CN113356994B - Valve control jet ignition system - Google Patents

Valve control jet ignition system Download PDF

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Publication number
CN113356994B
CN113356994B CN202110767777.0A CN202110767777A CN113356994B CN 113356994 B CN113356994 B CN 113356994B CN 202110767777 A CN202110767777 A CN 202110767777A CN 113356994 B CN113356994 B CN 113356994B
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China
Prior art keywords
jet
valve
combustion chamber
gas
main combustion
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CN113356994A (en
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沈大兹
刘琦
贾栋栋
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Yantai Anxin Fine Blanking Technology Co ltd
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Hunan Dazi Power Technology Co ltd
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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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • F02B19/1052—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC controlling, e.g. varying fuel-air ratio, quantity of charge
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F02B19/1085—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber controlling fuel injection
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • 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 invention provides a valve-controlled jet ignition system, which is provided with a nozzle, a spark plug, a precombustion chamber and a main combustion chamber, wherein the spark plug, the precombustion chamber and the nozzle are sequentially arranged from a cylinder cover side to a cylinder side and are directly installed in a cylinder cover above the center of a cylinder; one surface of the nozzle faces the precombustion chamber, and the other surface of the nozzle faces the main combustion chamber, and the main combustion chamber consists of a piston, a cylinder and lower boundary surfaces of the nozzle and a cylinder cover; the electrode of the spark plug faces the pre-chamber. The ignition system controls the air intake quality of the mixed gas of the precombustion chamber through the air intake valve, and reduces the temperature of the ignition system of the precombustion chamber through a series of measures, so that the precombustion chamber of the gasoline engine can be operated; in addition, the jet valve controls the jet time of high-temperature and high-pressure gas in the precombustion chamber to the main combustion chamber, so that the faster combustion speed of the main mixed gas is generated, the capability of resisting knocking is improved, the compression ratio of the internal combustion engine can be improved, and the efficiency of the internal combustion engine is further improved.

Description

Valve control jet ignition system
Technical Field
The invention relates to an ignition technology of an internal combustion engine, in particular to an ignition technology of mixed gas of a main combustion chamber, which is controlled by a differential pressure jet valve and a differential pressure intake valve used in a precombustion chamber.
Background
The ignition of the precombustion chamber can obviously shorten the combustion duration of the mixed gas in the main combustion chamber, ignite the ultra-lean mixed gas, reduce the combustion temperature, reduce the emission of Nox, improve the combustion efficiency and reduce the oil consumption of the internal combustion engine, which is the main reason for developing the research on the precombustion chamber all over the world.
The ignition of the precombustion chamber comprises an active precombustion chamber and a passive precombustion chamber, and means that mixed gas is ignited in the precombustion chamber of the internal combustion engine, high-temperature and high-pressure gas passes through a channel between the precombustion chamber and a main combustion chamber to form jet gas, and the jet gas is sprayed into the main combustion chamber through a spray hole to ignite the mixed gas in the main combustion chamber. The active precombustion chamber is characterized in that mixed gas in the precombustion chamber is fed from the outside of the internal combustion engine through an independent pipeline; the passive precombustion chamber means that the mixed gas in the precombustion chamber is pressed in by a piston of a main combustion chamber of the internal combustion engine;
the above are known techniques and suffer from various drawbacks:
whether the precombustion chamber is an active precombustion chamber or a passive precombustion chamber, a communication passage between the precombustion chamber and the main combustion chamber allows jet gas to pass through, and after the precombustion chamber is ignited, high-temperature and high-pressure jet gas generated by the precombustion chamber passes through the passage for the first time to heat the passage, particularly a port of the passage facing the main combustion chamber, and the port forms a nozzle of gas jet; when the mixed gas in the main combustion chamber is ignited by the jet flow gas, high-temperature high-pressure gas is generated in the main combustion chamber, the gas pressure is higher than the pressure of the precombustion chamber, the high-temperature high-pressure gas reversely flows into the precombustion chamber from the main combustion chamber, and the high-temperature high-pressure gas is heated for the second time through the channel and the nozzle; when the main piston expands downwards, the pressure of the main combustion chamber is reduced, high-temperature gas in the precombustion chamber passes through the channel and the nozzle again to reach the exhaust port of the main combustion chamber, the high-temperature gas is heated for the third time, the nozzle is in a high-heat state, and the nozzle in the high-heat state can enable the internal combustion engine to be pre-combusted, so that ignition failure of the precombustion chamber is caused. Meanwhile, the jet gas passes through the nozzle for multiple times, so that throttling loss is generated.
Some previous inventions have provided cooling means on the prechamber, however, all cooling means have difficulty in effecting effective cooling of the nozzle.
Although spark plugs specifically tailored for the prechamber may be employed, spark plug life is still compromised due to the high temperatures.
After the mixed gas in the precombustion chamber is ignited, because a valve does not exist in a channel between the precombustion chamber and the main combustion chamber, the mixed gas is sprayed into the main combustion chamber immediately because the pressure of the mixed gas in the precombustion chamber is higher than that of the main combustion chamber, at the moment, only a small part of the mixed gas in the precombustion chamber is combusted, the temperature and the pressure of the jet gas sprayed into the main combustion chamber are not high enough, so that the ignition delay period of the mixed gas in the main combustion chamber is prolonged, and the ignition and the combustion of the main combustion chamber are not perfect. For better combustion of the main chamber mixture, the volume of the prechamber must be increased, which necessarily increases the energy of the mixture entering the prechamber, and the heat released by this increased energy leads to a further increase in the nozzle temperature.
U.S. patent US8,006,666B2 discloses a valve-firing prechamber internal combustion engine that is an active prechamber configuration, thus necessitating the addition of an air compressor to provide the intake charge, and also requiring a prechamber air mixing system and a mixture injection system, resulting in system complications.
The traditional precombustion chamber is already used in a natural gas engine, and due to the fact that the heat load of a gasoline engine is high, the generated high-temperature hot spot easily causes the precombustion of mixed gas, so that the precombustion chamber of the gasoline engine is difficult to put into use.
Therefore, reducing the temperature of the prechamber ignition system has become a major concern in the development of prechamber systems for gasoline engines.
Disclosure of Invention
According to the valve control jet ignition system provided by the invention, on one hand, the main combustion chamber is quickly ignited by adopting more ignition energy, so that the combustion duration of main mixed gas is shortened, and further, the efficiency of an internal combustion engine is improved by adopting a larger compression ratio; on the other hand, less energy of the mixed gas entering the precombustion chamber is adopted, the temperature of an ignition system of the precombustion chamber is reduced, and the precombustion is effectively prevented.
