CN115263594A - Engine for igniting and compressing ignition and control method thereof - Google Patents
Engine for igniting and compressing ignition and control method thereof Download PDFInfo
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- CN115263594A CN115263594A CN202210912101.0A CN202210912101A CN115263594A CN 115263594 A CN115263594 A CN 115263594A CN 202210912101 A CN202210912101 A CN 202210912101A CN 115263594 A CN115263594 A CN 115263594A
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000006835 compression Effects 0.000 claims abstract description 69
- 238000007906 compression Methods 0.000 claims abstract description 69
- 238000002485 combustion reaction Methods 0.000 claims abstract description 50
- 238000007789 sealing Methods 0.000 claims abstract description 4
- 239000000446 fuel Substances 0.000 claims description 52
- 238000005474 detonation Methods 0.000 claims description 9
- 239000000203 mixture Substances 0.000 description 34
- 239000007789 gas Substances 0.000 description 33
- 239000003921 oil Substances 0.000 description 20
- 230000009471 action Effects 0.000 description 13
- 239000000295 fuel oil Substances 0.000 description 7
- 238000002347 injection Methods 0.000 description 7
- 239000007924 injection Substances 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000009826 distribution Methods 0.000 description 4
- 239000002912 waste gas Substances 0.000 description 4
- 238000010892 electric spark Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 239000000872 buffer Substances 0.000 description 1
- 230000001914 calming effect Effects 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4285—Shape or arrangement of intake or exhaust channels in cylinder heads of both intake and exhaust channel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/28—Other pistons with specially-shaped head
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
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- 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 an engine for igniting and compressing a compression ignition, which relates to the field of vehicles and comprises: a cylinder body having a cylinder therein; the cylinder cover is fixedly connected with the top of the cylinder body and used for sealing the opening of the cylinder; the oil sprayer is fixedly connected with the cylinder cover, and part of the oil sprayer is adjacent to the cylinder; the igniter is fixedly connected with the cylinder cover, and part of the igniter is adjacent to the cylinder; the part of the bottom surface of the cylinder cover adjacent to the cylinder is provided with an air compression boss protruding out of the bottom surface of the cylinder cover. The invention also provides a control method of the engine, the ignition compression ignition engine and the control method thereof, which can inhibit the knocking of the engine and improve the combustion efficiency of the engine.
Description
Technical Field
The invention relates to the field of vehicles, in particular to an engine for igniting and compressing ignition and a control method thereof.
Background
An internal combustion engine is a device that converts the internal energy of fuel into kinetic energy for propelling a piston by introducing fuel into a cylinder and burning a mixture of fuel and air in the cylinder vigorously in the cylinder. The engine knocking is the phenomenon that fuel burns before a piston moves to a preset ignition position near a top dead center, so that the fuel burns abnormally in a cylinder, and further the power performance of the engine is reduced and abnormal shaking occurs. The related engine suppresses knocking of the engine by reducing the spark advance angle, but this method of suppressing knocking leads to a reduction in combustion efficiency of the engine.
Disclosure of Invention
The invention provides an engine for ignition and compression ignition and a control method thereof, which are used for solving the technical problem of inhibiting the knocking of the engine while not reducing the combustion efficiency of the engine.
An embodiment of the present invention provides an engine that ignites and compresses fuel, including: a cylinder body having a cylinder therein; the cylinder cover is fixedly connected with the top of the cylinder body and used for sealing the opening of the cylinder; the oil sprayer is fixedly connected with the cylinder cover, and part of the oil sprayer is adjacent to the cylinder; the igniter is fixedly connected with the cylinder cover, and part of the igniter is adjacent to the cylinder; the part of the bottom surface of the cylinder cover, which is adjacent to the cylinder, is provided with an air compression boss protruding out of the bottom surface of the cylinder cover.
Further, the engine further includes: the air inlet pipe is fixedly connected with the cylinder cover and is communicated with the air cylinder; the exhaust pipe is fixedly connected with the cylinder cover and is connected with the cylinder; the fuel injector and the igniter are fixed in the middle area of the cylinder cover, the air inlet pipe and the exhaust pipe are located on two sides of the middle area in the first direction, and the air compression boss is located on one side, connected with the air inlet pipe, of the cylinder cover.
Further, the bottom of cylinder cap has the side air guide face that admits air, the side air guide face that admits air connect the bottom surface of boss of calming anger with the regional bottom surface in middle part.
