engine is characterized in that a piston does reciprocating linear motion in a cylinder, the linear motion of the piston is converted into the rotary motion of a crankshaft through the crankshaft, and a rotor engine does not have the conversion process and drives an engine main shaft through the rotation of an eccentric rotor and the piston in the cylinder. The homogeneous compression ignition technology is the most advanced engine combustion system at present, and can carry out homogeneous compression ignition on gasoline and diesel oil. In the prior art, a reciprocating gasoline and diesel engine only completes the mixing of oil and gas in suction and pressure, and combustible mixed gas cannot reach homogeneous combustion, so that a lot of carbon particles are contained in tail gas and discharged into the atmosphere, thereby not only wasting energy, but also polluting air and generating noise. According to the report of related data, the combustion temperature of gasoline homogeneous compression ignition is lower than 1600 ℃, the emission of nitrogen oxides can be reduced by 95%, the mixed gas of a rotor engine is changed in direction for several times from the high temperature of 400 ℃ in a combustion chamber, so that the mixed gas is close to the homogeneous mixed gas, the emission of carbon particles can be fully reduced by compression ignition, and the energy is saved and the environment is protected.

The patent of ' homogeneous compression ignition engine with three concentric eccentric rotors ' with application number 201910687020.3 is an improvement of the inventor's previous patent application. The main improvement points are as follows: the actual use volume of the compression cylinder barrel is 2 times of that of the original experimental scheme, a front throttle valve and a rear throttle valve are arranged on an air inlet channel, and the two throttle valves are in a half-open state when the compression cylinder barrel works at a low altitude. When the air works at high altitude, the air pressure sensor is used for adjusting the air inflow required by power of the front throttle valve. When the vehicle climbs a slope and needs to increase power, the air inflow required by the power is increased by a pedal (the pedal is connected with a front throttle and an accelerator); the rear throttle valve is responsible for adjusting air inflow by a high-pressure sensor to reach the required compression ratio; after the actual use volume of the compression cylinder barrel is 2 times of that of the original experimental scheme, the sectional area of the automatic gas transmission valve for the compressed mixed gas is also enlarged by 2 times, so that the throttling loss is reduced, a booster fan is omitted after improvement, the structure is simplified, and the extra power loss is reduced.

Disclosure of Invention

The technical problem to be solved by the invention is to provide an eccentric rotor homogeneous charge compression ignition engine, which can obviously improve the heat conversion efficiency and reduce the throttling loss, and has the characteristics of simple structure, stable operation, easy operation, high reliability, reduction of nitrogen oxide emission and improvement of service life.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows: an eccentric rotor homogeneous compression ignition engine comprises a compression mechanism, an expansion work doing mechanism, a combustion chamber body and a transmission system;

the compression mechanism comprises a compressor cylinder barrel, a compressor cylinder barrel front cover, a compressor cylinder barrel rear cover, a compressor eccentric rotor, a compressor piston and a compressor seal roller;

the expansion work doing mechanism comprises an expansion work doing cylinder, an expansion work doing cylinder front cover, an expansion work doing cylinder rear cover, an expansion work doing eccentric rotor, an expansion work doing piston, an expansion work doing sealing roll and an expansion work doing sealing roll fulcrum shaft;

the combustion chamber body comprises a compressed mixed gas delivery valve seat body, a combustion chamber body high-pressure gas delivery valve seat and a power-increasing cylinder barrel seat, and the combustion chamber body is formed;

the transmission system consists of a shaft body and a transmission gear, wherein the shaft body comprises an expansion work rotor shaft, a compressor rotor shaft, an expansion work sealing roller, a compressor sealing roller, a guide shaft, a counter rotating shaft and a cam shaft;

the inner diameter D of the compressor cylinder barrel is between 595mm and 605mm, the length L of the compressor cylinder barrel is between 130mm and 140mm, and all relevant parts in the compressor cylinder barrel and other parts of the eccentric rotor homogeneous charge compression ignition engine are correspondingly adapted and adjusted, so that the eccentric rotor homogeneous charge compression ignition engine is reasonably and coordinately assembled and works normally.

