CN117823273A - Rotor type engine high-pressure air supply device and engine thereof - Google Patents

Abstract

The invention discloses a rotor type engine high-pressure air supply device, wherein a rotor booster shell is provided with a plurality of low-pressure air inlet ports and a plurality of high-pressure air outlet ports, the low-pressure air inlet ports and the high-pressure air outlet ports are arranged around the inner wall of the shell in a staggered way, one end of a high-pressure air supply pipe is communicated with a direct air injection valve in a cylinder through a pipeline, and the other end of the high-pressure air supply pipe is respectively communicated with the high-pressure air outlet ports through a common rail pipe; one end of the low-pressure gas inlet pipe is used for entering air/gas fuel, and the other end of the low-pressure gas inlet pipe is respectively communicated with the low-pressure exhaust port through a common rail pipe; the outer surface of the rotor can at least partially prop against the inner peripheral surface of the rotor supercharger shell, each cavity area respectively undergoes multiple times of low-pressure air inlet ports and high-pressure air outlet ports, and air is compressed at the low-pressure air inlet ports to the high-pressure air outlet ports for air exhaust; the volume between the rotor side surface and the rotor supercharger housing varies to compress the gas. A dual fuel engine and a high power engine using the high pressure air supply device are also disclosed.

Description

Rotor type engine high-pressure air supply device and engine thereof

Technical Field

The invention belongs to the field of rotor superchargers, and particularly relates to a rotor type engine high-pressure air supply device and an engine thereof.

Background

For traditional commercial diesel engine power machines, with the specifications and applications of relevant diesel emission regulations, dual fuel engines employing gaseous fuel and diesel have been widely studied for their ability to achieve clean combustion due to their relatively low carbon content of the fuel. The gaseous fuel includes ammonia, natural gas, hydrogen, etc. The existing dual-fuel engine of gas fuel-diesel adopts an air inlet channel for premixing or two-stroke low-pressure injection of gas fuel, and a combustion mode of direct injection ignition of diesel or spark plug ignition in a cylinder is adopted, and related researches show that the direct injection of gas fuel in the cylinder has better combustion potential; for special power engines, performance requirements are mainly considered, high-power density diesel engines are developed, and the development of higher combustion efficiency depends on sufficient in-cylinder air in the face of high-rotation speed, large cylinder diameter and large-cycle fuel injection quantity.

The existing gas supply scheme of the dual-fuel engine for direct injection in a gas fuel high-pressure cylinder adopts a gas booster driven by compressed air to provide high-pressure air, and for a special power engine, the booster pressure boosting capacity is more favored, and the dual-fuel engine is limited by the in-cylinder detonation pressure and the pressure rise rate, has limited air inflow before the top dead center of fuel injection, and can realize full combustion of fuel by adding additional air. Therefore, for the improvement of the self structure of the diesel engine, additional compression circulation is added to provide additional high-pressure air, a realization path is provided for the direct gas injection of the dual-fuel engine, and structural guarantee is provided for the further optimization of the oil-gas mixing and combustion arrangement of the special engine.

In the combustion cycle of the diesel engine, the pressure in the cylinder is high, and the cylinder pressure in the oil injection duration is more than 18MPa, so that the high-pressure air supply needs to reach higher pressure on the premise of ensuring the air supply quantity. The existing double-cylinder circulation mode for realizing gas compression through a diesel engine body is that one cylinder is added to provide compressed gas, and the other cylinder is sprayed at the corresponding moment to complete the working stroke, so that the problem of poor running uniformity is caused because part of cylinders do not have the working stroke, and meanwhile, the impact abrasion of parts is caused, and the service life of the parts is reduced.

Disclosure of Invention

The invention aims to overcome the defects in the prior art, and provides a rotor type engine high-pressure air supply device and an engine thereof, wherein the high-pressure air supply device is added at the output end of a crankshaft of the engine, so that high-pressure air supply in an engine cylinder can be realized, meanwhile, the running uniformity and the power output of the engine are not influenced, and the technical means of high-pressure injection of gas fuel for a gas fuel-diesel dual-fuel engine, direct injection of compressed air in the cylinder in a high-power engine and the like, which depend on the high-pressure injection gas in the cylinder, can be satisfied.

