CN112922738A - 一种低速二冲程气体燃料发动机气缸 - Google Patents
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Abstract
本发明涉及一种低速二冲程气体燃料发动机气缸,包括缸体、缸盖、排气道、排气阀、喷气阀、扫气口和活塞;所述缸盖设置在缸体顶部,所述排气道与缸盖顶部连通,所述排气阀一端与缸体顶部连通,另一端与排气道连通,所述扫气口圆周均布在缸体底部区域外侧,所述活塞设置在缸体底部内侧,所述喷气阀设置在缸体下部两侧的缸壁上,且所述活塞在喷射持续期内始终位于喷气阀下方;所述喷气阀侧偏角γ的范围为10‑30°,所述喷气阀下偏角α的范围为10‑30°。本发明可在保证燃料不从排气阀处逃逸的前提下,使缸内混合气均匀度达到最佳,如此能够有效避免低速二冲程气体燃料发动机出现异常燃烧等现象,从而得到高效、稳定的稀薄燃烧。
Description
技术领域
本发明涉及发动机技术领域,尤其涉及一种低速二冲程气体燃料发动机气缸。
背景技术
采用预混合燃烧模式的低速二冲程气体燃料发动机可以直接满足国际海事组织第三阶段排放法规(IMO Tier 3)的要求,但是这种燃烧模式的发动机在高负荷工况会面临早燃和爆震等异常燃烧问题。船用低速二冲程气体燃料机缸径大、冲程超长的结构特征和转速特低的运转特性又使得异常燃烧的倾向性和发生频率更高,威胁更大。由于“异常燃烧”问题极难解决,低速二冲程气体燃料发动机难以实现高效稳定的燃烧。为了避免回火,低速二冲程气体燃料发动机必须采用缸内直喷气体燃料。在采用缸内直喷后,回火的威胁得以消除,但由于燃料与空气混合时间短,缸内残余高温热点及缸内混合气不均匀性仍会导致“早燃”和“爆震”。为了降低“早燃”和“爆震”倾向性,低速二冲程气体燃料发动机必须采用稀薄燃烧方式,并且尽量改善预混合气均匀度,避免局部过浓。
高质量稀薄混合气形成是实现低速二冲程气体燃料机高效清洁燃烧并抑制异常燃烧问题的根本前提,其中气体燃料喷射阀的布置和燃料喷射正时对改善燃料-空气预混合气的形成质量及减少气体燃料逃逸量起关键作用,因此需要明确其最佳设定方式,以保证最佳的混合气均匀度和最低的燃气逃逸量。
发明内容
针对上述问题,本发明的目的在于提供一种低速二冲程气体燃料发动机气缸,通过调整喷气阀布置角度和喷射正时,改变气体燃料喷入气缸后的涡流运动,在避免气体燃料从排气阀处逃逸的基础上,尽可能地改善缸内混合气均匀度。
本发明采用的技术方案如下:
本发明所提出的一种低速二冲程气体燃料发动机气缸,包括缸体、缸盖、排气道、排气阀、喷气阀、扫气口和活塞;所述缸盖设置在缸体顶部,所述排气道与缸盖顶部连通,所述排气阀一端与缸体顶部连通,另一端与排气道连通,所述扫气口圆周均布在缸体底部区域外侧,所述活塞设置在缸体底部内侧,所述喷气阀设置在缸体下部两侧的缸壁上,且所述活塞在喷射持续期内始终位于喷气阀下方;所述喷气阀侧偏角γ的范围为10-30°,所述喷气阀下偏角α的范围为10-30°。
进一步的,所述喷射阀的喷射持续期为20°CA时,喷射正时控制在230-232°CA之间。
本发明与现有技术相比具有以下有益效果:
本发明所提出的一种低速二冲程气体燃料发动机气缸,可在保证燃料不从排气阀处逃逸的前提下,使缸内混合气均匀度达到最佳,如此能够有效避免低速二冲程气体燃料发动机出现异常燃烧等现象,从而得到高效、稳定的稀薄燃烧。
附图说明
图1是本发明所提出的一种低速二冲程气体燃料发动机气缸一个实施例的整体结构示意图;
图2是图1的俯视剖面结构示意图。
其中,附图标记:1-缸体;2-缸盖;3-排气道;4-排气阀;5-喷气阀;6-扫气口;7-活塞。
具体实施方式
为了更清楚地说明本发明实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图做以简单地介绍,显而易见地,下面描述中的附图是本发明的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。
需要说明的是,在本发明的描述中,术语“上”、“下”、“顶部”、“底部”、“一侧”、“另一侧”、“左”、“右”、“前”、“后”等指示的方位或位置关系为基于附图所示的方位或位置关系,仅是为了便于描述本发明和简化描述,而不是指装置或元件必须具有特定的方位、以特定的方位构造和操作。