The technical scheme of the invention is to provide a valve-controlled jet ignition system, which is provided with a nozzle, a spark plug, a precombustion chamber and a main combustion chamber, wherein the spark plug, the precombustion chamber and the nozzle are sequentially arranged from the side of a cylinder cover to the side of the cylinder cover and are directly installed in the cylinder cover above the center of the cylinder; one surface of the nozzle faces the precombustion chamber, and the other surface of the nozzle faces the main combustion chamber, and the main combustion chamber consists of a piston, a cylinder and lower boundary surfaces of the nozzle and a cylinder cover; the electrode of the spark plug faces the pre-chamber; the method is characterized in that:
the nozzle is provided with an air inlet channel and a jet flow channel, and the air inlet channel and the jet flow channel respectively control the flow rate of gas entering the pre-combustion chamber from the main combustion chamber and the flow rate of gas entering the main combustion chamber from the pre-combustion chamber;
the intake passage has an intake valve and at least one intake flow control passage;
the air inlet valve is a one-way stop valve controlled by pressure difference;
when the ratio of the main combustion chamber gas pressure P1 to the prechamber gas pressure P2 is greater than a preset intake threshold A, the intake valve is opened and gas can flow from the main combustion chamber into the prechamber;
when prechamber gas pressure P2 is greater than main combustion chamber gas pressure P1, the intake valve is closed and gas cannot flow from the prechamber into the main combustion chamber through the intake valve;
the air inlet flow control passage is a passage which is necessary for air to enter the precombustion chamber from the main combustion chamber, and the size of the total flow area of the air inlet flow control passage determines the air flow which flows into the precombustion chamber from the main combustion chamber;
the jet flow channel is provided with a jet flow valve and at least one jet hole;
the jet valve is a one-way stop valve controlled by pressure difference; when the ratio P2/P1 of the gas pressure P2 of the prechamber to the gas pressure P1 of the main combustion chamber is greater than a preset jet threshold B, the jet valve is opened and gas can flow from the prechamber into the main combustion chamber;
when the main combustion chamber gas pressure P1 is greater than the prechamber gas pressure P2, the fluidic valve is closed and gas cannot flow from the main combustion chamber into the prechamber through the fluidic valve;
the jet holes are passages which are necessary for gas to enter the main combustion chamber from the precombustion chamber, the jet holes point to and are uniformly distributed in the space of the main combustion chamber, and the size of the total flow area determines the gas flow rate flowing into the main combustion chamber from the precombustion chamber;
the precombustion chamber is of a passive structure, namely a piston moves upwards, one part of main mixed gas in the main combustion chamber is pressed into the precombustion chamber through the air inlet channel to form pilot mixed gas, and the pilot mixed gas is a mixture of fuel and air and can be ignited by a spark plug;
after the pilot mixture is ignited by the spark plug, high-temperature and high-pressure gas is generated in the precombustion chamber, and when the gas pressure P2 of the precombustion chamber is greater than the gas pressure P1 of the main combustion chamber, the intake valve is closed; when the gas pressure P2 continues to rise and the ratio P2/P1 exceeds the jet threshold B, the jet valve is opened, and a part of the high-temperature and high-pressure gas is jetted from the prechamber into the main combustion chamber through jet holes to form jet torches uniformly distributed in the main combustion chamber; the primary mixture is a mixture of fuel and air that is ignited by the jet torch;
after the main mixed gas is ignited by a jet torch, high-temperature and high-pressure gas is generated in the main combustion chamber, and when the gas pressure P1 of the main combustion chamber rises and is greater than the gas pressure P2 of a pre-combustion chamber, a jet valve is closed; at the same time, the gas pressure P1 of the main combustion chamber rises, but the ratio P1/P2 does not exceed the preset intake threshold a, the intake valve is not opened; the high-temperature high-pressure gas in the main combustion chamber can not enter the precombustion chamber through the jet valve or the air inlet valve, so that the high-temperature high-pressure gas in the main combustion chamber is prevented from carrying out secondary heating on the precombustion chamber.
The invention also provides a valve-controlled jet ignition system, which is provided with a nozzle, a spark plug, a precombustion chamber and a main combustion chamber, wherein the spark plug, the precombustion chamber and the nozzle are sequentially arranged from the side of a cylinder cover to the side of the cylinder cover and are directly installed in the cylinder cover above the center of the cylinder; one surface of the nozzle faces the precombustion chamber, and the other surface of the nozzle faces the main combustion chamber, and the main combustion chamber consists of a piston, a cylinder and lower boundary surfaces of the nozzle and a cylinder cover; the electrode of the spark plug faces the pre-chamber; the method is characterized in that:
the nozzle is provided with an air inlet channel and a jet flow channel, and the air inlet channel and the jet flow channel respectively control the flow rate of gas entering the pre-combustion chamber from the main combustion chamber and the flow rate of gas entering the main combustion chamber from the pre-combustion chamber;
the intake passage has at least one intake flow control passage;
the air inlet flow control passage is a passage through which air flows into the pre-combustion chamber, and the size of the total flow area of the air inlet flow control passage determines the flow rate of the air flowing into the pre-combustion chamber;
the jet flow channel is provided with a jet flow valve and at least one jet hole;
the jet valve is a one-way stop valve controlled by pressure difference; when the ratio P2/P1 of the gas pressure P2 of the prechamber to the gas pressure P1 of the main combustion chamber is greater than a preset jet threshold B, the jet valve is opened and gas can flow from the prechamber into the main combustion chamber; when the main combustion chamber gas pressure P1 is greater than the prechamber gas pressure P2, the fluidic valve is closed and gas cannot flow from the main combustion chamber into the prechamber through the fluidic valve;
the jet holes are passages which are necessary for gas to enter the main combustion chamber from the precombustion chamber, the jet holes point to and are uniformly distributed in the space of the main combustion chamber, and the size of the total flow area determines the gas flow rate flowing into the main combustion chamber from the precombustion chamber;
the precombustion chamber is of a passive structure, namely a piston moves upwards, and part of main mixed gas in the main combustion chamber is pressed into the precombustion chamber through the air inlet channel to form pilot mixed gas which is a mixture of fuel and air and can be ignited by a spark plug;
generating high-temperature and high-pressure gas in a pre-combustion chamber after the pilot mixture is ignited by a spark plug, and when the gas pressure P2 of the pre-combustion chamber is greater than the gas pressure P1 of the main combustion chamber, a small amount of gas is injected from the pre-combustion chamber into the main combustion chamber through the intake passage;
when the gas pressure P2 continues to rise and the ratio P2/P1 exceeds the jet threshold B, the jet valve is opened, and a part of the high-temperature and high-pressure gas is jetted from the prechamber into the main combustion chamber through the jet holes to form jet torches uniformly distributed in the main combustion chamber; the primary mixture is a mixture of fuel and air that is ignited by the jet torch;
after the main mixture is ignited by the jet torch, high temperature and high pressure gas is generated in the main combustion chamber, and when the main combustion chamber gas pressure P1 rises and is greater than the gas pressure P2 of the prechamber, the jet valve is closed, but a small amount of gas enters the prechamber through the air inlet passage.
Further, the air inlet valve is of a flat sheet type, a plane type or a conical type structure; when the inlet valve is closed, it forms an inlet sealing surface, at which time two circular sealing surface boundary lines are created on the inlet sealing surface; wherein:
the square ratio of the borderline diameter d2 in contact with the prechamber gas and the borderline diameter d1 in contact with the cylinder gas forms the intake threshold a, i.e.: a ═ d2 2/d1 2；
The intake valve is opened when the ratio of cylinder pressure P1 to prechamber pressure P2 is greater than an intake threshold a, which ranges from 1.5 to 15.
Further, the jet valve is of a flat sheet type, a plane type or a conical type structure; when the jet valve is closed, the jet valve forms a jet sealing surface, and at the moment, two circular sealing surface boundary lines are generated on the jet sealing surface; wherein:
the square ratio of the borderline diameter d4 in contact with the cylinder gas and the borderline diameter d3 in contact with the prechamber gas forms the jet threshold B, i.e.: b ═ d4 2/d3 2；
When the ratio of the prechamber pressure P2 to the cylinder pressure P1 is greater than a jet threshold value B, the jet valve is opened, and the jet threshold value B ranges from 1.05 to 2.
Further, the jet valve is of a flat sheet type, a plane type or a conical type structure; when the jet valve is closed, the jet valve forms a jet sealing surface, and at the moment, two circular sealing surface boundary lines are generated on the jet sealing surface; wherein:
the square ratio of the borderline diameter d4 in contact with the cylinder gas and the borderline diameter d3 in contact with the prechamber gas forms the jet threshold B, i.e.: b ═ d4 2/d3 2；
When the ratio of the prechamber pressure P2 to the cylinder pressure P1 is greater than a jet threshold value B, the jet valve is opened, and the jet threshold value B ranges from 1.05 to 2.
Further, by setting the size of the flow area of the intake flow control passage, the flow rate of the pilot mixture entering the precombustion chamber is restricted so that the ratio of the gas pressure P2 at the ignition time to the cylinder pressure P1 in the precombustion chamber is between 0.25 and 0.9.
Further, the volume of the precombustion chamber ranges from 0.1% to 0.5% of the single-cylinder displacement.
Further, the spark plug, the pre-chamber and the nozzle are mounted in a sleeve, which is then mounted in the cylinder head together with the spark plug, the pre-chamber and the nozzle.
Further, the spark plug, the pre-chamber, and the nozzle are installed in a spark plug housing, and then the spark plug housing is installed in the cylinder head together with the spark plug, the pre-chamber, and the nozzle.