The first aspect of the invention discloses a rotor type engine high-pressure air supply device, which comprises a rotor booster shell, a rotor, a meshing gear pair, a high-pressure air supply pipe and a low-pressure air inlet pipe; the rotor supercharger comprises a rotor supercharger shell, a plurality of low-pressure air inlet ports and a plurality of high-pressure air outlet ports are formed in the rotor supercharger shell, the low-pressure air inlet ports and the high-pressure air outlet ports are staggered around the inner wall of the shell, the low-pressure air inlet ports are oppositely arranged, and the high-pressure air outlet ports are oppositely arranged;

one end of the high-pressure gas supply pipe is communicated with the in-cylinder direct-injection valve through a pipeline, and the other end of the high-pressure gas supply pipe is respectively communicated with the high-pressure exhaust port through a common rail pipe; one end of the low-pressure gas inlet pipe is used for entering air/gas fuel, and the other end of the low-pressure gas inlet pipe is respectively communicated with the low-pressure exhaust port through a common rail pipe;

the outer surface of the rotor can at least partially prop against the inner peripheral surface of the rotor supercharger shell, so that the space inside the shell is divided into a plurality of cavity areas, each cavity area is respectively subjected to multiple times of low-pressure air inlet ports and high-pressure air outlet ports, and air is compressed at the low-pressure air inlet ports to the high-pressure air outlet ports for air exhaust;

an eccentric shaft penetrates through the meshing gear pair, and the meshing gear pair drives the rotor to eccentrically rotate in the rotor booster shell, so that the volume between the side surface of the rotor and the rotor booster shell changes to compress gas.

Further, the cross section of the rotor supercharger shell is elliptical, the two ends of the short shaft of the rotor supercharger shell are oppositely provided with a high-pressure exhaust first port and a high-pressure exhaust second port of a high-pressure gas supply pipe, and the two ends of the long shaft of the rotor supercharger shell are oppositely provided with a low-pressure inlet first port and a low-pressure inlet second port of a low-pressure gas inlet pipe.

Further, the radial section of the rotor is a lux triangle, and three tip parts can be abutted against the inner peripheral surface of the rotor supercharger shell.

Further, the low pressure gas intake pipe supplies the low pressure gas of the same pressure as the engine intake pipe/gas fuel line to the rotor supercharger.

A second aspect of the present invention is to disclose a dual fuel engine comprising: an engine, a gaseous fuel supply system and the rotor-type engine high-pressure air supply device; the engine is a multi-cylinder engine and comprises a cylinder cover, an engine air inlet pipe, an engine exhaust pipe, a crankcase and an in-cylinder direct injection valve;

the in-cylinder direct injection valve is positioned on the cylinder cover, the gas fuel supply system is used for supplying gas fuel to the gas fuel pipeline under the control of the ECU, one end of the low-pressure gas inlet pipe is communicated with the gas fuel pipeline, and the rotor type engine high-pressure gas supply device compresses the gas fuel from the gas fuel pipeline when the rotor rotates and supplies compressed gas of more than 18Mpa to the engine main combustion chamber through the high-pressure gas supply pipe and the in-cylinder direct injection valve;

the crankshaft output end of the crankcase is fixedly connected with a crankshaft clutch, and the crankshaft output end is connected with or disconnected from an eccentric shaft of the rotor type engine high-pressure air supply device through the crankshaft clutch.

Further, the working principle and the control strategy of the dual-fuel engine are as follows:

after the engine runs normally, when the engine runs under the economic working condition, the ECU controls the crank clutch to be closed, so that the eccentric shaft is connected with the output end of the crank to drive the rotor type engine high-pressure air supply device to run; the method comprises the steps that gas fuel from a low-pressure air inlet port enters a cavity area of a rotor supercharger shell, a rotor rotates to compress gas in the rotor supercharger shell and is respectively conveyed to an in-cylinder direct-injection valve through a plurality of high-pressure air outlet ports in sequence, the corresponding in-cylinder direct-injection valves are sequentially opened according to required oil injection timing and ignition sequence, and the gas fuel is injected into a cylinder; a part of gas fuel compressed by the high-pressure gas supply device of the rotor engine is directly merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve, and the redundant part is guided out by the high-pressure common rail pipe and is stored in a high-pressure gas tank;

when the engine runs under the performance working condition and the idle working condition, the ECU controls the crank clutch to be opened so as to disconnect the eccentric shaft from the output end of the crank, the rotor type engine high-pressure air supply device does not run, and the high-pressure fuel stored in the high-pressure air tank is combined into the high-pressure common rail pipe to be used for fuel supply;

when the engine runs under the idle working condition, the ECU controls the crank clutch to be opened, so that the eccentric shaft is disconnected from the output end of the crank, the rotor type engine high-pressure air supply device does not run, and the high-pressure fuel stored in the high-pressure air tank is combined into the high-pressure common rail pipe to be used for fuel supply.