The invention provides an eccentric rotor homogeneous compression ignition engine, which comprises a compression mechanism, an expansion work doing mechanism, a combustion chamber body and a transmission system, wherein the compression mechanism is arranged on the combustion chamber body; the compression mechanism comprises a compressor cylinder barrel, a compressor cylinder barrel front cover, a compressor cylinder barrel rear cover, a compressor eccentric rotor, a compressor piston and a compressor seal roller; the expansion work doing mechanism comprises an expansion work doing cylinder, an expansion work doing cylinder front cover, an expansion work doing cylinder rear cover, an expansion work doing eccentric rotor, an expansion work doing piston, an expansion work doing sealing roll and an expansion work doing sealing roll fulcrum shaft; the combustion chamber body comprises a compressed mixed gas delivery valve seat body, a combustion chamber body high-pressure gas delivery valve seat and a power-increasing cylinder barrel seat, and the combustion chamber body is formed; the transmission system consists of a shaft body and a transmission gear, wherein the shaft body comprises an expansion work rotor shaft, a compressor rotor shaft, an expansion work sealing roller, a compressor sealing roller, a guide shaft, a counter rotating shaft and a cam shaft; the inner diameter D of the compressor cylinder barrel is between 595mm and 605mm, the length L of the compressor cylinder barrel is between 130mm and 140mm, and all relevant parts in the compressor cylinder barrel and other parts of the eccentric rotor homogeneous charge compression ignition engine are correspondingly adapted and adjusted, so that the eccentric rotor homogeneous charge compression ignition engine is reasonably and coordinately assembled and works normally.

The invention has the following beneficial technical effects:

first, the eccentric rotor homogeneous compression ignition engine of the invention, the homogeneous compression ignition engine of eccentric rotor autoignition temperature is regulated by the compression ratio, simple in construction, easy to operate, convenient and high in reliability compared with the large horsepower reciprocating piston gasoline engine.

The most key technology in the homogeneous compression ignition is to control the self-ignition temperature and time in the compression ignition, wherein the self-ignition temperature is controlled by a compression ratio which is determined by the amount of air sucked into a compression cylinder, the amount of air sucked into the compression cylinder is determined by the opening degree of a rear throttle valve in the cylinder, and the opening degree of the rear throttle valve is controlled by a high-pressure sensor; rotary engines charge and compression ignition times longer than reciprocating piston engines, such as: the charging time of the reciprocating piston engine is completed within the range of 180 degrees of opening of the throttle valve, and the charging time of the rotary engine is completed within the range of 360 degrees of opening of the throttle valve. The extension of the compression ignition time is easy to eliminate fire and the work is more reliable. The sectional area of the air inlet channel of the rotor engine is large, the cylinder barrel is easily filled with gas, and the throttling loss is small.

Secondly, the eccentric rotor homogeneous charge compression ignition engine has the advantages of more uniform mixing of oil and air, higher thermal efficiency and more environmental protection.

Mixing of oil and air: gasoline mixture turns to for the first time in the compression cylinder and gets into automatic check valve air chamber, turns to for the second time at the combustion chamber and gets into horizontal pipe of combustion chamber, turns to for the third time and gets into combustion chamber high pressure valve air chamber, because particle oil drop quality is greater than the air quality in the mixture, oil particle can be thrown to the inner wall of combustion chamber more than 400 degrees and vaporize fast, mix when turning to. Therefore, the rotor engine can really approach the fuel thermal efficiency required by homogeneity; although this has a throttling loss, the thermal efficiency is much larger than that of the throttling loss.

Thirdly, the pressure before the exhaust gas is discharged can be fully utilized to do work.

In present-day reciprocating piston internal combustion engines, exhaust gas pressure is still high and is wasted when it is exhausted to the atmosphere. The present invention is composed of compression mechanism, combustion chamber and expansion work-doing mechanism. The volume of the expansion work cylinder is four times of the actual use volume of the compressor cylinder, and the expansion work path is prolonged, so that the exhaust gas discharge pressure of the expansion work cylinder is slightly higher than the atmospheric pressure. Therefore, the eccentric rotor homogeneous charge compression ignition engine does not waste the pressure of the exhaust gas like a reciprocating piston internal combustion engine, but fully utilizes the pressure before the exhaust gas is discharged.

Fourthly, the mechanical loss is small in work.