Furthermore, the bottom surface of the cylinder cover is also provided with an exhaust side air guide surface, and the exhaust side air guide surface is positioned on one side of the cylinder cover connected with the exhaust pipe; in the thickness direction of the cylinder cover, the distance between one side of the exhaust side air guide surface close to the middle region and the bottom surface of the middle region is smaller than the distance between one side of the exhaust side air guide surface far away from the middle region and the bottom surface of the middle region.
Further, the intake pipe includes: a main intake pipe; one end of the tumble manifold is connected with one end of the main air inlet pipe, and the other end of the tumble manifold is fixedly connected with the cylinder cover and communicated with the cylinder and used for introducing tumble air into the cylinder; vortex manifold, vortex manifold's one end with the one end of main intake pipe is connected, vortex manifold's the other end with cylinder cap fixed connection and with the cylinder intercommunication, be used for to the cylinder lets in the vortex air.
Furthermore, in a second direction, the fuel injector and the igniter are arranged in the middle area at intervals, and the second direction is perpendicular to the first direction; in the second direction, one end of the tumble manifold connected with the cylinder head and one end of the swirl manifold connected with the cylinder head are located on two sides of the middle region, and the fuel injector is located between the igniter and one end of the swirl manifold connected with the cylinder head.
Further, the engine further includes: the piston is positioned in the cylinder and can linearly reciprocate along the height direction of the cylinder; the top surface of the piston is provided with a central pit, and the axis of the fuel injector in the extending direction is intersected with the central axis of the central pit in the height direction.
Further, a central axis of one end of the swirl manifold, which communicates with the cylinder, intersects with an axis of the extending direction of the fuel injector.
Further, the ratio between the length of the vortex manifold and the length of the main air inlet pipe and the ratio between the length of the tumble manifold and the length of the main air inlet pipe are both greater than a preset length threshold.
An embodiment of the present invention also provides a control method of an engine, which is applied to the ignition and compression ignition engine as described above, the control method including: acquiring operation data of the engine, and determining the detonation rate of the engine based on the operation data; and controlling the combustion mode of the engine to be an ignition compression ignition mode under the condition that the detonation rate is greater than a preset detonation rate threshold value.
The invention provides an ignition compression ignition engine, which comprises a cylinder body with a cylinder inside, a cylinder cover fixedly connected with the top of the cylinder body and used for closing an opening of the cylinder, an oil injector fixedly connected with the cylinder cover and partially adjacent to the cylinder, and an igniter fixedly connected with the cylinder cover and partially adjacent to the cylinder, wherein the oil injector can directly inject fuel into the cylinder, so that the engine can be in an ignition compression ignition mode, the combustion mode of the engine is in an ignition compression ignition mode under the working condition that the engine is easy to knock, so that the oil-gas mixture with concentration distribution is formed in the cylinder during the movement of a piston towards a top dead center in a compression stroke, namely, the oil-gas mixture with local enrichment is formed in a region close to the igniter, the lean oil-gas mixture with low fuel concentration is formed in a region far from the igniter, the possibility that the region far from the igniter is ignited in advance under the action of high temperature is reduced, the knocking phenomenon of the engine is inhibited, meanwhile, each part of the lean oil-gas mixture in the compression ignition is simultaneously under the combined action of compression and the ignition nuclei, and the compression efficiency of the piston is improved, and the compression efficiency of the piston is reduced by the compression efficiency. The part of the bottom surface of the cylinder cover adjacent to the cylinder is provided with the air compression boss protruding out of the bottom surface of the cylinder cover, so that the ratio of the volume of the combustion chamber to the total volume of the cylinder is reduced, namely, the compression ratio of the engine is further increased, and the combustion efficiency of the engine is further improved.
Drawings
FIG. 1 is a schematic diagram of an ignition and compression ignition engine according to an embodiment of the present invention;
FIG. 2 is a schematic assembly diagram of a cylinder head, an intake pipe and an exhaust pipe in an engine with ignition and compression ignition provided by an embodiment of the invention;
FIG. 3 is a schematic diagram of a cylinder head of an engine with ignition and compression ignition provided by an embodiment of the invention;
FIG. 4 is an assembly diagram of a cylinder block, a cylinder head and an intake pipe in an ignition and compression ignition engine provided by an embodiment of the invention;
FIG. 5 is a schematic diagram illustrating the position relationship of a cylinder, a piston, a cylinder head and a fuel injector in an engine for igniting and compressing fuel according to an embodiment of the present invention;
fig. 6 is a flowchart illustrating a control method for igniting a compression ignition engine according to an embodiment of the present invention.