Further, a spark plug is added to the main combustion chamber facing the main combustion chamber for cold start and to stabilize the operation of the internal combustion engine at a small load.
Further, the valve-regulated jet ignition system can be used on single or inline multi-cylinder internal combustion engines, as well as on V-, W-, opposed-or rotary internal combustion engines.
Further, the fuel used by the valve-regulated jet ignition system can be gasoline, natural gas, a mixture of gasoline and ethanol, and/or other substance fuel compounds or mixtures.
The invention has the beneficial effects that:
(1) the intake quality of the mixed gas in the precombustion chamber is controlled through the intake valve, and the temperature of an ignition system of the precombustion chamber is reduced through a series of measures, so that the precombustion chamber of the gasoline engine can be operated;
(2) the jet valve is used for controlling the jet moment of high-temperature and high-pressure gas in the precombustion chamber to the main combustion chamber, so that the faster combustion speed of the main mixed gas is generated, the capability of resisting detonation is improved, the compression ratio of the internal combustion engine can be improved, and the efficiency of the internal combustion engine is further improved;
(3) the pre-chamber ignition system has little modification to the existing internal combustion engine, thus the development cost is very low;
(4) the control system is rarely modified, the ECU of the original internal combustion engine can be used, and the electric control system is convenient to modify;
(5) the improvement of the internal combustion engine is performed on the cylinder cover, but the production line of the cylinder cover only needs to add a machining procedure of a spark plug hole, so that the cost required by the production line is very low, and the popularization is convenient;
(6) the technology of the invention is based on WLTC circulation, and the expected oil consumption reduction can reach more than 15%.
(7) The fuel consumption is reduced, the combustion efficiency of the internal combustion engine can be improved, and the fuel consumption reduction method has very important significance for improving the economy of vehicles and reducing the emission of carbon dioxide.
Drawings
FIG. 1 is a schematic view of a valve-regulated fluidic ignition system 100 of the present invention;
fig. 2 is a sectional view of the first nozzle 1;
FIG. 3 is a schematic view of the first air intake passage 20;
fig. 4 is a top view of the first nozzle 1;
FIG. 5 is a schematic view of the first fluidic channel 30;
FIG. 6 is a schematic view of valve design parameters;
FIG. 7 is a schematic view of the valve controlled jet ignition system 200 of the present invention;
fig. 8 is a sectional view of the second nozzle 201;
fig. 9 is a bottom view of the second nozzle 201;
FIG. 10 is a schematic view of the second intake passage 220;
FIG. 11 is a schematic view of the second fluidic channel 230;
FIG. 12 is a schematic view of a valve regulated fluidic ignition system 300 of the present invention;
FIG. 13 is a schematic view of a valve controlled jet ignition system 300 with louvers;
FIG. 14 is a schematic view of a valve controlled jet ignition system 400 of the present invention;
FIG. 15 is a schematic view of a valve controlled jet ignition system 400 having louvers;
FIG. 16 is a schematic view of a valve regulated fluidic ignition system 500 of the present invention;
FIG. 17 is a schematic view of a valve controlled jet ignition system 500 having louvers;
FIG. 18 is a schematic view of a valve controlled fluidic ignition system 600 of the present invention;
FIG. 19 is a schematic view of a valve controlled jet ignition system 600 having louvers;
FIG. 20 is a schematic view of a conical valve;
FIG. 21 is a schematic of a planar valve;
FIG. 22 is a schematic diagram of a valve controlled fluidic ignition system with different types of valve combinations.
Wherein:
1 — a first nozzle; 2-a spark plug; 3-precombustion chamber; 4-an electrode; 5, a cylinder cover; 6-main combustion chamber; 7-water jacket; 8-precombustion chamber wall; 9-a cylinder; 10-a piston; 11-a nozzle housing; 12-plain film inlet valve; 13-flat inlet valve seat; 14-plain jet valve; 15-flat jet valve seat; 16-a dome; 17-vertical grooves; 18-waist hole; 20 — a first air intake passage; 21-intake valve lash; 22-notches; 23-straight hole; 24-inclined holes; 25-an intake flow control passage; 26-a jet cavity; 27-fluidic valve clearance; 28-spraying holes; 29-jet cavity; 30 — a first fluidic channel; 31 — an air intake sealing face; 32-jet seal face; 33-tumble flow; 34-vortex flow; 40-heat dissipation holes; 50-jet torch; 201 — a second nozzle; 212-conical inlet valve; 213-conical inlet valve seat; 214-conical fluidic valve; 215-conical fluidic valve seat; 220 — a second intake passage; 230 — a second fluidic channel; 311 — a first sleeve; 312 — planar intake valve; 313 — a planar inlet valve seat; 314-planar fluidic valve; 315-planar fluidic valve seat; 411 — first spark plug shell; 511 — a second sleeve; 611 — second spark plug shell.
Detailed Description
An embodiment of the present invention will be described in detail below with reference to fig. 1 to 22.
The invention adopts a valve-controlled jet ignition system, wherein a nozzle of the valve-controlled jet ignition system comprises an air inlet channel and a jet channel, and the air inlet channel and the jet channel respectively control the energy of mixed gas entering a pre-combustion chamber from an air cylinder and the energy of jet entering a main combustion chamber from the pre-combustion chamber.
In terms of the energy of the mixture entering the precombustion chamber, the volume of the precombustion chamber is minimized, and the volume of the precombustion chamber is as small as 0.1 percent of the single-cylinder displacement; and the flow area of the intake air flow control passage is set to be so large that the pre-chamber mixed air pressure P2 at the ignition time is much lower than the main combustion chamber mixed air pressure P1, so that the ignition energy of the pre-chamber is small. The total energy of the mixed gas in the precombustion chamber is only about 1% of that of the mixed gas in the main combustion chamber, and unlike the traditional precombustion chamber, the energy of the mixed gas reaches more than 4%.
Setting the temperature and pressure of the prechamber mixture at the start of injection is important in terms of how the main combustion chamber is jetted faster than in conventional prechambers, and effective ignition is achieved in less time.
As is well known, the pressure P2 of the conventional prechamber mixture is substantially equal to the main combustion chamber mixture pressure P1, and after the prechamber mixture is ignited, the prechamber mixture begins to expand immediately as the flame kernel develops and develops, with the prechamber pressure P2 being immediately greater than the main combustion chamber pressure P1, so that the prechamber gases are immediately injected into the main combustion chamber. Since the heat release process of the prechamber mixture is not complete or has just begun, the gas mass and temperature injected into the main combustion chamber are not sufficient to ignite the main mixture immediately. Meanwhile, with the loss of the mixed gas in the precombustion chamber, the quality of the mixed gas staying in the precombustion chamber is gradually reduced, even if the combustion and heat release of the mixed gas in the whole precombustion chamber are completed later, the heat is actually reduced, and the temperature and the pressure generated in the precombustion chamber are reduced. And as the main mixed gas is ignited, after the gas pressure and temperature of the main combustion chamber rise, the high-temperature gas staying in the precombustion chamber is blocked in the precombustion chamber, so that the high-temperature high-pressure gas can not be sprayed into the main combustion chamber any more, but enters the precombustion chamber, and is continuously heated, so that the precombustion chamber is overheated, and finally, the internal combustion engine can induce pre-ignition due to hot spots, so that the internal combustion engine cannot normally run, particularly cannot run under a heavy-load condition.
In the technical scheme of the invention, as mentioned above, the volume of the precombustion chamber is very small, the pressure P2 of the mixed gas entering the precombustion chamber is far lower than the pressure P1 of the cylinder, after the mixed gas of the precombustion chamber is ignited and the heat release is basically finished, the pressure and the temperature of the precombustion chamber reach a higher state and rapidly exceed the pressure of the main combustion chamber, under the impact of such high pressure difference, the jet valve is rapidly opened, and the gas in a high-temperature and high-pressure state is immediately jetted to the main combustion chamber, the jet is finished at the turning angle of about 5 CA, and the pressure of the main combustion chamber at the moment is slightly increased due to the combustion lag period, so the jet is finished under the condition of large pressure difference. The jet torch has the advantages of higher jet speed and longer jet distance, and contributes to quickly finishing the combustion of the main mixed gas and shortening the combustion duration. Therefore, the valve-controlled jet ignition system provided by the invention can reduce the energy of the mixed gas entering the precombustion chamber, reduce the temperature of the precombustion chamber, the spark plug and the nozzle, prevent pre-ignition, increase the ignition energy of the mixed gas in the main combustion chamber, shorten the combustion duration of the main combustion chamber, and improve the geometric compression ratio of the internal combustion engine, thereby improving the efficiency of the internal combustion engine.