When the reciprocating piston engine runs, a large mechanical pressure angle exists between a crankshaft and a connecting rod and between the crankshaft and the piston, the piston and a cylinder barrel are in sliding friction, and the motion acceleration of the piston in a plurality of cylinder barrels in large horsepower, an inlet valve and an exhaust valve generates a large amount of power loss. Therefore, the invention has small mechanical loss and can improve the thermal efficiency of the fuel greatly.

And fifthly, a heat insulation layer is added on the outer surface of the rotor cylinder barrel to reduce heat dissipation and improve the fuel thermal efficiency.

The outer layer of the expansion work cylinder is provided with a heat insulation layer, so that the temperature of cooling water is increased to about 300 ℃, high-pressure gas in a combustion chamber is completely combusted, and then the high-pressure gas is supplied to the expansion work cylinder, so that the problem of early ignition is solved, the heat dissipation loss in radiation and heat transfer is reduced, and the heat efficiency of fuel is greatly improved.

Sixthly, the work is soft, the noise is low, and energy is saved.

The eccentric rotor homogeneous compression ignition engine has crescent rotor cylinder, high pressure gas pushing piston area from small to large and small, piston stress from small to large and small, tail gas exhaust pressure higher than atmospheric pressure, no impact, smooth operation and low noise. It is estimated that much energy can be saved.

And seventhly, social benefits are achieved.

The eccentric rotor homogeneous compression ignition engine of the invention changes the appearance that the internal combustion engine of the automobile in China lags behind the western aspect, and the market of the engine can create more employment opportunities. And the content of nitrogen oxide in the tail gas is reduced by 95%, so that the environment is protected. Because the mixture of oil and air in the homogeneous compression ignition rotor engine is close to homogeneous, other pollutants can be greatly reduced, and therefore the haze weather can be reduced to improve the health level of people, and the innovation achievement is beneficial to the society.

Drawings

FIG. 1 is a schematic view of the compressor cylinder assembly of the present invention;

fig. 2 is a view a-a of fig. 1.

The parts in the figures are numbered: the compressor cylinder barrel comprises a compressor cylinder barrel rear cover 1, a compressor cylinder barrel 2, a compressor cylinder barrel front cover 3, an eccentric rotor 4, a compressor seal roller 5, a circular groove 6 for placing a compressor piston bearing, a compressor seal roller seal strip 7, a compressor piston 8, the inner diameter D of the compressor cylinder barrel and the length L of the compressor cylinder barrel.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

As shown in FIGS. 1-2, the working principle introduction of the eccentric rotor homogeneous charge compression ignition engine provided by the invention comprises the following steps:

the working principle is described according to the sequence of suction, pressure, explosion and arrangement:

first, the operation of the compression cylinder of the engine of the present invention:

because the actual use volume of the compression cylinder barrel is 2 times of that of the original experimental scheme, a front air throttle and a rear air throttle are arranged on an air suction channel seat below the left side of the compression cylinder barrel, and the two air throttles are in a half-open state; the front throttle is used for adjusting the air inflow when the air at high altitude is thin and the power needs to be increased. When climbing a slope and needing to increase power, the front throttle valve is controlled by the pedal plate to increase the air inflow needed by the power; when the device works in a low-altitude area, the opening degree of a rear throttle valve is controlled by a high-pressure sensor to control air inflow, the air inflow controls a compression ratio required by homogeneous compression ignition, and the compression ratio is used for controlling compression ignition time; for the engine adopting homogeneous charge compression ignition, the structure is simple and reliable, the compression ratio is well controlled, and the engine is superior to a reciprocating piston gasoline engine; the compression ratio of the gasoline mixture conveyed to the combustion chamber by the compression cylinder is from 2: 1 starts to output 19: 1, the gasoline engine injects oil from an air suction passage, and the diesel engine injects oil from a speed ratio of 2: spray 1 to 19: 1, finishing; compression of the cylinder only completes 19: 1, the gas is compressed but not combusted, so that the extra power loss caused by high-pressure gas to the compressed gas is avoided, and the lubrication of a compression cylinder barrel and the pollution reduction are facilitated; when the mixed gas is sucked into the circular cylinder, the micro oil drops are thrown to the inner wall of the compression cylinder by centrifugal force, and the micro oil drops are continuously evaporated and continuously thrown again for circulation. When the compression ratio reaches 19: 1, the cylinder barrel is also heated to improve the evaporation capacity.