Description of the reference numerals
1. An engine; 10. a cylinder body; 11. a cylinder; 20. a cylinder cover; 21. a gas compression boss; 22. an air inlet side air guide surface; 23. an exhaust side gas guide surface; 30. an oil injector; 40. an igniter; 50. an air inlet pipe; 51. a main intake pipe; 52. a tumble manifold; 53. a vortex manifold; 60. an exhaust pipe; 70. a piston; 71. a central pit.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The individual features described in the embodiments can be combined in any suitable manner without departing from the scope, for example different embodiments and aspects can be formed by combining different features. In order to avoid unnecessary repetition, various possible combinations of the specific features of the invention will not be described further.
In the following description, the term "first/second/so" is used merely to distinguish different objects and does not mean that there is a common or relationship between the objects. It should be understood that the description of the "upper", "lower", "outer" and "inner" directions as related to the orientation in the normal use state, and the "left" and "right" directions indicate the left and right directions indicated in the corresponding schematic drawings, and may or may not be the left and right directions in the normal use state.
It should be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element. The term "coupled", where not otherwise specified, includes both direct and indirect connections.
The ignition and compression ignition engine provided in the following embodiments may be any vehicle type engine, which may be used in passenger cars, for example, and in trucks, for example.
In some embodiments, as shown in fig. 1, an engine 1 that ignites compression ignition includes: cylinder block 10, cylinder head 20, fuel injector 30, and igniter 40. The cylinder body 10 is internally provided with a cylinder 11, and the cylinder cover 20 is fixed on the top of the cylinder body 10 and used for closing an opening of the cylinder 11, specifically, the cylinder body 10 is internally provided with a plurality of cylinders 11 arranged at intervals, and the cylinder 11 is internally provided with a piston capable of reciprocating along the axis of the height direction of the cylinder 11; the cylinder cover is positioned above the cylinder body and used for sealing an opening above the cylinder 11, and meanwhile, the cylinder body and the cylinder cover form a combustion chamber for violent combustion of fuel oil above the cylinder 11; the crank shaft is positioned below the cylinder body 10, and the crank shaft is arranged in the crank shaft and is respectively connected with the pistons in the cylinders 11 through connecting rods, so that the pistons are driven to reciprocate linearly in the cylinders 11 or are driven by the reciprocating pistons to rotate; the oil pan is located below the crankcase and used for containing oil, and a lubricating system of the engine acquires the oil from the oil pan and provides the oil to a part of the engine needing cooling or lubrication, so that the part is lubricated and cooled.
The fuel injector 30 is fixedly connected with the cylinder cover 20, and a part of the fuel injector 30 is adjacent to the cylinder 11, specifically, the cylinder cover 20 has a fuel injector mounting hole, the fuel injector 30 is fixedly connected with the cylinder cover 20 through the fuel injector mounting hole, and one end of the fuel injector 30 used for injecting fuel is adjacent to the cylinder 11, so that the fuel injector 30 can directly inject fuel into the cylinder 11. The igniter 40 is fixedly connected to the cylinder cover 20, and a portion of the igniter 40 is adjacent to the cylinder 11. Specifically, the cylinder cover 20 has an igniter mounting hole, and the igniter 40 is fixedly connected to the cylinder cover 20 through the igniter mounting hole, and an end of the igniter 40 for outputting an electric spark is adjacent to the cylinder 11, so that the igniter 40 can output an electric spark into the cylinder to ignite at least a portion of a mixture of fuel and air in the cylinder. Under the condition that the combustion mode of the engine is an ignition compression-ignition mode, an oil injector of the engine for igniting compression-ignition needs to perform oil injection twice, wherein the first oil injection is performed in an intake stroke and is used for forming a lean oil-gas mixture in a cylinder of the engine, namely, the oil injector injects a small amount of fuel into the cylinder in the intake stroke, and air flowing into the cylinder through an air inlet pipe is mixed with a small amount of combustion to form an oil-gas mixture with lower fuel concentration in the cylinder; the second oil injection is carried out in the compression stroke and used for injecting fuel into the central pit of the top surface of the piston at the moment when the piston moves to the preset height, so that a locally-enriched oil-gas mixture is formed in the central pit of the top surface of the piston, an ignition device of the engine ignites when the piston continues to move to the position close to the top dead center so as to ignite the locally-enriched oil-gas mixture in the central pit, so that a fire core is formed, the thin oil-gas mixture around the fire core is heated through the fire core and is continuously compressed through the piston, and the thin oil-gas mixture around the fire core is subjected to compression ignition under the combined action of heating of the fire core and compression of the piston. The combustion mode of the engine is controlled to be in an ignition compression-ignition mode under the condition that the operating condition of the engine is in a state that knocking is easy to occur, so that an oil-gas mixture with concentration hierarchical distribution is formed in a cylinder in the process that a piston moves towards a top dead center in a compression stroke, namely, the oil-gas mixture with local enrichment is formed in a region close to an igniter, and a thin oil-gas mixture with low fuel concentration is formed in a region far away from the igniter, so that the possibility that the region far away from the igniter is ignited in advance under the action of high temperature is reduced, the knocking phenomenon of the engine is inhibited, meanwhile, each part of the thin oil-gas mixture is subjected to compression ignition simultaneously under the combined action of compression and a fire core, namely, each part of the thin oil-gas mixture simultaneously exerts downward pressure on the piston, the power loss generated during combustion is smaller, and the downward pressure generated on the piston by combustion is larger due to the larger compression ratio of the engine in the ignition compression-ignition mode, so that more driving force is obtained by using less fuel oil compression, and the combustion efficiency of the engine is improved.