Example 1:
as shown in fig. 1, the present invention provides a valve-controlled jet ignition system 100 having a first nozzle 1, a spark plug 2, a precombustion chamber 3 and a main combustion chamber 6, the spark plug 2, the precombustion chamber 3 and the first nozzle 1 being arranged in the cylinder head 5 directly above the center of the cylinder in order from the cylinder head 5 side toward the cylinder 9 side; wherein a prechamber wall 8 is the interface of the prechamber 3 and the cylinder head 5; a cooling water jacket 7 is arranged around the installation part of the precombustion chamber 3 and used for cooling a precombustion chamber wall surface 8 so as to cool the precombustion chamber 3 and the spark plug 2; the main combustion chamber 6 is composed of a piston 10, a cylinder 9, and lower boundary surfaces of the first nozzle 1 and the cylinder cover 5; the electrode 4 of said spark plug 2 faces the prechamber 3;
fig. 2 shows a cross-sectional view of the first nozzle 1. The first nozzle 1 is composed of a nozzle shell 11, a flat sheet air inlet valve 12, a flat sheet air inlet valve seat 13, a flat sheet jet valve 14, a flat sheet jet valve seat 15 and a dome 16.
The first nozzle 1, which faces the prechamber 3 on the one hand and the main combustion chamber 6 on the other hand, has a first air inlet channel 20 and a first jet channel 30.
In the first nozzle 1, the flat sheet intake valve 12 and the flat sheet intake valve seat 13 are a pair of precision matching parts, and the flat sheet intake valve 12 can move up and down relative to the flat sheet intake valve seat 13 to form two upper and lower valve positions. When the flat sheet air inlet valve 12 moves downwards, the flat sheet air inlet valve 12 is tightly attached to the flat sheet air inlet valve seat 13 to form an air inlet sealing surface 31 through which air cannot pass, and at the moment, the flat sheet air inlet valve 12 is closed; when the flat inlet valve 12 moves upward, the inlet seal surface 31 separates, an inlet valve gap 21 (fig. 3) is formed between the flat inlet valve 12 and the flat inlet valve seat 13, and gas can pass through the inlet valve gap 21, and at this time, the flat inlet valve 12 is opened.
In the first nozzle 1, the flat jet valve 14 and the flat jet valve seat 15 are a pair of precision matching parts, and the flat jet valve 14 can move up and down relative to the flat jet valve seat 15 to form an upper valve position and a lower valve position. When the flat sheet jet valve 14 moves upwards, the flat sheet jet valve is tightly attached to the flat sheet jet valve seat 15 to form a jet sealing surface 32 through which gas cannot pass, and at the moment, the flat sheet jet valve 14 is closed; when the flat jet valve 14 moves downward, the jet sealing surfaces 32 separate, forming a jet valve gap 27 (fig. 5) between the flat jet valve 14 and the flat jet valve seat 15, in which jet valve gap 27 gas can pass, at which time the flat jet valve 14 is opened.
Fig. 3 is a schematic view of a first intake passage 20, the first intake passage 20 including a vertical groove 17, a kidney hole 18, an intake chamber 19, an intake valve gap 21, a notch 22, and an intake flow control passage 25.
When the piston 10 moves upwards, the main mixture is compressed, the pressure P1 of the main mixture is increased, and the flat jet valve 14 is forced to move upwards under the action of the pressure difference, so that the flat jet valve 14 is closed. At the same time, under the action of the pressure difference, a portion of the main mixture enters the plurality of vertical grooves 17 formed in the dome 16 in the direction of the arrow, passes through the kidney holes 18 formed in the flat plate intake valve seat 13, reaches the intake chamber 19, and as the pressure of the intake chamber 19 increases, the flat plate intake valve 12 is forced to move upward, the flat plate intake valve 12 is opened, gas can pass through the intake valve gap 21, the notch 22 and the intake flow control passage 25, and finally reaches the prechamber 3, and the intake flow control passage 25 is directed toward the prechamber wall surface 8, providing swirl 34 and tumble 33 (refer to fig. 9 and 10) to the pilot mixture in the prechamber 3.
The purpose of the inlet flow control channel 25 is to control the mass flow into the prechamber 3, so that its total flow area is the smallest of all the passage flow areas in the inlet channel 20. In fact, any one of the flow passages in the intake passage 20 may be provided as the intake flow rate control passage 25, for example, if the flow area of the vertical groove 17 or the kidney hole 18 in fig. 3 is set as the minimum flow area in the intake passage 20, then this minimum flow area becomes the intake flow rate control passage.
In summary, the prechamber 3 is of a passive structure, i.e., the piston 10 moves upward, and a part of the main mixture in the main combustion chamber 6 is pushed into the prechamber 3 through the first intake passage 20 to form a pilot mixture. The pilot mixture is a mixture of fuel and air, which can be ignited by the spark plug 2.
The flat sheet air inlet valve 12 is a check valve for controlling air pressure difference. When the ratio of the gas pressure P1 of the main combustion chamber 6 to the gas pressure P2 of the prechamber 3 is greater than a preset intake threshold a, the flat sheet intake valve 12 is opened and gas can flow from the main combustion chamber 6 into the prechamber 3; when prechamber 3 gas pressure P2 is greater than main combustion chamber 6 gas pressure P1, the flat-leaf intake valve 12 is closed and gas cannot flow from prechamber 3 into main combustion chamber 6 through first intake passage 20;
the intake flow control passage 25 is provided in the nozzle housing 11 through which the gas entering the precombustion chamber 3 must flow, and the size of the flow area determines the amount of flow of the gas flowing from the main combustion chamber 6 into the precombustion chamber 3;
fig. 4 is a top view of the first nozzle 1 and fig. 5 shows the first fluidic channel 30. The first fluidic channel 30 includes a straight hole 23, an inclined hole 24, a fluidic chamber 26, a fluidic valve gap 27, and an orifice 28.
The flat jet valve 14 is a one-way valve controlled by gas pressure difference, after the pilot mixture is ignited by the spark plug 2, high-temperature and high-pressure gas is generated in the prechamber 3, and when the gas pressure P2 of the prechamber 3 is greater than the gas pressure P1 of the main combustion chamber 6, the flat intake valve 12 is closed; further, a part of the high-temperature and high-pressure gas passes through the straight hole 23 and the inclined hole 24 on the nozzle housing 11 in the arrow direction to reach the jet cavity 26, when the gas pressure P2 continues to rise and exceeds the jet threshold B, the plain jet valve 14 is opened, and the high-temperature and high-pressure gas is injected from the prechamber 3 into the main combustion chamber 6 through the jet valve gap 27 and the jet hole 28 to form the jet torch 50; the primary mix is a mixture of fuel and air that is ignited by the jet flare 50.
The jet holes 28 are opened on the dome 16, a plurality of jet holes of the jet holes point to and are evenly distributed in the space of the main combustion chamber 6, and the size of the total flow area of the jet holes determines the gas flow rate flowing from the prechamber 3 to the main combustion chamber 6;
after the main mixture is ignited by the jet torch 50, high-temperature and high-pressure gas is generated in the main combustion chamber 6, and when the gas pressure P1 of the main combustion chamber 6 rises and is greater than the gas pressure P2 of the prechamber 3, the flat jet valve 14 is closed; at the same time, the gas pressure P1 of the main combustion chamber 6 rises, but without the ratio P1/P2 exceeding the preset intake threshold a, the flat-vane intake valve 12 cannot be opened. Therefore, the high-temperature and high-pressure gas in the main combustion chamber 6 can not enter the precombustion chamber 3 through the plain film jet valve 14 or the plain film intake valve 12, so that the high-temperature and high-pressure gas in the main combustion chamber 6 is prevented from carrying out secondary heating on the precombustion chamber 3, the temperature of the valve-controlled jet ignition system is reduced, and the occurrence of pre-ignition is prevented.