Secondly, the operation of the combustion chamber of the engine of the invention is as follows:

firstly, a horizontal line on the left side of the cylinder barrel is a calculation reference line. The compression cylinder barrel rotates the gas supply binding line of the combustion chamber from the datum line clockwise by 26.18 degrees, at the moment, the piston center line on the expansion work-doing rotor is coincided with the datum line, and the ignition time of 2 spark plugs in the gasoline and diesel oil in the combustion chamber is fixed on the datum line; the optimum angle from ignition to completion of compression ignition is 18.5 deg. (ignition time is calculated according to the rotation angle of expansion work rotor), and the maximum is 31 deg. (variation of compression ignition time is completed by adjusting compression ratio by high-pressure sensor). The opening position of the gas transmission from the high-pressure valve to the work cylinder in the combustion chamber is clockwise rotated by 31 degrees (the alignment of 31 degrees is found from a high-pressure cam) from a reference line, the rotation of 25 degrees is the adjustment range for completing compression ignition combustion, after the compression mixed gas in the combustion chamber is completely compressed, the high-pressure valve is opened when the reference line is clockwise rotated by 31 degrees, and the high-pressure gas is input into the expansion work cylinder to push the piston to do work. The low-pressure waste gas after work is done in front of the piston movement, and the waste gas is discharged into the atmosphere by rotating 282.86 degrees clockwise from the opening position of the high-pressure valve.

Mixing time of diesel oil and air: on a reciprocating diesel engine, fuel is injected into a cylinder at high pressure by virtue of an oil injection system when a compression stroke is close to a top dead center, and then undergoes processes of crushing, atomizing, heat absorption, vaporization, diffusion, air mixing and the like in a very short time, namely a process of mixing while burning. The extremely short mixing time in a rotary diesel engine is much longer than that in a reciprocating piston diesel engine, so that the oil and gas are mixed more homogeneously and are then compressed.

Secondly, how the gasoline mixture in the combustion chamber is mixed: the rotor speed was 1000 rpm. The gasoline engine adopts an air inlet channel electric spraying mode, and mixed gas is firstly mixed in a compression cylinder barrel through air suction and compression. The compressed mixture is delivered to the combustion chamber from a compression ratio of 2: 1 starts to output 19: 1 is finished. If gasoline mixture gas turns the first bend in the compression cylinder barrel to enter the automatic one-way valve air chamber, turns the second bend in the combustion chamber to enter the combustion chamber transverse pipe, turns the third bend to enter the combustion chamber high-pressure valve air chamber; because the mass of the particle oil drops in the mixed gas is larger than that of the air, the oil particles can be thrown onto the inner wall of the combustion chamber with the angle of more than 400 degrees to be quickly vaporized and mixed when the direction is changed. An arc groove of R40 is arranged at the top of the horizontal pipe of the combustion chamber and is tangent with the right side wall surface of the compressed air gas transmission channel to form a vortex to enhance the mixing degree; at a compression ratio of 19: the temperature of 1 hour is as high as more than 400 ℃, and the rapid vaporization of the particle oil drops is promoted; the vortex generated when the direction is changed can also promote the further mixing of the mixed gas; the mixing uniformity of gasoline mixed gas is close to the requirement of homogeneous compression ignition technology, so that the rotor engine can reach the highest thermal efficiency of gasoline compression ignition. Although this has a throttling loss, the thermal efficiency is much larger than that of the throttling loss.