The part of the bottom surface of the cylinder cover 20 adjacent to the cylinder 11 is provided with an air compression boss 21 protruding out of the bottom surface of the cylinder cover 20, so that the ratio of the volume of the combustion chamber to the total volume of the cylinder 11 is reduced, namely, the compression ratio of the engine is further increased, and the combustion efficiency of the engine is further improved.
The invention provides an ignition compression ignition engine, which comprises a cylinder body with a cylinder inside, a cylinder cover fixedly connected with the top of the cylinder body and used for closing an opening of the cylinder, an oil injector fixedly connected with the cylinder cover and partially adjacent to the cylinder, and an igniter fixedly connected with the cylinder cover and partially adjacent to the cylinder, wherein the oil injector can directly inject fuel into the cylinder, so that the engine can be in an ignition compression ignition mode, the combustion mode of the engine is in an ignition compression ignition mode under the working condition that the engine is easy to knock, so that the oil-gas mixture with concentration distribution is formed in the cylinder during the movement of a piston towards a top dead center in a compression stroke, namely, the oil-gas mixture with local enrichment is formed in a region close to the igniter, the lean oil-gas mixture with low fuel concentration is formed in a region far from the igniter, the possibility that the region far from the igniter is ignited in advance under the action of high temperature is reduced, the knocking phenomenon of the engine is inhibited, meanwhile, each part of the lean oil-gas mixture in the compression ignition is simultaneously under the combined action of compression and the ignition nuclei, and the compression efficiency of the piston is improved, and the compression efficiency of the piston is reduced by the compression efficiency. The part of the bottom surface of the cylinder cover adjacent to the cylinder is provided with the air compression boss protruding out of the bottom surface of the cylinder cover, so that the ratio of the volume of the combustion chamber to the total volume of the cylinder is reduced, namely, the compression ratio of the engine is further increased, and the combustion efficiency of the engine is further improved.
In some embodiments, as shown in fig. 2, the engine further comprises: an intake duct 50 and an exhaust duct 60. The air inlet pipe 50 is fixedly connected with the cylinder cover 20 and is communicated with the cylinder 11 in fig. 1 for guiding air outside the engine into the cylinder, specifically, the cylinder cover 20 is provided with an air inlet valve mounting hole, an air inlet valve is arranged in the air inlet valve mounting hole, the air inlet valve can move between a first position and a second position under the action of a mandril or a valve cam, when air inlet is not needed, the air inlet valve is located at the first position, the air inlet valve blocks the air inlet valve mounting hole, and at this time, an oil-gas mixture in the engine cannot leak out of the cylinder through the air inlet valve mounting hole; when air inlet is needed, the air inlet valve moves downwards from the first position to the second position, the air inlet valve opens the air inlet valve mounting hole, and air outside the engine can enter the cylinder through the air inlet valve mounting hole. The exhaust pipe 60 is fixedly connected with the cylinder cover 20 and connected with the cylinder 11 and used for exhausting combustion waste gas in the cylinder 11 out of the cylinder 11, specifically, the cylinder cover 20 is provided with an exhaust valve mounting hole, an exhaust valve is arranged in the exhaust valve mounting hole and can move between a third position and a fourth position under the action of a mandril or a valve cam, when the exhaust is not needed, the exhaust valve is located at the third position and blocks the exhaust valve mounting hole, and at the moment, oil-gas mixture in the engine cannot leak out of the cylinder through the exhaust valve mounting hole; when exhaust is needed, the exhaust valve moves downwards from the third position to the fourth position, the exhaust valve opens the exhaust valve mounting hole, and combustion waste gas in the cylinder can be discharged out of the cylinder through the exhaust valve mounting hole.