Fig. 6 is a schematic diagram of valve design parameters. The design parameters of the flat sheet intake valve 12 are as follows: when the flat inlet valve 12 is closed, it forms an inlet seal surface 31, and two circular seal surface boundary lines are created on the inlet seal surface 31. Wherein: the square ratio of the borderline diameter d2 in contact with the prechamber gas and the borderline diameter d1 in contact with the cylinder gas forms the intake threshold a, i.e.: a ═ d2 2/d1 2. Thus, the flat-vane intake valve 12 is opened when the ratio of cylinder pressure P1 to prechamber pressure P2 is greater than an intake threshold a, which may range from 1.5 to 15, preferably from 3 to 5.
For example 1, when the cylinder of the internal combustion engine is in the intake stroke and the cylinder pressure is slightly equal to 0.1Mpa, the pressure in the pre-chamber 3 is also slightly equal to 0.1Mpa, and if the intake threshold is 3, the flat sheet intake valve 12 will open and the pre-chamber 3 will start to intake when the piston moves upward to make the cylinder pressure approximately exceed 0.3 Mpa.
For example 2, when the jet flow of the precombustion chamber 3 is injected into the main combustion chamber 6 and the main mixture is ignited, the main combustion chamber 6 generates high-temperature and high-pressure gas. Assuming that the prechamber pressure is 4Mpa and the intake threshold is 3, the cylinder pressure for opening the intake valve 12 needs to exceed 12Mpa, and actually, the highest cylinder pressure is 8Mpa, so the cylinder pressure P1 cannot open the flat sheet intake valve 12, and the high-temperature and high-pressure gas generated by combustion of the main combustion chamber 6 cannot be sent into the prechamber 3 through the flat sheet intake valve 12, thereby effectively avoiding secondary heating of the prechamber 3 by the high-temperature and high-pressure gas of the main combustion chamber 6, and avoiding hot spots.
The design parameters of the plain-film fluidic valve 14 are as follows: when the flat-piece fluidic valve 14 is closed, it forms a fluidic seal surface 32, at which time two circular seal surface boundary lines are created on the fluidic seal surface 32. Wherein: the square ratio of the borderline diameter d4 in contact with the cylinder gas and the borderline diameter d3 in contact with the prechamber gas forms the jet threshold B, i.e.: b ═ d4 2/d3 2. Thus, the flat jet valve 14 is opened when the ratio of prechamber pressure P2 to cylinder pressure P1 is greater than a jet threshold B, which ranges from 1.05 to 2, preferably from 1.15 to 1.5.
For example 3, when the engine is at the end of the compression stroke, the cylinder pressure reaches 3.5Mpa and the pre-chamber mixture has been ignited by the spark plug 2. Assuming that the jet threshold is 1.3, when the prechamber pressure P2 exceeds 1.3 times the cylinder pressure P1, i.e. exceeds 3.5 × 1.3 — 4.55Mpa, the flat jet valve 14 opens and the jet ignition process begins, forming the jet flare 50. The jet torch 50 ignites the main mixture to form a high temperature and pressure gas, and the flat jet valve 14 closes when its pressure P1 exceeds the prechamber pressure P2.
For example 4, after the piston 10 performs the downward expansion work, the cylinder pressure P1 gradually decreases. When the cylinder pressure P1 is less than 1.3 times the prechamber pressure P2, the flat plate fluidic valve 14 opens again. As the cylinder pressure P1 decreases, the prechamber pressure P2 decreases.
Further, the valve-controlled jet ignition system limits the flow of the pilot mixture entering the prechamber 3 by setting the size of the flow area of the inlet flow control channel 25, so that the ratio of the gas pressure P2 at the ignition time of the prechamber 3 to the cylinder pressure P1 is between 0.25 and 0.9, preferably between 0.30 and 0.5. Particularly, when the ratio is smaller, the energy density of the pilot mixture is reduced, the total heat energy is reduced, and the temperature of the valve control jet ignition system is favorably reduced.
Further, the volume of the precombustion chamber adopts a minimized design, the volume of the precombustion chamber ranges from 0.1% to 0.5% of the single-cylinder displacement, and preferably, the volume of the precombustion chamber ranges from 0.15% to 0.3% of the single-cylinder displacement. In particular, when a smaller volume value is taken, the total heat energy of the pilot mixture is reduced, which is beneficial for reducing the temperature of the valve-controlled jet ignition system.
Further, after the start of the compression stroke of the engine, the gas entering the prechamber 3 flows over the mainly hot component surfaces, which reduces the temperature of the first nozzle 1.
Furthermore, the prechamber 3 is mounted directly in the cylinder head 5, and the cooling of the wall 8 of the prechamber by the water jacket also reduces the temperature of the prechamber 3, the spark plug 2 and the first nozzle 1.
By the above various measures, not only pre-ignition can be prevented, but also a general spark plug with small ignition energy can be used as the pre-chamber spark plug.
Further, although the volume of the prechamber 3 is reduced and the pressure of the gas entering the prechamber 3 is also reduced, which causes the total energy of the pilot mixture entering the prechamber 3 to be reduced, since the pressure of the pilot mixture in the prechamber 3 is lower than the pressure of the gas in the main combustion chamber 6, after the pilot mixture is ignited, the flat jet valve 14 cannot be opened immediately, the fire core develops in the closed environment, the chemical energy thereof is rapidly converted into heat energy, and rapidly reaches a high-temperature and high-pressure state, when the gas pressure thereof exceeds the jet threshold B, the flat jet valve 14 is rapidly opened by the high-pressure gas, at this time, the pilot mixture in the prechamber 3 has been substantially completely combusted, the gas temperature has also reached a very high degree, and the heat quantity of the jet gas injected at high speed into the main combustion chamber 6 through the first jet passage 30 is much higher than the jet heat quantity of the conventional prechamber, the jet gas is uniformly distributed in the main combustion chamber 6 like a plurality of torch shapes, and can be combusted at a plurality of positions of the main combustion chamber 6 in the shortest time, so that the combustion of all main mixed gas is rapidly completed, the combustion duration of the main mixed gas is shorter than that of the traditional precombustion chamber, the combustion efficiency is higher, the detonation resistance is stronger, and a higher geometric compression ratio can be adopted.
The operation of the internal combustion engine corresponding to the valvably-controlled jet ignition system 100 is as follows:
during the intake stroke of the internal combustion engine, gas with the pressure P1 enters the cylinder 9;
shortly after the start of the compression stroke, the ratio of cylinder pressure P1 to prechamber pressure P2 exceeds intake threshold a, the flat sheet intake valve 12 opens and a portion of the gas in cylinder 9 is forced into prechamber 3;
when the piston 10 moves upward to reach the vicinity of the top dead center, the pilot mixture in the precombustion chamber 3 is ignited and combusted by the spark plug 2, the precombustion chamber pressure P2 exceeds the cylinder pressure P1, and the flat sheet intake valve 12 is closed;
when the prechamber pressure P2 further rises and exceeds the jet threshold B relative to the cylinder pressure P1, the flat jet valve 14 opens, jet gas is injected into the main combustion chamber 6 through the first jet channel 30, a jet torch 50 is formed, and the main mixture is ignited;
after the main mixture is combusted, the cylinder pressure P1 rises to exceed the prechamber pressure P2, the plain film jet valve 14 is closed, meanwhile, the cylinder pressure P1 does not exceed the intake threshold A of the ratio of the cylinder pressure P2 to the prechamber pressure P2, and the plain film intake valve 12 cannot be opened, so that high-temperature and high-pressure gas in the main combustion chamber cannot pass through the plain film intake valve 12 and cannot enter the prechamber through the plain film jet valve 14;
the piston 10 further expands to do work until the ratio of the prechamber pressure P2 to the cylinder pressure P1 is greater than the jet threshold B, and the flat jet valve 14 opens to discharge the residual exhaust gas in the prechamber 3 into the cylinder 9.