A third aspect of the present invention is to disclose a high power engine comprising an engine and said rotor engine high pressure air supply; the engine is a multi-cylinder engine, the power per liter of the engine is larger than 45kW/L, and the engine comprises a cylinder cover, an engine air inlet pipe 3, an engine exhaust pipe, a crankcase and an in-cylinder direct injection valve;

the direct-injection valve in the cylinder is positioned on the cylinder sleeve, and one end of the low-pressure gas inlet pipe is communicated with the engine inlet pipe; the rotor type engine high-pressure air supply device compresses air from the engine air inlet pipe when the rotor rotates and provides compressed air with pressure greater than 18Mpa to the engine main combustion chamber through a high-pressure air supply pipe and an in-cylinder direct injection valve;

the crankshaft output end of the crankcase is fixedly connected with a crankshaft clutch, and the crankshaft output end is connected with or disconnected from an eccentric shaft of the rotor type engine high-pressure air supply device through the crankshaft clutch.

Further, the central axis of the spray hole of the in-cylinder direct injection valve forms an included angle of 15 to 20 degrees with the side wall of the main combustion chamber.

Further, the working principle and the control strategy of the high-power engine are as follows:

after the engine runs normally, when the engine runs under the economic working condition, the ECU controls the crank clutch to be closed, so that the eccentric shaft is connected with the output end of the crank to drive the rotor type engine high-pressure air supply device to run; air from a low-pressure air inlet port enters a cavity area of the rotor supercharger shell, the rotor rotates to compress air in the rotor supercharger shell, the air is respectively conveyed to the in-cylinder direct air injection valves through a plurality of high-pressure air outlet ports in sequence, the corresponding in-cylinder direct air injection valves are sequentially opened according to the required air supplementing timing and ignition sequence, and high-pressure air is injected into the cylinders; part of air compressed by the high-pressure air supply device of the rotor engine is directly merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve, gas is injected into the cylinder at a crank angle of 15-30deg, and the redundant part is guided out by the high-pressure common rail pipe and is stored in a high-pressure air tank;

when the engine runs under the performance working condition and the idle working condition, the ECU controls the crank clutch to be opened so as to disconnect the eccentric shaft from the output end of the crank, the rotor type engine high-pressure air supply device does not run, high-pressure fuel stored in the high-pressure air tank is merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve, and gas is injected into the cylinder at the crank angle of 15-30deg for fuel supply;

when the engine runs under the idle working condition, the ECU controls the crank clutch to be opened, so that the eccentric shaft is disconnected from the output end of the crank, and the high-pressure air stored in the high-pressure air tank is not required to be merged into the high-pressure common rail pipe.

Compared with the prior art, the technical scheme of the invention has the following beneficial effects:

the rotor type diesel engine high-pressure air supply device is a supercharger which is reformed into compressed air on the basis of the existing rotor engine, compressed air passes through a plurality of low-pressure air inlet ports and a plurality of high-pressure air outlet ports at intervals in each cavity area when the rotor rotates, so that compressed air/gas fuel with pressure of more than 118MPa is provided for a main combustion chamber, and high-pressure injection is promoted; meanwhile, the method can meet a series of technical means depending on high-pressure injection gas in a cylinder, such as high-pressure injection of gas fuel to a gas fuel-diesel dual-fuel engine, direct injection of compressed air in the cylinder in a high-power engine and the like.

Meanwhile, the structure is simpler and more convenient, the running uniformity of the engine is ensured, the gas fuel high-pressure injection can be carried out to develop and research the dual-fuel engine, and the air high-pressure injection can also be carried out to expand the design and research of the novel combustion cycle and the high-reinforcement performance engine.

Drawings

Fig. 1 is a schematic structural view of a dual fuel diesel engine of embodiment 1 of the present invention in embodiment 1;

fig. 2 is a schematic structural view of a rotor supercharger in embodiment 1;

fig. 3 is a schematic structural view of a high-power diesel engine according to embodiment 2 of the present invention in embodiment 2.