Wherein, sprayer 30 and igniter 40 are fixed in the middle part region of cylinder cap 20, the sprayer of the engine of igniting compression ignition need with the middle part of fuel injection to the cylinder, and simultaneously, the igniter need ignite the oil gas mixture that is located the local enrichment of piston center pit that the second time oil spout formed, set up sprayer 30 and igniter 40 in the middle part region of cylinder cap, can reduce the interval in the middle part of the position that sets up and cylinder 11 of sprayer 30 and igniter 40, thereby reduce the inclination of sprayer 30 and igniter 40, and then reduce the installation degree of difficulty with sprayer 30 and igniter 40. In the first direction (the first direction is shown by a solid arrow in fig. 2), the intake pipe 50 and the exhaust pipe 60 are located on two sides of the middle area, and the compressing boss 21 is located on one side of the cylinder head 20 connected with the intake pipe 50, for convenience of description, the side of the cylinder head 20 provided with the intake pipe 50 in the first direction is referred to as an intake side, the side provided with the exhaust pipe 60 in the first direction is referred to as an exhaust side, and the compressing boss 21 is arranged on the bottom surface of the intake side of the cylinder head 20 adjacent to the cylinder 11, so that flame and combustion exhaust gas can be pressed to the exhaust side while compression ignition is performed on the air-fuel mixture in the combustion process of the engine, and the exhaust gas generated after combustion is closer to the exhaust pipe 60, so that the combustion exhaust gas in the cylinder can be more fully exhausted in the exhaust process, the intake back pressure of the engine is reduced, and the combustion efficiency of the engine is further improved. It should be noted that, in the direction perpendicular to the bottom surface of the cylinder head 20, the size of the puffer boss 21 protruding from the bottom surface of the cylinder head 20 is smaller than the preset depth threshold, so that in the process of engine combustion, the pressure difference between the intake side and the exhaust side in the combustion chamber is smaller than the preset depth threshold, so that the lean oil-gas mixture at the intake side in the combustion chamber is not compression ignited before the lean oil-gas mixture at the exhaust side due to the pressure difference, and at the same time, the piston does not generate excessive deflection under the action of the pressure difference, and the knock phenomenon is generated under the action of the deflection.
In some embodiments, as shown in fig. 3, the bottom of the cylinder cover 20 has an air inlet side air guide surface 22, the air inlet side air guide surface 22 connects the bottom surface of the air compressing boss 21 and the bottom surface of the middle area of the cylinder cover 20, and the bottom surface of the middle area of the cylinder cover 20 and the bottom surface of the air compressing boss 21 are smoothly connected through the air inlet side air guide surface, so that the air resistance of the fuel oil entering the cylinder and the air entering the engine at the bottom surface of the middle area and the bottom surface of the air compressing boss 21 during the air inlet stroke and the compression stroke of the engine is reduced during the first oil injection, and the mixing of the fuel oil and the air is more uniform, and meanwhile, during the combustion process of the engine, the air inlet side air guide surface 22 can reduce the flow resistance of the flame from the inside of the combustion chamber, so that the flame can more smoothly spread to the whole combustion chamber, i.e., the combustion synchronism of the lean oil-gas mixture surrounding the ignition core in the combustion chamber is higher, and the combustion efficiency of the compression ignition engine is further improved. Meanwhile, the bottom surface of the air compression boss 21 and the air inlet side air guide surface 22 are in smooth transition through a curved surface, and it can be understood that the curved surface is arranged between the bottom surface of the air compression boss 21 and the air inlet side air guide surface 22, so that the curved surface is tangent to the air inlet side air guide surface 22 and the bottom surface of the air compression boss 21 at the same time.
In some embodiments, as shown in fig. 3, the bottom surface of the cylinder head 20 further has an exhaust-side air guide surface 23, and the exhaust-side air guide surface 23 is located on the side of the cylinder head 20 connected to the exhaust pipe 60 in fig. 2, that is, the bottom surface on the exhaust side of the cylinder head 20 is further provided with the exhaust-side air guide surface 23. In the thickness direction of the cylinder cover 20, the distance between one side of the exhaust side air guide surface 23 close to the middle area and the bottom surface of the middle area is smaller than the distance between one side of the exhaust side air guide surface far away from the middle area and the bottom surface of the middle area, so that the volume of one side of the combustion chamber of the exhaust side of the engine close to the bottom surface of the middle area of the cylinder cover 20 is smaller than the volume of one side of the bottom surface of the middle area far away from the cylinder cover 20, more combustion waste gas can be contained in the part of the exhaust side of the combustion chamber far away from the middle area after combustion, the area is connected with the exhaust pipe 60, the combustion waste gas generated after combustion can be more easily exhausted out of the cylinder, and the combustion efficiency of the engine is further improved.