③ how the diesel fuel mixture in the combustion chamber is mixed: the rotor diesel engine adopts a mixing mode of combining space atomization and oil film evaporation, and the rotating speed of a rotor is 1000 revolutions per minute. The diesel oil of the rotor is injected from the gas transmission end of a transverse pipe in the combustion chamber, and the length of the transverse pipe is 200mm and phi 26 mm. An R40 arc groove is arranged at the top of the transverse pipe and is tangent to the right side wall of the compressed air conveying passage to form a vortex flow to enhance the mixing of oil and air. The compression cylinder is used for conveying compressed air to the combustion chamber from a compression ratio of 2: 1 starts to output 19: 1, ending, wherein the compression ratio in the rotor diesel combustion chamber does not reach the diesel self-ignition temperature, and compression ignition cannot be generated from oil injection to ending; the oil injection time is started 20 degrees before the end of the gas transmission of the compressed air to the combustion chamber, the ignition of the spark plug is started when the central line of the work piston is coincident with the reference line, and the temperature and the pressure of the spark plug after the ignition need a period of time to reach the compression ignition temperature. Compression ignition is generated from multiple points, compression ignition combustion is generated and then is diffused to complete compression ignition, and the rotation angle of the work rotor can represent the compression ignition combustion diffusion. The rotation angle of the working rotor during the multi-point compression ignition combustion and the complete compression ignition is 18.5 degrees, and the maximum angle is 31 degrees. And the deflection angle of 20 degrees when the fuel is injected into the compression air and is transmitted to the combustion chamber, and the total mixed deflection angle of the diesel and the air is 38.5 to 51 degrees. It should be noted that when the rotation angle of the working rotor before the end of the injection is 20 °, the oil and air begin to mix, and the volume is not large in the 20 ° rotation angle because the cylinder has a crescent-shaped cross section, the crescent being 40mm wide at the maximum and 0 at the minimum, and the average width being 20 mm. The average width of the rotor is 8.28mm within the range of 20 degrees of the rotation angle of the rotor during oil injection, and only occupies 0.414 of the average width of 20 mm. From the formula of 0.414 x 20 ° =8.28 °, the 20 ° is equal to 8.28 ° of the average width, the 8.28 ° is smaller than the advance angle of the oil injection in the reciprocating diesel engine, and the rotation angle of the rotary engine is 11.72 ° more than that of the work rotor of the reciprocating engine.

Spatial atomization: the micro-droplets in the spray vaporize and explode at the temperature generated by the compression ratio and promote mixing with air. After the injection begins, the compression cylinder continues to feed compressed air into the combustion chamber to agitate the oil and air mixture. An R40 arc groove is arranged at the top of the transverse pipe and is tangent to the right side wall of the compressed air conveying passage, and a vortex is formed during air conveying to enhance the mixing degree. The left side of the transverse pipe is perpendicular to the air passage of the high-pressure air valve, and when the compressed air changes the direction, vortex flow can be generated to promote the collision of oil and air to mix.

Evaporation of oil film: the cooling water in the combustion chamber is about 400 °, when 2: 1, the evaporation of the oil film on the inner wall of the combustion chamber is reduced when the air with the low compression ratio is input into the combustion chamber, and at the moment, the cooling water supplements the temperature on the inner wall of the combustion chamber to improve the evaporation speed of the oil film. This is not done in reciprocating diesel engines; oil films can be generated on the inner wall of the combustion chamber during oil spraying, the oil films can be generated on the inner wall of the combustion chamber during the direction change of the mixed gas, the oil films can be quickly vaporized and mixed on the inner wall with the temperature of more than 400 ℃, and eddy currents can be generated to promote mixing during the direction change of the mixed gas. The micro oil drops in the air flow motion can collide with each other to form larger oil drops, and the larger oil drops can be gasified within the mixing time in the corner; when the compressed air is conveyed by the transverse pipe, the flow speed of the intermediate air is high, the air pressure is low, the air flow speed near the inner wall of the transverse pipe is low, the pressure is high, and entrainment air flow is formed at the periphery of the air flow to further mix the mixed air.