Wherein,

1: engine 2: rotor supercharger 3: engine air inlet pipe

4: engine exhaust pipe 5: crankshaft output end 6: in-cylinder direct-injection valve

7: gaseous fuel conduit 8: a high pressure gas supply pipe 9: low-pressure gas inlet pipe

10: rotor supercharger housing 11: rotor 12: eccentric shaft

13: meshing gear pair 14: high pressure exhaust first port 15: high pressure exhaust second port

16: low pressure intake first port 17: low pressure air inlet second port

18: first cavity region 19: second cavity region 20: third cavity region

Detailed Description

The technical solution of the present invention is described in further detail below with reference to the accompanying drawings and specific embodiments, which are only illustrative of the present invention and are not intended to limit the present invention.

Example 1

As shown in fig. 1, a natural gas-diesel dual fuel diesel engine, which is an engine having a gas booster and an in-cylinder gas injection line, includes: an engine 1, a gaseous fuel supply system and a rotor supercharger 2. The engine 1 is a four-cylinder engine and comprises a cylinder body, a crankcase, a cylinder cover, an engine air inlet pipe 3, an engine exhaust pipe 4, a crankshaft output end 5 and an in-cylinder direct injection valve 6. The in-cylinder direct injection valve 6, the engine air inlet pipe 3 and the engine exhaust pipe 4 are all arranged on the cylinder cover; the crankshaft output 5 of the crankcase extends into the rotor supercharger 2. Optionally, the in-cylinder direct injection valve 6 is arranged on the main combustion chamber, and the spray hole is opposite to the central line of the main combustion chamber; the position of the in-cylinder direct injection valve 6 on the cylinder cover can be adjusted according to actual conditions.

The gas fuel supply system includes a gas supply unit for supplying natural gas to the gas fuel line, a high-pressure common rail pipe, and a high-pressure gas tank, and is configured to supply gas fuel to the gas fuel line 7 under ECU control.

As shown in fig. 2, the rotor supercharger 2 is a supercharger modified into compressed air based on the existing rotor engine, and comprises a rotor supercharger housing 10, a high-pressure gas supply pipe 8 and a low-pressure gas inlet pipe 9. One end of the high-pressure gas supply pipe 8 is communicated with the in-cylinder straight air injection valve 6 through a pipeline, and the other end of the high-pressure gas supply pipe is provided with a high-pressure exhaust first port 14 and a high-pressure exhaust second port 15 of the high-pressure gas supply pipe 8 on the rotor supercharger shell 10 through a common rail pipe; one end of the low-pressure gas inlet pipe 9 is communicated with the gas fuel pipeline 7, and the other end of the low-pressure gas inlet pipe 9 is provided with a low-pressure gas inlet first port 16 and a low-pressure gas inlet second port 17 on the rotor supercharger shell 10 through a common rail pipe. The high-pressure gas supply pipe 8 supplies compressed gas of 18MPa or more to the in-cylinder direct injection valve 6, and the low-pressure gas intake pipe 9 supplies low-pressure gas of the same pressure as the gas fuel line 7 to the rotor supercharger. As shown in fig. 2, the cross section of the rotor booster housing 10 is elliptical, the two ends of the short axis of the rotor booster housing 10 are oppositely provided with a high-pressure exhaust first port 14 and a high-pressure exhaust second port 15 of the high-pressure gas supply pipe 8, the two ends of the long axis of the rotor booster housing 10 are oppositely provided with a low-pressure intake first port 16 and a low-pressure intake second port 17 of the low-pressure gas supply pipe 9, and the two ports of the high-pressure gas supply pipe 8 on the housing 10 and the low-pressure intake port and the high-pressure exhaust port of the low-pressure gas supply pipe 9 on the rotor booster housing 10 are alternately arranged around the inner wall of the housing 10. A pressure stabilizing pipe or a common rail pipe can be added between the high-pressure gas supply pipe 8 and the in-cylinder straight air injection valve 6 according to actual requirements.