In some embodiments, as shown in fig. 4, the intake pipe 50 includes: a main intake pipe 51, a tumble manifold 52, and a swirl manifold 53. The main air inlet pipe 51 is communicated with the outside of an engine, one end of a tumble manifold 52 is connected with one end of the main air inlet pipe 51, the other end of the tumble manifold 52 is fixedly connected with a cylinder cover 20 and communicated with a cylinder 11, one end of a vortex manifold 53 is connected with one end of the main air inlet pipe 51, and the other end of the vortex manifold 53 is fixedly connected with the cylinder cover 20 and communicated with the cylinder, it can be understood that the main air inlet pipe 51, the tumble manifold 52 and the vortex manifold 53 are connected to form the integral air inlet pipe 50, the main air inlet pipe 51 forms a main air inlet pipeline of the air inlet pipe 50, air outside the engine 1 enters the main air inlet pipeline from the main air inlet pipe 51, and the main air inlet pipeline extends towards two different directions at the tail end of the main air inlet pipe 51 to form two manifolds of the air inlet pipe 50, namely, the tumble manifold 52 and the vortex manifold 53. By providing the intake duct 50 in the form of a main line and two manifolds, the intake duct 50 can be integrally formed, reducing the manufacturing cost of the intake duct 50. Alternatively, the area of the cross section of the tumble manifold 52 and the area of the cross section of the swirl manifold 53 connected to the end of the main intake pipe 51 are the same, so that the air in the main intake pipe 51 is divided into two air flows with approximately equal volumes at the end of the main intake pipe 51 and flows into the tumble manifold 52 and the swirl manifold 53, respectively, thereby forming tumble air and swirl air with approximately equal strength in the cylinder 11.
The tumble manifold 52 is used to introduce tumble air into the cylinder 11, and it can be understood that air entering the cylinder through the tumble manifold 52 rotates in the cylinder 11 to form a tumble flow, and the rotation axis of the tumble flow is not parallel to the central axis of the cylinder 11 in the height direction. The tumble flow introduced into the cylinder 11 is formed, developed, and maintained in the cylinder 11 in the middle and late stages of the intake stroke and the early stage of the compression stroke, so that the fuel and air introduced into the cylinder 11 are sufficiently agitated in the height direction of the cylinder 11 by the tumble flow, and the fuel and air are more sufficiently mixed; the tumble flow is crushed by the piston to form a turbulent flow in the latter stage of the compression stroke, thereby increasing the propagation speed of flame in the combustion process by the turbulent flow, and suppressing knocking of the engine. It should be noted that the tumble manifold 52 is any structure capable of introducing tumble gas into the cylinder 11, and for example, the tumble manifold 52 is communicated with the cylinder 11 from one side of the top of the cylinder 11, and the end of the tumble manifold 52 communicated with the cylinder 11 extends in a direction with a preset angle with the horizontal plane, that is, the direction of air entering the cylinder 11 is controlled by the extending direction of the end of the tumble manifold 52 communicated with the cylinder 11, so that the air flowing into the cylinder through the tumble manifold 52 can form tumble in the cylinder 11; illustratively, the central axis of the length direction of the tumble manifold 52 can extend in a curved direction in a plane forming a predetermined angle with the horizontal plane, that is, by the curved extension of the tumble manifold 52 so as to cause the airflow to flow in the extending direction of the tumble manifold 52, the airflow entering the cylinder 11 forms a tumble flow. The swirl manifold 53 serves to introduce swirl air into the cylinder 11, which swirls around the center axis in the height direction of the cylinder 11, thereby more sufficiently mixing the fuel and air introduced into the cylinder 11 in the horizontal direction. It should be noted that the vortex manifold 53 may be any structure capable of forming a vortex of the air flowing through the vortex manifold 53 into the cylinder 11, for example, a vortex-shaped baffle plate is disposed in the vortex manifold 53, and the air is rotated in the vortex manifold 53 along a central axis of the vortex manifold 53 in a length direction by a guiding effect of the baffle plate on the air flowing through the vortex manifold 53, so that the air flowing through the vortex manifold 53 into the cylinder 11 forms a vortex; illustratively, the length of the swirl manifold 53 extends along a helical curve, such that air flows within the swirl manifold 53 along the length of the swirl manifold 53, thereby swirling the air flow entering the cylinder 11 within the cylinder 11. The tumble air and the vortex air are introduced into the cylinder 11, so that the fuel oil injected for the first time is more fully mixed with the air in the air inlet cylinder 11, and meanwhile, the vortex air input into the cylinder 11 by the vortex tube needs to be capable of catching the fuel oil injected to the middle part of the cylinder 11 into the vortex air, so that the more fully mixing of the fuel oil and the air is further improved.