Fourthly, the structure and the working principle of the high-pressure sensor in the combustion chamber are as follows: the structure of the high-pressure sensor arranged on the combustion chamber is similar to that of the pressure limiting valve. The high-pressure sensor is communicated with the rear throttle valve, the air inflow of the rear throttle valve is controlled through the signal of the high-pressure sensor, the compression ratio is controlled through the air inflow, and the compression ratio is used for controlling the compression ignition time; a rotary index plate is fixed to the eccentric rotor (the rotor rotates clockwise). When the high-pressure sensor is provided with a high-pressure gas signal generated by the combustion of the fuel, the high-pressure sensor is in an electric state. 4 signal points of 12.5 degrees, 4 degrees, negative 4 degrees and negative 12.5 degrees are arranged on the fixed dividing plate (the zero degree is a required compression ignition line), and the corresponding signal points on the fixed dividing plate are connected with the electromagnet. The 4 electromagnets correspond to the 4 magnetic suction balls on the throttle shaft (the radius of the magnetic suction balls is related to the air suction amount, and the radius is adjusted according to the requirement of control time during the test), and the 2 magnetic suction balls with the angle of 4 degrees and the angle of 12.5 degrees are arranged above the throttle shaft and are responsible for increasing the air suction amount of the throttle. Two magnetic suction balls with the degrees of minus 4 and minus 12.5 are arranged below the throttle shaft and are responsible for reducing the air suction amount of the throttle. The compression ignition time is adjusted to be between 4 degrees and minus 4 degrees during operation, so that the normal operation of the internal combustion engine is ensured; wherein, the fixed electromagnet is at 12.5 degrees and minus 12.5 degrees, and the telescopic electromagnet is at 4 degrees and minus 4 degrees; the fixed steel magnetic attraction cover is arranged on the telescopic electromagnet seat, when the telescopic electromagnet works and is electrified, the fixed steel magnetic attraction cover is firstly attracted, the fixed steel magnetic attraction cover generates magnetic attraction force and then attracts the magnetic attraction ball arranged on the throttle shaft, at the moment, the magnetic attraction ball is in contact with a rubber rod arranged on the telescopic electromagnet seat instead of the fixed steel magnetic attraction cover, and the rubber rod reduces the impact force of the magnetic attraction ball; when the telescopic electromagnet is in a non-working state and is not electrified, the electromagnet does not have magnetic attraction force, the electromagnet is pulled to the rear by a rear spring, the telescopic rubber rod moves backwards along with the electromagnet (the rubber rod is stuck on an axial telescopic electromagnet frame), and the electromagnet moves backwards to vacate a space for the magnetic attraction ball with the positive and negative 12.5 degrees when working; two electromagnets of 4 degrees and 12.5 degrees are arranged above the throttle shaft, and when the electromagnets of 12.5 degrees work above the throttle shaft, the telescopic electromagnets of 4 degrees above the throttle shaft must move backwards by 8 degrees from the telescopic electromagnet seat to make a space for the magnetic attraction balls of 12.5 degrees to lift out; the attraction of the electromagnet is sufficient to overcome the friction force generated by the permanent magnet on the other side of the throttle shaft to determine the exact position of the throttle. When the throttle shaft determines the accurate position, electricity disappears; two electromagnets of minus 4 degree and minus 12.5 degree are arranged below the throttle shaft, and the working principle of the electromagnets is the same as that of the electromagnets above the throttle shaft.

Thirdly, the expansion work cylinder of the eccentric rotor homogeneous charge compression ignition engine works:

the high-pressure gas in the expansion work cylinder is not burnt. The expansion work-doing cylinder can fully utilize the pressure before the exhaust of the engine exhaust to do work, and according to the report of related documents, the thermal efficiency of the gasoline in a rotor homogeneous compression ignition engine can be improved by 16 percent; the surface of the expansion work cylinder can be provided with a heat insulating layer, the temperature of cooling water is increased to about 300 ℃, and the heat transfer of high-pressure gas for expansion work is reduced to improve the fuel heat efficiency.

Fourthly, the heat efficiency of the engine can be improved by 1.5 times: the volume of the expansion work cylinder is 4 times of the actual use volume of the compression cylinder, so that the rotor engine can fully utilize the pressure before the exhaust emission to work, and the thermal efficiency of the gasoline can be improved by 16%; according to related data, the Japanese Mazda gasoline compression ignition engine can improve the gasoline thermal efficiency by 30 percent. Therefore, the eccentric rotor homogeneous compression ignition engine adopts homogeneous compression ignition and fully utilizes the pressure before exhaust gas is discharged, and compared with the thermal efficiency of a reciprocating piston gasoline engine, the thermal efficiency can be improved to about 1.5 times.

Homogeneous compression ignition

The rotor engine adopts a homogeneous compression ignition mode caused by ignition of a spark plug, in order to avoid additional power loss of high-pressure fuel gas to compressed mixed gas during compression ignition in a combustion chamber, a gas transmission channel connected with a compression cylinder barrel is cut off when the combustion chamber performs compression ignition, the rotor engine adopts compressed mixed gas, the compression ratio of the spontaneous combustion temperature and the approximate spontaneous combustion temperature is not reached, and the homogeneous compression ignition is caused by increasing the temperature of the mixed gas after ignition of the spark plug.

The homogeneous charge compression ignition combustion mode is described as follows: the combustion mode is switched, and because an electronic automatic operation system used for homogeneous compression ignition of the vehicular rotary engine cannot find an alternative electronic automatic operation system from the conventional reciprocating piston vehicular engine, the manual mode described below is only used for initial tests.