The inside rotor 11 that still is provided with of casing, rotor 11 radial cross-section is the lux triangle-shaped, the three tip portions of rotor 11 can support at the inner peripheral face of rotor booster shell 10 to divide into three cavity regions with the inside space of casing, every cavity region experiences low pressure inlet port (i.e. low pressure inlet first port 16 and low pressure inlet second port 17) and high pressure exhaust port (i.e. high pressure exhaust first port 14 and high pressure exhaust second port 15) twice, and inlet compression is admitted to the high pressure exhaust port at the low pressure inlet port. The rotor 11 is internally provided with a meshing gear pair 13, an eccentric shaft 12 penetrates through the meshing gear pair 13, the crankshaft output end 5 is fixedly connected with a crankshaft clutch, the crankshaft output end 5 is connected with or disconnected from the eccentric shaft 12 of the rotor supercharger 2 through the crankshaft clutch, and the rotor supercharger shell 10 is fixedly connected with a diesel engine base. When the crankshaft output end 5 is connected with the eccentric shaft 12, the crankshaft output end 5 rotates to drive the eccentric shaft 12 to rotate, the meshing gear pair 13 drives the rotor 11 to eccentrically rotate in the rotor booster shell 10, the expansion pressure acts on the side surface of the rotor, and the volume between the side surface of the rotor 11 and the rotor booster shell 10 changes to compress gas.

The volume formed by the rotor booster shell 10 and the rotor 11 divided by the number of sides of the rotor is the maximum volume of single compression, when one side of the rotor 11 moves to the port of the high-pressure gas supply pipe 8, namely the port of the exhaust port is the minimum volume, the compression ratio is determined by the ratio of the maximum volume to the minimum volume, namely the pressure of compressed air is determined.

When the dual-fuel diesel engine works, the method comprises the following steps of:

the ECU controls a gas fuel supply control valve of a gas fuel supply system to be opened, and gas in a gas fuel pipeline 7 enters the low-pressure gas inlet pipe 9; gas then enters the low pressure gas first port 16 and the low pressure gas second port 17 through the common rail;

according to the valve timing of the camshaft, the opening of the air inlet valves of all cylinders is controlled in sequence according to the ignition sequence, and air is filled into the cylinders to push the pistons to move; when the engine reaches the ignition rotating speed, the oil supply pipeline is sequentially controlled to spray oil into the cylinder according to the ignition sequence, and the engine runs; after the engine normally runs, the eccentric shaft 12 and the crank clutch are closed to drive the rotor supercharger to run; the rotor 11 rotates in the rotor supercharger housing 10 for one cycle, and since the rotor 11 divides the internal space of the rotor supercharger housing 10 into three cavity areas (namely, a first cavity area 18, a second cavity area 19 and a third cavity area 20), as shown in fig. 2, the first cavity area 18 is communicated with the low-pressure air inlet first port 16 and the high-pressure air outlet first port 14 at the moment, the second cavity area 19 is communicated with the high-pressure air outlet second port 15 at the moment, and the third cavity area 20 is communicated with the low-pressure air inlet second port 17 at the moment; when the rotor 11 starts to rotate, the low-pressure air inlet first port 16 and the low-pressure air inlet second port 17 send air from the air fuel pipeline 7 into the rotor booster shell 10, the rotor 11 rotates under the drive of the eccentric shaft 12 to compress the air in the rotor, the compressed air with the pressure greater than 18Mpa enters the high-pressure air supply pipe 8 through the high-pressure air outlet first port 14 and the high-pressure air outlet second port 15 respectively, then flows to the in-cylinder straight air injection valve 6, and sequentially opens the corresponding in-cylinder straight air injection valve 6 according to the required injection timing and ignition sequence, and injects the air fuel into the cylinder.

In one cycle of the rotor, each cavity region is subjected to two low pressure intake ports (i.e., a low pressure intake first port 16 and a low pressure intake second port 17) and a high pressure exhaust port (i.e., a high pressure exhaust first port 14 and a high pressure exhaust second port 15), respectively, at intervals, intake compression at the low pressure ports and exhaust at the high pressure ports, i.e., each cavity region completes two pressure cycles, and one cycle of the rotor completes 6 total pressure processes.

After the engine runs normally, the rotor supercharger runs, and different control strategies are implemented according to different application scenes of the dual-fuel diesel engine:

(1) When the engine runs under the economic working condition (the working condition with the lowest oil consumption is determined by the engine model), the ECU controls the crank clutch to be closed, so that the eccentric shaft 12 is connected with the crank output end 5 to drive the rotor booster to run, a part of gas fuel compressed by the rotor booster is directly merged into the high-pressure common rail pipe, and the redundant part is led out by the high-pressure common rail pipe and stored in the high-pressure gas tank;

(2) When the engine runs under the performance working condition (runs under the maximum output power working condition, which is determined by the machine type), the ECU controls the crank clutch to be opened in order to increase the shaft work output, so that the eccentric shaft 12 is disconnected from the crank output end 5, the rotor supercharger does not run, and the high-pressure fuel stored in the high-pressure gas tank is merged into the high-pressure common rail pipe to be used for fuel supply;

(3) When the engine runs under an idle working condition (low-load running), the shaft work is insufficient, the ECU controls the crank clutch to be opened, so that the eccentric shaft 12 is disconnected from the crank output end 5, high-pressure fuel stored in the high-pressure gas tank is integrated into the high-pressure common rail pipe,

as a fuel supply.