In some embodiments, as shown in FIG. 4, the fuel injectors 30 and igniters 40 are spaced apart in a second direction (the second direction being indicated by the dashed arrows in FIG. 4) that is perpendicular to the first direction in FIG. 2, in a central region of the cylinder head 20. In the second direction, the end of the tumble manifold 52 connected to the cylinder head 20 and the end of the swirl manifold 53 connected to the cylinder head 20 are located on both sides of the middle region of the cylinder head 20, the injector 30 is located between the igniter 40 and the end of the swirl manifold 53 connected to the cylinder head 20, the injector 30 and the igniter 40 are arranged at an interval in the first direction, and in the first direction, the injector 30 is located near the end of the swirl manifold 53 connected to the cylinder head 20, so that the distance between the injector 30 and the end of the swirl manifold 53 communicating with the cylinder 11 is reduced, and the swirl air flowing into the cylinder 11 through the swirl manifold 53 can more easily entrain the fuel injected into the cylinder 11 when the injector 30 injects fuel for the first time into the swirl air.
In some embodiments, as shown in fig. 4, the ratio between the length of the tumble manifold 52 and the length of the main intake pipe 51, and the ratio between the length of the swirl manifold 53 and the length of the main intake pipe 51 are both greater than a preset length threshold, and it is understood that the ratio of the lengths of the tumble manifold 52 and the swirl manifold 53 to the total length of the intake assembly is not less than the preset length threshold, i.e., the tumble manifold 52 and the swirl manifold 53 have sufficient lengths so that the air entering the tumble manifold 52 and the swirl manifold 53 has sufficient time to flow along a preset curve direction under the guiding action of the pipe walls of the tumble manifold 52 and the swirl manifold 53 to form tumble air and swirl air with sufficient strength, respectively.
In some embodiments, as shown in fig. 5, the engine 1 further includes a piston 70, and the piston 70 is located in the cylinder 11 and is capable of linearly reciprocating in the height direction of the cylinder 11. Wherein the top surface of the piston 70 is provided with a central recess 71, and the axis of the extending direction of the fuel injector 30 intersects with the central axis of the central recess 71 in the height direction, it can be understood that, in the state that the top surface of the piston 70 moves to the fuel injection height, the extending direction of the fuel injector 30 points to the center of the central recess 71, so that the fuel injector 30 injects fuel around the center of the central recess 71 into the central recess 71, thereby forming a locally enriched fuel-air mixture in the central recess 71. It should be noted that, in order to optimize the shape of the combustion chamber and thus increase the propagation speed of flame, the depth of the pit is shallow and the pit transitions with the top surface of the piston through an arc to reduce the flow resistance of the oil-gas mixture and the resistance to flame propagation, the present embodiment provides a central pit 71 of the top surface of the piston of the engine igniting compression ignition, which is used to concentrate the fuel of the second injection in the central pit 71, so as to form a locally enriched oil-gas mixture in the central pit 71, and the depth of the central pit 71 is deep and the side wall of the central pit 71 forms an approximately perpendicular angle with the top surface of the piston.
The embodiment of the invention also provides a control method of the engine, which is applied to the ignition and compression ignition engine shown in any one of the attached drawings 1 to 5 in the specification and is used for controlling the combustion mode of the engine according to the running working condition of the engine so as to accord with the knocking of the engine.
In some embodiments, as shown in fig. 6, fig. 6 provides a schematic flow chart of a control method of igniting a compression ignition engine, the flow chart of the control method comprising:
and S101, acquiring operation data of the engine, and determining the detonation rate of the engine based on the operation data.
The knock rate is used for reflecting the possibility of generating knock of the engine, the operation data is any data capable of determining the knock rate, illustratively, a relation table of the working condition of the possibility of generating knock of the engine under working condition points corresponding to each rotating speed and load is obtained through calibration, the relation table is prestored in a storage unit of the engine, the operation data comprises the rotating speed and the load of the engine, and the knock rate of the working condition is determined in the prestored relation table of the working condition and the knock rate based on the rotating speed and the load; for example, the operating data may comprise vibration data, and the knock rate of the engine may be determined from the vibration data of the engine, i.e. the knock rate of the engine may be determined as a constant integral of the vibration data over a time window in which the engine is in the vicinity of the ignition moment.