参见附图1和2,给出了本发明所提出的一种低速二冲程气体燃料发动机气缸的一个实施例的具体结构。所述气缸包括缸体1、缸盖2、排气道3、排气阀4、喷气阀5、扫气口6和活塞7;所述缸盖2设置在缸体1的顶部,所述排气道3与缸盖2顶部相连通,所述排气阀4的底端与缸体1的顶部连通,所述排气阀4的顶端与排气道3相连通,所述扫气口6圆周均布在缸体1底部区域的缸壁上,所述活塞7对应设置在缸体1底部内侧。由于低速二冲程机普遍采用冲程/缸径比>4的超长冲程,如在缸盖2上布置喷气阀5会面临混合气分布均匀性差的问题,而混合气均匀度差又容易诱发早燃和爆震,因此本发明采用气缸壁布置喷气阀5的方式,即所述喷气阀5分别连通在缸体1下部两侧的缸壁上;同时为了避免喷入气缸的燃料随着缸内涡流运动从排气阀4处逃逸,所述喷气阀5的位置应尽量向气缸内下部布置,但是位置过低会导致活塞7过早经过喷气阀5,无法保证喷射持续期的长度,因此要在保证活塞7在喷射持续期内始终位于喷气阀5下方的前提下将喷气阀5的位置尽可能的向下布置。所述缸体1下部两侧缸壁上的喷气阀5应向扫气口6的入射方向顺向偏转,例如本实施例中,扫气气流方向为逆时针,因此喷气阀5的喷射射流也均为逆时针方向。
如附图1所示,所述喷气阀5的下偏角为喷气阀5的轴线与该处水平线的夹角,将其定义为α角(以向下方向为正,即远离排气阀4的方向),所述喷气阀5下偏角的最佳范围为10-30°,在此区间内,入射气流与缸内向上运动的扫气气流相撞,不仅有助于提高气体燃料与缸内空气的混合速率,还能够减缓混合气向排气阀4处的运动速度,避免排气阀4关闭前气态燃料逃逸。当喷气阀5下偏角低于10°时,入射的气态燃料对缸内原有的涡流运动扰动较小,无法降低排气阀4处的混合气逃逸量;当喷气阀5下偏角超过30°时,虽然逃逸量很小,但是缸内原有的涡流运动不足以在上止点前搅匀燃料和空气,会使缸体1内部形成高浓度区,增大异常燃烧发生的风险。
如附图2所示,所述喷气阀5的侧偏角为喷气阀5在水平方向上与气缸法线的夹角,将其定义为γ角(以逆时针方向为正,即顺着缸内涡流绕轴线运动的方向),所述喷气阀5侧偏角的最佳范围为10-30°,在此区间内,气态燃料射入气缸的方向与缸内原有的横向涡流运动方向基本一致,对缸内原有的涡流运动有扰动作用,能够加快燃料与缸内空气的混合速率,提高混合气的均匀度。当喷气阀5侧偏角低于10°时,气态燃料几乎垂直射入气缸中,阻碍缸内原有的大尺度逆时针涡流运动,不利于气态燃料借助缸内涡流运动扩散,从而导致混合气均匀性恶化;当喷气阀5侧偏角超过30°时,不但会使混合气向缸壁处聚集,导致整体均匀度变差,还会加快原涡流运动,使得混合气以更快的速度向排气阀4流动,容易造成逃逸。
对于喷射正时,在喷射压力一定的前提下,喷射越晚,气体燃料的逃逸量越小,但是喷射过晚会恶化缸内混合气的均匀度,导致缸内产生混合气浓区,从而引发早燃、爆震等异常燃烧现象。因此本发明中,当所述喷气阀5的喷射持续期为20°CA时,喷射正时控制在230-232°CA之间,既能保证燃料不从排气阀4处逃逸,又能优化缸内混合气的均匀性,从而保证低速二冲程气体燃料发动机在稀薄条件下实现稳定的燃烧。
以上所述的实施例仅仅是对本发明的优选实施方式进行描述,并非对本发明的范围进行限定,在不脱离本发明设计精神的前提下,本领域普通技术人员对本发明的技术方案做出的各种变形和改进,均应落入本发明权利要求书确定的保护范围内。
Claims (2)
1.一种低速二冲程气体燃料发动机气缸,包括缸体、缸盖、排气道、排气阀、喷气阀、扫气口和活塞;所述缸盖设置在缸体顶部,所述排气道与缸盖顶部连通,所述排气阀一端与缸体顶部连通,另一端与排气道连通,所述扫气口圆周均布在缸体底部区域外侧,所述活塞设置在缸体底部内侧,所述喷气阀设置在缸体下部两侧的缸壁上,且所述活塞在喷射持续期内始终位于喷气阀下方,其特征在于:所述喷气阀侧偏角γ的范围为10-30°,所述喷气阀下偏角α的范围为10-30°。
2.根据权利要求1所述的一种低速二冲程气体燃料发动机气缸,其特征在于:所述喷射阀的喷射持续期为20°CA时,喷射正时控制在230-232°CA之间。
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