In the exhaust stroke of the internal combustion engine, the piston 10 is raised to discharge the exhaust gas out of the cylinder 9.
When the internal combustion engine is under a light load, the air inflow of the cylinder 9 is reduced, and the pilot mixture entering the pre-combustion chamber 3 is less, so that the proportion of the exhaust gas in the pilot mixture is too high, and the ignition of the spark plug 2 is not facilitated. To this end, a spark plug (not shown) is added to main combustion chamber 12 to stabilize engine operation during cold start and light load conditions.
When the internal combustion engine is in cold start and small load operation, the increased spark plug facing the main combustion chamber is directly used for ignition, and the cold start and small load operation process of the internal combustion engine is the same as that of the traditional internal combustion engine.
At low loads of the internal combustion engine, the following control strategy may also be used: the spark plug facing the main combustion chamber is first ignited, increasing the cylinder gas pressure, allowing more gas in the cylinder to enter the prechamber 3, so that the EGR rate in the prechamber 3 is reduced, and then the prechamber spark plug 2 is operated to ignite the mixture in the prechamber 3. The process can stabilize the combustion of the internal combustion engine under the condition of small load, and can change the combustion duration of the internal combustion engine through the change of the ignition time of the two spark plugs, thereby promoting the efficiency to be improved and improving the tail gas emission.
Example 2
As shown in fig. 7, the present invention provides a valve-controlled jet ignition system 200 having a second nozzle 201, a spark plug 2, a pre-chamber 3 and a main combustion chamber 6, the spark plug 2, the pre-chamber 3 and the second nozzle 201 being arranged in the cylinder head 5 directly above the center of the cylinder in the order from the cylinder head 5 side toward the cylinder 9 side; wherein a prechamber wall 8 is the interface of the prechamber 3 and the cylinder head 5; a cooling water jacket 7 is arranged around the installation part of the precombustion chamber 3 and used for cooling a precombustion chamber wall surface 8 so as to cool the precombustion chamber 3 and the spark plug 2; the main combustion chamber 6 is composed of a piston 10, a cylinder 9, and a lower boundary surface of the second nozzle 201 and the cylinder head 5; the electrode 4 of said spark plug 2 faces the prechamber 3;
fig. 8 shows a cross-sectional view of the second nozzle 201. The second nozzle 201 is composed of a flat-plate fluidic valve 14, a flat-plate fluidic valve seat 15, and a dome 16, which has a second air intake passage 220 and a second fluidic passage 230.
The second nozzle 201 faces the prechamber 3 on one side and the main combustion chamber 6 on the other side.
In the second nozzle 201, the flat jet valve 14 and the flat jet valve seat 15 are a pair of precision matching parts, and the flat jet valve 14 can move up and down relative to the flat jet valve seat 15 to form an upper valve position and a lower valve position. When the flat sheet jet valve 14 moves upwards, the flat sheet jet valve is tightly attached to the flat sheet jet valve seat 15 to form a jet sealing surface 32 through which gas cannot pass, and at the moment, the flat sheet jet valve 14 is closed; when the flat jet valve 14 moves downward, the jet sealing surfaces 32 separate, forming a jet valve gap 27 (fig. 11) between the flat jet valve 14 and the flat jet valve seat 15, in which jet valve gap 27 gas can pass, at which time the flat jet valve 14 is opened.
Fig. 9 is a K-direction view of the second nozzle 201, and fig. 10 is a schematic view of the second intake passage 220. The second intake passage 220 includes the nozzle hole 28, the ring groove 29, and the intake flow control passage 25.
The gas inlet flow control passage 25 is a passage through which gas flows into the precombustion chamber 3, is arranged on the flat jet valve seat 15, and the size of the total flow area determines the flow rate of the gas flowing into the precombustion chamber 3;
when the piston 10 moves upwards, the main mixture is compressed, the pressure P1 of the main mixture is increased, and the flat jet valve 14 is forced to move upwards under the action of the pressure difference, so that the flat jet valve 14 is closed. At the same time, a portion of the main mixture enters a plurality of nozzle holes 28 formed in the dome 16 in the direction of the arrow under the action of the pressure difference, passes through the annular groove 29 and the intake flow control passage 25, and finally reaches the prechamber 3, and the intake flow control passage 25 is directed toward the prechamber wall surface 8, providing a swirl 34 and a tumble 33 to the pilot mixture in the prechamber 3.
In summary, the prechamber 3 is of a passive type, i.e., the piston 10 moves upward, and a part of the main mixture in the main combustion chamber 6 is pushed into the prechamber 3 through the second intake passage 220 to form a pilot mixture. The pilot mixture is a mixture of fuel and air, which can be ignited by the spark plug 2.
As in example 1, the gas flow rate into the prechamber 3 is strictly controlled in this example 2. The flow of the pilot mixture into the prechamber 3 is limited by setting the flow area of the inlet flow control channel 25 to such a size that the ratio of the gas pressure P2 in the prechamber 3 at the moment of ignition to the cylinder pressure P1 is between 0.25 and 0.9, preferably between 0.30 and 0.5.
Fig. 11 is a schematic view of the second fluidic channel 230. The second fluidic channel 230 includes a fluidic valve gap 27, an annular groove 29, and an orifice 28.
The flat piece jet valve 14 is a one-way valve controlled by gas pressure difference, after the pilot mixture is ignited by the spark plug 2, high-temperature and high-pressure gas is generated in the prechamber 3, and when the gas pressure P2 of the prechamber 3 is greater than the gas pressure P1 of the main combustion chamber 6, a small amount of high-temperature and high-pressure gas enters the annular groove 29 through the intake flow control passage 25; further, when the gas pressure P2 continues to rise and exceeds the jet threshold B, the flat-plate jet valve 14 is opened, and high-temperature and high-pressure gas reaches the ring groove 29 through the jet valve gap 27 and joins with a small amount of high-temperature and high-pressure gas entering from the intake flow control passage 25, and is ejected together through the nozzle hole 28 into the main combustion chamber 6 to form the jet torch 50; the primary mix is a mixture of fuel and air that is ignited by the jet flare 50.
The jet holes 28 are opened on the dome 16, a plurality of jet holes of the jet holes point to and are evenly distributed in the space of the main combustion chamber 6, and the size of the total flow area of the jet holes determines the gas flow rate flowing from the prechamber 3 to the main combustion chamber 6;
after the main mixture is ignited by the jet torch 50, high-temperature and high-pressure gas is generated in the main combustion chamber 6, and when the gas pressure P1 of the main combustion chamber 6 rises and is greater than the gas pressure P2 of the prechamber 3, the flat jet valve 14 is closed. At the same time, a small amount of gas from the main combustion chamber 6 enters the prechamber 3 through the intake flow control passage 25.
Embodiment 2 differs from embodiment 1 in that embodiment 2 still has the second intake passage 220, but the flat-vane intake valve 12 is not provided, and thus the air flow can flow in the main combustion chamber 6 and the prechamber 3 according to the variation in the pressures P1 and P2 therein.
Example 3:
fig. 12 shows a valve-controlled fluidic ignition system 300 provided by the present invention, which is basically the same as that of embodiment 1, has an intake passage and an intake valve, and a fluidic passage and a fluidic valve, and has the same operation. The difference lies in that: the spark plug 2, the prechamber 3 and the first nozzle 1 are mounted in a first sleeve 311, and then the first sleeve 311 is mounted in the cylinder head 5 together with the spark plug 2, the prechamber 3 and the first nozzle 1. Thus, the first sleeve 311 completely encloses the prechamber 3 inside it.
Referring to fig. 13, as a supplementary form of the valve-controlled jet ignition system 300, at least one heat dissipation hole 40 is formed in the first sleeve 311, so that the wall surface 8 of the precombustion chamber is in direct contact with the cylinder head 5, and the heat dissipation capability is increased.
The rest of the valve-regulated fluidic ignition system 300 is the same as the valve-regulated fluidic ignition system 100 and will not be described again.