And S102, controlling the combustion mode of the engine to be an ignition compression ignition mode under the condition that the detonation rate is greater than a preset detonation threshold value.
It can be understood that in the case that the probability of the engine being ignited is greater than the preset threshold, the combustion mode of the engine is controlled to be the ignition compression ignition mode, that is, the fuel-air mixture with a concentration hierarchical distribution is formed in the cylinder by injecting fuel twice in the cylinder, that is, the fuel-air mixture with local enrichment is formed in the area close to the igniter, and the fuel-air mixture with low concentration is formed in the area far from the igniter, so that the probability that the area far from the igniter is ignited in advance under the action of high temperature is reduced, and the knocking phenomenon of the engine is inhibited.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention.
Claims (10)
1. An engine for igniting compression ignition, the engine comprising:
a cylinder body having a cylinder therein;
the cylinder cover is fixedly connected with the top of the cylinder body and used for sealing the opening of the cylinder;
the oil sprayer is fixedly connected with the cylinder cover, and part of the oil sprayer is adjacent to the cylinder;
the igniter is fixedly connected with the cylinder cover, and part of the igniter is adjacent to the cylinder;
the part of the bottom surface of the cylinder cover, which is adjacent to the cylinder, is provided with an air compression boss protruding out of the bottom surface of the cylinder cover.
2. The engine of claim 1, further comprising:
the air inlet pipe is fixedly connected with the cylinder cover and is communicated with the air cylinder;
the exhaust pipe is fixedly connected with the cylinder cover and is connected with the cylinder;
the fuel injector and the igniter are fixed in the middle area of the cylinder cover, the air inlet pipe and the exhaust pipe are located on two sides of the middle area in the first direction, and the air compression boss is located on one side, connected with the air inlet pipe, of the cylinder cover.
3. The engine of claim 2, wherein the bottom of the cylinder head has an intake side air guide surface connecting the bottom surface of the compression boss and the bottom surface of the middle region.
4. The engine of claim 2, characterized in that the bottom surface of the cylinder head further has an exhaust side air guide surface located on the side of the cylinder head connected to the exhaust pipe;
in the thickness direction of cylinder cap, exhaust side air guide face is close to middle part regional one side with the interval of middle part regional bottom surface is less than exhaust side air guide face is kept away from middle part regional one side with the interval of middle part regional bottom surface.
5. The engine of claim 2, wherein the intake pipe comprises:
a main air inlet pipe;
one end of the tumble manifold is connected with one end of the main air inlet pipe, and the other end of the tumble manifold is fixedly connected with the cylinder cover and communicated with the cylinder and used for introducing tumble air into the cylinder;
vortex manifold, vortex manifold's one end with the one end of main intake pipe is connected, vortex manifold's the other end with cylinder cap fixed connection and with the cylinder intercommunication, be used for to the cylinder lets in the vortex air.
6. The engine of claim 5, wherein the fuel injector and the igniter are spaced apart in the central region in a second direction, the second direction being perpendicular to the first direction;
in the second direction, one end of the tumble manifold connected with the cylinder head and one end of the swirl manifold connected with the cylinder head are located on two sides of the middle area, and the fuel injector is located between the igniter and one end of the swirl manifold connected with the cylinder head.
7. The engine of claim 5, further comprising:
the piston is positioned in the cylinder and can linearly reciprocate along the height direction of the cylinder;
the top surface of the piston is provided with a central pit, and the axis of the fuel injector in the extending direction is intersected with the central axis of the central pit in the height direction.
8. The engine of claim 7, characterized in that a center axis of one end of the swirl manifold communicating with the cylinder intersects an axis of an extending direction of the fuel injector.
9. The engine of claim 5, wherein a ratio between a length of the swirl manifold and a length of the main intake pipe, and a ratio between a length of the tumble manifold and a length of the main intake pipe are each greater than a preset length threshold.
10. A control method of an engine, applied to the engine that ignites compression ignition according to any one of claims 1 to 9, comprising:
acquiring operating data of the engine, and determining the detonation rate of the engine based on the operating data;
and controlling the combustion mode of the engine to be an ignition compression ignition mode under the condition that the detonation rate is greater than a preset detonation rate threshold value.
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| CN202210912101.0A CN115263594A (en) | 2022-07-29 | 2022-07-29 | Engine for igniting and compressing ignition and control method thereof |
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