Combustion mode of rotor gasoline homogeneous compression ignition: the ignition diffusion combustion mode is adopted during starting, a spark plug is used for igniting the mixture gas during normal work to cause the temperature and pressure to rise so as to promote the compression combustion mode, and the spark plug is adopted during idling to ignite the diffusion combustion mode (or the ignition compression combustion promoting mode).

Secondly, starting the rotor diesel engine: the diesel oil is promoted to be compressed to 22 when being started: 1 or 22: 1 above, the engine is started by a direct compression ignition mode of injecting oil into a combustion chamber. Except that the start of the rotor diesel engine is different from that of the gasoline engine, when the wall surface of the combustion chamber reaches more than 400 degrees, the combustion chamber is converted into various modes of gasoline homogeneous compression ignition, and only the mixing modes of oil and air are different.

③ changing between different combustion modes: when the ignition compression ignition combustion mode is switched to the idling mode, the idling speed is controlled to be 600 revolutions per minute through a program or a manual gear, the air inflow of a throttle valve is fixed on the air inflow used in the idling speed, the oil injection quantity is controlled by a speed limiter, and an electronic injection chip or a machine can be controlled; when the mode is converted to the normal mode, only the gear needs to be changed; when the automobile climbs a slope and needs high load, the oil supply amount is increased, the air-fuel ratio of homogeneous compression ignition is reduced, the air intake amount is used for controlling the temperature close to the self-ignition temperature, and the spark plug is combined to ignite combustion to promote compression ignition combustion. No conversion mode is used but the nox emissions are increased.

Fourthly, controlling the combustion time of the homogeneous compression ignition: control of homogeneous charge compression ignition combustion timing is much easier on rotary engines than on reciprocating piston engines. Since compression ignition timing on reciprocating piston engines is accomplished within a few crank angle degrees before and after top dead center, auto-ignition combustion loses some of its compression power before top dead center. If the spontaneous combustion is started after the top dead center, the thermal efficiency of the homogeneous charge compression ignition is lowered and the ignition is easily caused; the control of the homogeneous compression ignition combustion time on the rotor engine is easier because the homogeneous compression ignition combustion is completed in an independent combustion chamber, and the pressure generated by the compression ignition combustion in the combustion chamber has no relation with a compression cylinder and an expansion work cylinder; the design of controlling the compression ignition combustion time on the rotary engine can be long or short, the thermal efficiency is less influenced by thermal diffusion, and the fire is not easy to occur; the time for air suction and compression ignition on a rotary engine is longer, such as: the internal combustion engine completes four strokes and needs two turns on a reciprocating piston engine and only needs one turn on a rotary engine. Air induction is completed at 180 ° on a reciprocating piston engine and at 360 ° on a rotary engine. This is most advantageous for adjusting the compression ratio on time; when the mixture is close to the autoignition temperature and the ignition and combustion of the spark plug from the datum line promote the completion of compression ignition combustion, the time for completing compression ignition is pushed back to the greatest extent possible in order to reduce heat diffusion, and a high-pressure sensor is needed for completion.

Appropriate changes and modifications to the embodiments described above will become apparent to those skilled in the art from the disclosure and teachings herein. Therefore, the present invention is not limited to the specific embodiments disclosed and described above, and some modifications and variations of the present invention should fall within the scope of the claims of the present invention. Furthermore, although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.

Claims

1. An eccentric rotor homogeneous compression ignition engine comprises a compression mechanism, an expansion work doing mechanism, a combustion chamber body and a transmission system;

the compression mechanism comprises a compressor cylinder barrel (2), a compressor cylinder barrel front cover (3), a compressor cylinder barrel rear cover (1), a compressor eccentric rotor (4), a compressor piston (8) and a compressor seal roller (5);

the method is characterized in that: the inner diameter D of the compressor cylinder barrel (2) is between 595mm and 605mm, the length L of the compressor cylinder barrel (2) is between 130mm and 140mm, and all relevant parts in the compressor cylinder barrel (2) and other parts of the eccentric rotor homogeneous charge compression ignition engine are correspondingly adapted and adjusted, so that the eccentric rotor homogeneous charge compression ignition engine is reasonably and coordinately assembled and normally works.