Example 2

The present embodiment is similar to embodiment 1, and the same contents are not repeated, and only the differences are described below.

As shown in fig. 3, a rotor type diesel engine for special power research, wherein the engine of the diesel engine has a power rise of more than 45kW/L, comprising: an engine 1 and a rotor supercharger 2. The in-cylinder direct injection valve 6 is installed on the cylinder sleeve, and an included angle of 15-20 degrees is formed between the central axis of the spray hole of the in-cylinder direct injection valve 6 and the side wall of the main combustion chamber, so that air jet formed by injection of the in-cylinder direct injection valve 6 penetrates through more oil bundles, the specific angle value can be determined according to the number of the spray holes and the spray cone angle, the distance between the spray hole of the injection valve and the cylinder sleeve is 0-B/(2 x tan (theta/2)), wherein B is the cylinder diameter, and theta is the spray hole included angle.

The rotor supercharger 2 comprises a rotor supercharger housing 10, a high pressure gas supply pipe 8 and a low pressure gas inlet pipe 9. One end of the high-pressure gas supply pipe 8 is communicated with the in-cylinder straight air injection valve 6 through a pipeline, and the other end of the high-pressure gas supply pipe is provided with a high-pressure exhaust first port 14 and a high-pressure exhaust second port 15 of the high-pressure gas supply pipe 8 on the rotor supercharger shell 10 through a common rail pipe; one end of the low-pressure gas inlet pipe 9 is communicated with the engine inlet pipe 3, and the other end of the low-pressure gas inlet pipe is provided with a low-pressure gas inlet first port 16 and a low-pressure gas inlet second port 17 of the low-pressure gas inlet pipe 9 on the rotor supercharger shell 10 through a common rail pipe. The high-pressure gas supply pipe 8 supplies compressed gas of 18MPa or more to the in-cylinder direct injection valve 6, and the low-pressure gas intake pipe 9 supplies low-pressure gas of the same pressure as the engine intake pipe 3 to the rotor supercharger.

When the engine is in operation, the ECU controls the air in the engine air inlet pipe 3 to enter the low-pressure gas inlet pipe 9; gas then enters the low pressure gas first port 16 and the low pressure gas second port 17 through the common rail;

after the engine normally runs, the eccentric shaft 12 and the crank clutch are closed to drive the rotor supercharger to run;

the rotor booster 2 compresses gas along with the rotation of the rotor 11, and compressed gas with pressure greater than 18Mpa enters the high-pressure gas supply pipe 8 through the high-pressure exhaust first port 14 and the high-pressure exhaust second port 15 respectively, then enters the high-pressure common rail pipe and flows to the in-cylinder direct injection valve 6, the corresponding in-cylinder direct injection valve 6 is opened sequentially according to the required air supplementing timing and ignition sequence, and high-pressure air is injected into the cylinder.

After the engine runs normally, the rotor supercharger runs, and different control strategies are implemented according to different application scenes of the dual-fuel diesel engine:

when the engine runs under the economic working condition (the working condition with the lowest oil consumption is determined by the engine model), the ECU controls the crank clutch to be closed, so that the eccentric shaft 12 is connected with the crank output end 5 to drive the rotor booster to run, part of air compressed by the rotor booster is directly integrated into a high-pressure common rail pipe, gas is injected into a cylinder at a crank angle of 15-30deg (the crank angle corresponding to the oil injection top dead center is 0 deg), and the redundant part is led out by the high-pressure common rail pipe and stored into a high-pressure gas tank;

when the engine runs under the performance working condition (runs under the maximum output power working condition and is determined by the machine type), the ECU controls the crank clutch to be opened in order to increase the shaft work output, so that the eccentric shaft 12 is disconnected from the crank output end 5, the rotor supercharger does not run, high-pressure air stored in the high-pressure air tank is merged into the high-pressure common rail pipe, and gas is injected into the cylinder at the crank angle of 15-30deg (the crank angle corresponding to the oil injection top dead center is 0 deg) for fuel supply;

when the engine is operated under idle working conditions (low load operation), the shaft work is insufficient, the ECU controls the crank clutch to be opened, so that the eccentric shaft 12 is disconnected from the crank output end 5, and high-pressure air stored in the high-pressure air tank is not required to be integrated into the high-pressure common rail pipe.