Example 4:
fig. 14 shows a valve-controlled fluidic ignition system 400 provided by the present invention, which is basically the same as that of embodiment 1, has an intake passage and an intake valve, and a fluidic passage and a fluidic valve, and has the same operation. The difference lies in that: the spark plug 2, the pre-chamber 3 and the first nozzle 1 are installed in the first spark plug housing 411, and then the first spark plug housing 411 is installed in the cylinder head 5 together with the spark plug 2, the pre-chamber 3 and the first nozzle 1. Therefore, the first spark plug shell 411 completely encloses the prechamber 3 inside thereof.
Referring to fig. 15, as a supplement to the valve-controlled jet ignition system 400, at least one heat dissipation hole 40 is formed in the first spark plug shell 411, so that the wall surface 8 of the prechamber directly contacts the cylinder head 5, thereby increasing the heat dissipation capability.
The rest of the valve-regulated fluidic ignition system 400 is the same as the valve-regulated fluidic ignition system 100 and will not be described again.
Example 5:
fig. 16 shows a valve-regulated fluidic ignition system 500 provided by the present invention, which is basically the same as that of embodiment 2, and has the same operation process with the intake passage, the fluidic passage, and the fluidic valve. The difference lies in that: the spark plug 2, the prechamber 3 and the second nozzle 201 are mounted in the second sleeve 511, and then the second sleeve 511 is mounted in the cylinder head 5 together with the spark plug 2, the prechamber 3 and the second nozzle 201. Thus, the second sleeve 511 completely encloses the prechamber 3 inside it.
Referring to fig. 17, as a supplement to the valve-controlled jet ignition system 500, at least one heat dissipation hole 40 is formed in the second sleeve 511, so that the wall surface 8 of the prechamber directly contacts the cylinder head 5, thereby increasing the heat dissipation capability.
The rest of the valve-regulated fluidic ignition system 500 is the same as the valve-regulated fluidic ignition system 200 and will not be described again.
Example 6:
fig. 18 shows a valve-regulated fluidic ignition system 600 provided by the present invention, which is basically the same as that of embodiment 2, and has the same operation process with the intake passage, the fluidic passage, and the fluidic valve. The difference lies in that: the spark plug 2, the pre-chamber 3 and the second nozzle 201 are installed in the second spark plug shell 611, and then the second spark plug shell 611 is installed in the cylinder head 5 together with the spark plug 2, the pre-chamber 3 and the second nozzle 201. Therefore, the second spark plug shell 611 completely encloses the pre-chamber 3 inside thereof.
Referring to fig. 19, as a supplement to the valve-controlled jet ignition system 600, at least one heat dissipation hole 40 is formed in the second spark plug shell 611, so that the wall surface 8 of the pre-combustion chamber is in direct contact with the cylinder head 5, thereby increasing the heat dissipation capacity.
The rest of the valve-controlled fluidic ignition system 600 is the same as the valve-controlled fluidic ignition system 200 and will not be described again.
Example 7
In the foregoing 6 embodiments, the air inlet valve and the air inlet valve seat, and the fluidic valve seat of the nozzle are of flat-plate type structures, and these flat-plate type valves can be replaced by conical valves or flat-plate type valves.
For example, fig. 20 shows a schematic structural view of a conical intake valve 212 and a conical intake valve seat 213, and a conical fluidic valve 214 and a conical fluidic valve seat 215. The air inlet sealing surface 31 formed after the conical air inlet valve 212 is tightly attached to the conical air inlet valve seat 213, and the jet sealing surface 32 formed after the conical jet valve 214 is tightly attached to the conical jet valve seat 215 are both conical structures.
For example, fig. 21 shows a schematic structure of a planar inlet valve 312 and a planar inlet valve seat 313, and a planar fluidic valve 314 and a planar fluidic valve seat 315. The air inlet sealing surface 31 formed after the planar air inlet valve 312 is tightly attached to the planar air inlet valve seat 313, and the jet sealing surface 32 formed after the planar jet valve 314 is tightly attached to the planar jet valve seat 315 are both planar structures.
In fact, the air inlet valve and the jet valve can be combined and matched on the same nozzle by adopting different types, so that various valve structures and nozzle forms are formed.
For example, fig. 22 is a schematic structural diagram of a combination of a flat-plate type intake valve and a conical type jet valve. Namely, the flat inlet valve 12 and the flat inlet valve seat 13, and the conical jet valve 214 and the conical jet valve seat 215.
In summary, according to the above description, the structural form of the valve has at least three types, namely: the first is a flat-plate type valve, see fig. 2; the second is a cone type valve, see fig. 20; the third is a flat valve, see fig. 21. Or other valves with different structures, such as ball valves, etc., and different arrangements of valves with different structures in the air inlet channel and the jet flow channel, see fig. 22;
meanwhile, the valve-controlled jet ignition system also has at least three types because of different installation positions of the prechamber, namely: the first is to place the prechamber 3 directly in the cylinder head, see example 1; the second is to position the prechamber 3 in a first sleeve 311, see example 3; the third is to arrange the pre-chamber 3 in the first spark plug housing 411, see embodiment 4;
further, there may be two types depending on whether or not there is a valve in the intake passage, one is an intake valve in the intake passage, see embodiment 1; the other is that there is no intake valve in the intake passage, see embodiment 2.
The above, different valve configurations and arrangements, different prechamber mounting positions and whether or not there are intake valves, and the various combinations made between them enable the valve controlled jet ignition system to create a large variety of different configurations, not to mention a combination.In the present description, however, only the precombustion is provided in the gas communication passage between the precombustor and the main combustion chamber The air inlet channel of the chamber limits the flow entering the precombustion chamber, and the jet flow channel is arranged to provide high-temperature high-pressure gas jet for the main combustion chamber The ignition structure of the flow is within the protection scope of the invention.
Further, references herein to main combustion chamber pressure P1, cylinder pressure P1, intake pressure P1, etc., refer to the pressures within the cylinder at which the piston 10 operates in different strokes or at different times. Similarly, the prechamber pressure P2 changes as the engine piston moves through different strokes.

Claims (12)

1. A valve-controlled jet ignition system has a nozzle, a spark plug, a precombustion chamber and a main combustion chamber, wherein the spark plug, the precombustion chamber and the nozzle are sequentially arranged from a cylinder head side to a cylinder side and are directly installed in the cylinder head above the center of a cylinder; one surface of the nozzle faces the precombustion chamber, and the other surface of the nozzle faces the main combustion chamber, and the main combustion chamber consists of a piston, a cylinder and lower boundary surfaces of the nozzle and a cylinder cover; the electrode of the spark plug faces the pre-chamber; the method is characterized in that:
the nozzle is provided with an air inlet channel and a jet flow channel, and the air inlet channel and the jet flow channel respectively control the flow rate of gas entering the pre-combustion chamber from the main combustion chamber and the flow rate of gas entering the main combustion chamber from the pre-combustion chamber;
the intake passage has an intake valve and at least one intake flow control passage;
the air inlet valve is a one-way stop valve controlled by pressure difference;
when the ratio of the main combustion chamber gas pressure P1 to the prechamber gas pressure P2 is greater than a preset intake threshold A, the intake valve is opened and gas can flow from the main combustion chamber into the prechamber;
when prechamber gas pressure P2 is greater than main combustion chamber gas pressure P1, the intake valve is closed and gas cannot flow from the prechamber into the main combustion chamber through the intake valve;
the air inlet flow control passage is a passage which is necessary for air to enter the precombustion chamber from the main combustion chamber, and the size of the total flow area of the air inlet flow control passage determines the air flow which flows into the precombustion chamber from the main combustion chamber;
the jet flow channel is provided with a jet flow valve and at least one jet hole;
the jet valve is a one-way stop valve controlled by pressure difference; when the ratio P2/P1 of the gas pressure P2 of the prechamber to the gas pressure P1 of the main combustion chamber is greater than a preset jet threshold B, the jet valve is opened and gas can flow from the prechamber into the main combustion chamber;
when the main combustion chamber gas pressure P1 is greater than the prechamber gas pressure P2, the fluidic valve is closed and gas cannot flow from the main combustion chamber into the prechamber through the fluidic valve;
the jet holes are passages which are necessary for gas to enter the main combustion chamber from the precombustion chamber, the jet holes point to and are uniformly distributed in the space of the main combustion chamber, and the size of the total flow area determines the gas flow rate flowing into the main combustion chamber from the precombustion chamber;
the precombustion chamber is of a passive structure, namely a piston moves upwards, one part of main mixed gas in the main combustion chamber is pressed into the precombustion chamber through the air inlet channel to form pilot mixed gas, and the pilot mixed gas is a mixture of fuel and air and can be ignited by a spark plug;
after the pilot mixture is ignited by the spark plug, high-temperature and high-pressure gas is generated in the precombustion chamber, and when the gas pressure P2 of the precombustion chamber is greater than the gas pressure P1 of the main combustion chamber, the intake valve is closed; when the gas pressure P2 continues to rise and the ratio P2/P1 exceeds the jet threshold B, the jet valve is opened, and a part of the high-temperature and high-pressure gas is jetted from the prechamber into the main combustion chamber through jet holes to form jet torches uniformly distributed in the main combustion chamber; the primary mixture is a mixture of fuel and air that is ignited by the jet torch;
after the main mixed gas is ignited by a jet torch, high-temperature and high-pressure gas is generated in the main combustion chamber, and when the gas pressure P1 of the main combustion chamber rises and is greater than the gas pressure P2 of a pre-combustion chamber, a jet valve is closed; at the same time, the gas pressure P1 of the main combustion chamber rises, but the ratio P1/P2 does not exceed the preset intake threshold a, the intake valve is not opened; the high-temperature high-pressure gas in the main combustion chamber can not enter the precombustion chamber through the jet valve or the air inlet valve, so that the high-temperature high-pressure gas in the main combustion chamber is prevented from carrying out secondary heating on the precombustion chamber.