Although the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, the present invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present invention and the scope of the appended claims, which are within the scope of the present invention.

Claims (8)

1. The high-pressure air supply device of the rotor type engine is characterized by comprising a rotor booster shell (10), a rotor (11), a meshing gear pair (13), a high-pressure air supply pipe (8) and a low-pressure air inlet pipe (9); a plurality of low-pressure air inlet ports (16, 17) and a plurality of high-pressure air outlet ports (14, 15) are formed in the rotor supercharger shell (10), the low-pressure air inlet ports (16, 17) and the high-pressure air outlet ports (14, 15) are arranged around the inner wall of the rotor supercharger shell (10) in a staggered mode, the low-pressure air inlet ports are arranged oppositely, and the high-pressure air outlet ports are arranged oppositely;

one end of the high-pressure gas supply pipe (8) is communicated with the in-cylinder direct injection valve (6) through a pipeline, and the other end of the high-pressure gas supply pipe is respectively communicated with the high-pressure exhaust ports (14, 15) through a common rail pipe; one end of the low-pressure gas inlet pipe (9) is used for entering air/gas fuel, and the other end of the low-pressure gas inlet pipe is respectively communicated with low-pressure exhaust ports (16, 17) through a common rail pipe;

the outer surface of the rotor (11) can at least partially abut against the inner peripheral surface of the rotor supercharger shell (10) so as to divide the space inside the shell into a plurality of cavity areas, each cavity area respectively undergoes multiple times of low-pressure air inlet ports (16, 17) and high-pressure air outlet ports (14, 15) when the rotor rotates, and air is compressed at the low-pressure air inlet ports to the high-pressure air outlet ports for air discharge;

an eccentric shaft (12) penetrates through the meshing gear pair (13), and the meshing gear pair (13) drives the rotor (11) to eccentrically rotate in the rotor supercharger shell (10), and the volume between the side surface of the rotor (11) and the rotor supercharger shell (10) changes to compress gas.

2. The high-pressure air supply device of the rotor type engine according to claim 1, wherein the cross section of the rotor booster shell (10) is elliptical, the high-pressure air exhaust first port (14) and the high-pressure air exhaust second port (15) of the high-pressure air supply pipe (8) are oppositely arranged at two ends of the short shaft of the rotor booster shell, and the low-pressure air inlet first port (16) and the low-pressure air inlet second port (17) of the low-pressure air inlet pipe (9) are oppositely arranged at two ends of the long shaft of the rotor booster shell (10).

3. The high-pressure air supply device for a rotary engine according to claim 1, wherein the radial cross section of the rotor (11) is a lux triangle, and three tip portions can abut against the inner peripheral surface of the rotor supercharger housing (10).

4. A dual fuel engine comprising: engine (1), characterized by further comprising a gaseous fuel supply system and a rotor engine high-pressure air supply according to claim 1; the engine (1) is a multi-cylinder engine and comprises a cylinder cover, an engine air inlet pipe (3), an engine exhaust pipe (4), a crankcase and an in-cylinder direct injection valve (6);

the in-cylinder direct injection valve (6) is positioned on the cylinder cover, the gas fuel supply system is used for supplying gas fuel to the gas fuel pipeline (7) under the control of the ECU, one end of the low-pressure gas inlet pipe (9) is communicated with the gas fuel pipeline (7), and the rotor type engine high-pressure gas supply device compresses the gas fuel from the gas fuel pipeline (7) when the rotor rotates and supplies compressed gas with pressure of more than 18Mpa to the engine main combustion chamber through the high-pressure gas supply pipe (8) and the in-cylinder direct injection valve (6);

the crankshaft output end (5) of the crankcase is fixedly connected with a crankshaft clutch, and the crankshaft output end (5) is connected with or disconnected from an eccentric shaft (12) of the rotor type engine high-pressure air supply device through the crankshaft clutch.