2. A valve-controlled jet ignition system has a nozzle, a spark plug, a precombustion chamber and a main combustion chamber, wherein the spark plug, the precombustion chamber and the nozzle are sequentially arranged from a cylinder head side to a cylinder side and are directly installed in the cylinder head above the center of a cylinder; one surface of the nozzle faces the precombustion chamber, and the other surface of the nozzle faces the main combustion chamber, and the main combustion chamber consists of a piston, a cylinder and lower boundary surfaces of the nozzle and a cylinder cover; the electrode of the spark plug faces the pre-chamber; the method is characterized in that:
the nozzle is provided with an air inlet channel and a jet flow channel, and the air inlet channel and the jet flow channel respectively control the flow rate of gas entering the pre-combustion chamber from the main combustion chamber and the flow rate of gas entering the main combustion chamber from the pre-combustion chamber;
the intake passage has at least one intake flow control passage;
the air inlet flow control passage is a passage through which air flows into the pre-combustion chamber, and the size of the total flow area of the air inlet flow control passage determines the flow rate of the air flowing into the pre-combustion chamber;
the jet flow channel is provided with a jet flow valve and at least one jet hole;
the jet valve is a one-way stop valve controlled by pressure difference; when the ratio P2/P1 of the gas pressure P2 of the prechamber to the gas pressure P1 of the main combustion chamber is greater than a preset jet threshold B, the jet valve is opened and gas can flow from the prechamber into the main combustion chamber; when the main combustion chamber gas pressure P1 is greater than the prechamber gas pressure P2, the fluidic valve is closed and gas cannot flow from the main combustion chamber into the prechamber through the fluidic valve;
the jet holes are passages which are necessary for gas to enter the main combustion chamber from the precombustion chamber, the jet holes point to and are uniformly distributed in the space of the main combustion chamber, and the size of the total flow area determines the gas flow rate flowing into the main combustion chamber from the precombustion chamber;
the precombustion chamber is of a passive structure, namely a piston moves upwards, and part of main mixed gas in the main combustion chamber is pressed into the precombustion chamber through the air inlet channel to form pilot mixed gas which is a mixture of fuel and air and can be ignited by a spark plug;
generating high-temperature and high-pressure gas in a pre-combustion chamber after the pilot mixture is ignited by a spark plug, and when the gas pressure P2 of the pre-combustion chamber is greater than the gas pressure P1 of the main combustion chamber, a small amount of gas is injected from the pre-combustion chamber into the main combustion chamber through the intake passage;
when the gas pressure P2 continues to rise and the ratio P2/P1 exceeds the jet threshold B, the jet valve is opened, and a part of the high-temperature and high-pressure gas is jetted from the prechamber into the main combustion chamber through the jet holes to form jet torches uniformly distributed in the main combustion chamber; the primary mixture is a mixture of fuel and air that is ignited by the jet torch;
after the main mixture is ignited by the jet torch, high temperature and high pressure gas is generated in the main combustion chamber, and when the main combustion chamber gas pressure P1 rises and is greater than the gas pressure P2 of the prechamber, the jet valve is closed, but a small amount of gas enters the prechamber through the air inlet passage.
3. The valve-regulated fluidic ignition system of claim 1, wherein: the air inlet valve is of a flat sheet type, plane type or conical structure; when the inlet valve is closed, it forms an inlet sealing surface, at which time two circular sealing surface boundary lines are created on the inlet sealing surface; wherein:
the square ratio of the borderline diameter d2 in contact with the prechamber gas and the borderline diameter d1 in contact with the cylinder gas forms the intake threshold a, i.e.: a ═ d2 2/d1 2；
The intake valve is opened when the ratio of cylinder pressure P1 to prechamber pressure P2 is greater than an intake threshold a, which ranges from 1.5 to 15.
4. The valve-regulated fluidic ignition system of claim 1, wherein: the jet valve is of a flat sheet type, plane type or conical structure; when the jet valve is closed, the jet valve forms a jet sealing surface, and at the moment, two circular sealing surface boundary lines are generated on the jet sealing surface; wherein:
the square ratio of the borderline diameter d4 in contact with the cylinder gas and the borderline diameter d3 in contact with the prechamber gas forms the jet threshold B, i.e.: b ═ d4 2/d3 2；
When the ratio of the prechamber pressure P2 to the cylinder pressure P1 is greater than a jet threshold value B, the jet valve is opened, and the jet threshold value B ranges from 1.05 to 2.
5. The valve-regulated fluidic ignition system of claim 2, wherein: the jet valve is of a flat sheet type, plane type or conical structure; when the jet valve is closed, the jet valve forms a jet sealing surface, and at the moment, two circular sealing surface boundary lines are generated on the jet sealing surface; wherein:
the square ratio of the borderline diameter d4 in contact with the cylinder gas and the borderline diameter d3 in contact with the prechamber gas forms the jet threshold B, i.e.: b ═ d4 2/d3 2；
When the ratio of the prechamber pressure P2 to the cylinder pressure P1 is greater than a jet threshold value B, the jet valve is opened, and the jet threshold value B ranges from 1.05 to 2.
6. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: the flow rate of the pilot mixture entering the precombustion chamber is restricted by setting the size of the flow area of the intake flow control passage so that the ratio of the gas pressure P2 at the ignition time to the cylinder pressure P1 in the precombustion chamber is between 0.25 and 0.9.
7. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: the volume of the precombustion chamber ranges from 0.1% to 0.5% of the single-cylinder displacement.
8. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: the spark plug, the prechamber and the nozzle are mounted in a sleeve, which is then mounted in the cylinder head together with the spark plug, the prechamber and the nozzle.
9. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: the spark plug, prechamber and nozzle are mounted in a spark plug housing, which is then mounted in the cylinder head together with the spark plug, prechamber and nozzle.
10. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: a spark plug is added to the main combustion chamber facing the main combustion chamber for cold start and to stabilize the operation of the internal combustion engine at low loads.
11. The valve-regulated fluidic ignition system of claim 1 or 2, wherein: it can be used on single cylinder, inline multi-cylinder, V-type, W-type, opposed or rotary internal combustion engines.
12. The valve-regulated fluidic ignition system according to claim 1 or 2, wherein the fuel used can be gasoline, natural gas, a mixture of gasoline and ethanol.
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