5. The dual-fuel engine as claimed in claim 4, characterized in that the operating principle and control strategy of the dual-fuel engine are as follows:

after the engine runs normally, when the engine runs under the economic working condition, the ECU controls the crank clutch to be closed, so that the eccentric shaft (12) is connected with the crank output end (5) to drive the rotor type engine high-pressure air supply device to run; the gas fuel from the low-pressure air inlet port enters the cavity area of the rotor supercharger shell (10), the rotor rotates to compress the gas in the rotor supercharger shell, the gas is respectively conveyed to the in-cylinder direct injection valves (6) through a plurality of high-pressure air outlet ports in sequence, the corresponding in-cylinder direct injection valves (6) are sequentially opened according to the required oil injection timing and ignition sequence, and the gas fuel is injected into the cylinders; a part of the gas fuel compressed by the high-pressure gas supply device of the rotor engine is directly merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve (6), and the redundant part is guided out by the high-pressure common rail pipe and is stored in a high-pressure gas tank;

when the engine runs under the performance working condition and the idle working condition, the ECU controls the crank clutch to be opened, so that the eccentric shaft (12) is disconnected from the crank output end (5), the rotor type engine high-pressure air supply device does not run, and the high-pressure fuel stored in the high-pressure air tank is merged into the high-pressure common rail pipe to be used for fuel supply;

when the engine runs under the idle working condition, the ECU controls the crank clutch to be opened, so that the eccentric shaft (12) is disconnected from the crank output end (5), the rotor type engine high-pressure air supply device does not run, and the high-pressure fuel stored in the high-pressure air tank is combined into the high-pressure common rail pipe to be used for fuel supply.

6. A high-power engine characterized by comprising an engine (1) and the rotor-type engine high-pressure air supply device according to claim 1; the engine (1) is a multi-cylinder engine, the power per liter of the engine is larger than 45kW/L, and the engine comprises a cylinder cover, an engine air inlet pipe (3), an engine exhaust pipe (4), a crankcase and an in-cylinder direct injection valve (6);

the in-cylinder direct injection valve (6) is positioned on the cylinder sleeve, and one end of the low-pressure gas inlet pipe (9) is communicated with the engine inlet pipe (3); the rotor type engine high-pressure air supply device compresses air from the engine air inlet pipe (3) when a rotor rotates and provides compressed air with pressure greater than 18Mpa to the engine main combustion chamber through a high-pressure air supply pipe (8) and an in-cylinder direct injection valve (6);

the crankshaft output end (5) of the crankcase is fixedly connected with a crankshaft clutch, and the crankshaft output end (5) is connected with or disconnected from an eccentric shaft (12) of the rotor type engine high-pressure air supply device through the crankshaft clutch.

7. The high-power engine according to claim 6, wherein the central axis of the injection hole of the in-cylinder direct injection valve (6) makes an angle of 15 to 20 degrees with the side wall of the main combustion chamber.

8. The high power engine of claim 7, wherein the operating principle and control strategy of the high power engine are as follows:

after the engine runs normally, when the engine runs under the economic working condition, the ECU controls the crank clutch to be closed, so that the eccentric shaft (12) is connected with the crank output end (5) to drive the rotor type engine high-pressure air supply device to run; air from a low-pressure air inlet port enters a cavity area of the rotor supercharger shell (10), the rotor rotates to compress air in the rotor supercharger shell, the air is respectively conveyed to the in-cylinder direct air injection valves (6) through a plurality of high-pressure air outlet ports in sequence, the corresponding in-cylinder direct air injection valves (6) are sequentially opened according to the required air supplementing timing and ignition sequence, and high-pressure air is injected into the cylinders; part of air compressed by the high-pressure air supply device of the rotor engine is directly merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve (6), gas is injected into the cylinder at a crank angle of 15-30 degrees, and the redundant part is guided out by the high-pressure common rail pipe and is stored in a high-pressure air tank;

when the engine runs under the performance working condition and the idle working condition, the ECU controls the crank clutch to be opened, so that the eccentric shaft (12) is disconnected from the crank output end (5), the rotor type engine high-pressure air supply device does not run, high-pressure fuel stored in the high-pressure air tank is merged into a high-pressure common rail pipe and is conveyed to the in-cylinder direct-injection valve (6), and gas is injected into the cylinder at the crank angle of 15-30 degrees to be used as fuel supply;

when the engine runs under idle working conditions, the ECU controls the crank clutch to be opened, so that the eccentric shaft (12) is disconnected from the crank output end (5).