CN211500837U - Engine combustion device - Google Patents
Engine combustion device Download PDFInfo
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- CN211500837U CN211500837U CN201922130130.8U CN201922130130U CN211500837U CN 211500837 U CN211500837 U CN 211500837U CN 201922130130 U CN201922130130 U CN 201922130130U CN 211500837 U CN211500837 U CN 211500837U
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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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Abstract
The application discloses an engine combustion device, which comprises a combustion cylinder, a first oil injector, an anti-knock liquid injector, an air inlet channel and a spark plug, wherein the air inlet channel is arranged on the combustion cylinder and used for providing air with certain flow to the combustion cylinder; the anti-knock liquid injector is arranged on the air inlet channel and used for injecting anti-knock liquid into the combustion cylinder; the first oil injector is arranged on the combustion cylinder and used for injecting fuel oil into the combustion cylinder and mixing the fuel oil, air and the anti-knock liquid into a combustible mixed gas in the combustion cylinder; the spark plug is used to generate a spark to ignite the combustible mixture in the combustion cylinder. By utilizing the characteristic of latent heat absorption of vaporization of the anti-knock liquid, the combustion temperature in the combustion cylinder is effectively reduced, and the knocking of the engine is inhibited, so that the combustion performance of the engine in a high-load area can be improved, and the power output of the engine is improved.
Description
Technical Field
The embodiment of the application relates to the technical field of internal combustion engines, in particular to an engine combustion device.
Background
Gasoline engines are one of the primary power plants of vehicles. Gasoline engine uses gasoline as main fuel, when gasoline is injected into combustion cylinder of engine by gasoline nozzle, and mixed with air entering cylinder to form mixed gas, and ignited by spark plug, it can produce high-temp. high-pressure gas to drive piston to make it move up and down, and finally the internal energy can be converted into rotary mechanical energy by means of crank-connecting rod mechanism connected with piston and outputted.
At present, a direct injection turbocharging gasoline engine is the mainstream technology of the gasoline engine, the miniaturization of the gasoline engine is realized through a gasoline engine direct injection (GDI) technology and a turbocharging technology, the power per liter and the torque per liter of the engine are improved, and the oil consumption performance of the gasoline engine is improved. However, the miniaturization of gasoline engines also causes an increasing thermal load on the combustion in the cylinder, which leads to problems such as premature ignition, knocking, and damage to system components due to excessive exhaust gas temperature. Therefore, there is a need in the art for an apparatus that can improve the combustion performance of an engine in a high load region.
SUMMERY OF THE UTILITY MODEL
In view of the above, the present application provides an engine combustion apparatus to improve combustion performance of an engine in a high load region.
The embodiment of the application provides an engine combustion device, which comprises a combustion cylinder, a first oil injector, an anti-knock liquid injector, an air inlet channel and a spark plug, wherein the air inlet channel is arranged on the combustion cylinder and used for providing air with a certain flow to the combustion cylinder; the anti-knock liquid injector is arranged on the air inlet channel and used for injecting anti-knock liquid into the combustion cylinder; the first oil injector is arranged on the combustion cylinder and used for injecting fuel oil into the combustion cylinder and mixing the fuel oil, air and the anti-knock liquid into a combustible mixed gas in the combustion cylinder; the spark plug is used to generate a spark to ignite the combustible mixture in the combustion cylinder.
Optionally, in any embodiment of the present application, the fuel injection system further comprises a second fuel injector, which is arranged on the intake passage and is used for injecting fuel into the combustion cylinder.
Optionally, in any embodiment of the present application, the fuel injection system further comprises an air passage injector for fixing the second fuel injector and the anti-knock liquid injector, and supplying fuel to the second fuel injector and anti-knock liquid to the anti-knock liquid injector.
Optionally, in any embodiment of the present application, the air passage injector includes a fuel chamber, an anti-knock liquid chamber, a partition separating the fuel chamber and the anti-knock liquid chamber.
Optionally, in any embodiment of the present application, the air passage injector further comprises at least one fuel outlet and at least one anti-knock liquid outlet, the fuel outlet being disposed entirely within the fuel chamber for providing fuel to the second fuel injector; the anti-knock liquid outlet is disposed entirely within the anti-knock liquid chamber for providing anti-knock liquid to the anti-knock liquid injector.
Optionally, in any embodiment of the present application, the partition comprises two layers connected together, wherein one layer is connected to the outer wall of the fuel chamber and the other layer is connected to the outer wall of the anti-knock liquid chamber; or the partition plate comprises one layer, wherein one surface of the partition plate is connected with the outer wall of the fuel oil cavity, and the other surface of the partition plate is connected with the outer wall of the anti-knock liquid cavity.
Optionally, in any embodiment of the present application, the intake passage includes a first flow passage and a second flow passage, the anti-knock liquid injector is disposed on the first flow passage, and the second fuel injector is disposed on the second flow passage.
Optionally, in any embodiment of the present application, the air inlet includes a first mounting hole and a second mounting hole, and the first mounting hole is used for mounting the anti-knock liquid injector and is sealed by using a rubber sealing ring; the second mounting hole is used for mounting the second oil injector and is sealed by a rubber sealing ring.
Optionally, in any embodiment herein, the anti-knock liquid is methanol or ethanol.
Optionally, in any embodiment of the present application, the first fuel injector is disposed at an upper top or side of the combustion cylinder.
The engine combustion device comprises a combustion cylinder, a first oil injector, an anti-knock liquid injector, an air inlet channel and a spark plug, wherein the air inlet channel is arranged on the combustion cylinder and used for providing air with a certain flow to the combustion cylinder; the anti-knock liquid injector is arranged on the air inlet channel and used for injecting anti-knock liquid into the combustion cylinder; the first oil injector is arranged on the combustion cylinder and used for injecting fuel oil into the combustion cylinder and mixing the fuel oil, air and the anti-knock liquid into a combustible mixed gas in the combustion cylinder; the spark plug is used to generate a spark to ignite the combustible mixture in the combustion cylinder. In the embodiment, the characteristic of latent heat absorption of vaporization of the anti-knock liquid is utilized, the combustion temperature in the combustion cylinder is effectively reduced, and the knock of the engine is inhibited, so that the combustion performance of the engine in a high-load area can be improved, and the power output of the engine is improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic view of an engine combustion apparatus according to one embodiment of the present disclosure;
fig. 2 is a schematic diagram of an airway ejector according to an embodiment of the present application.
Detailed Description
It is not necessary for any particular embodiment of the invention to achieve all of the above advantages at the same time.
In order to make the technical solution of the present invention better understood, the technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Example one
Referring to FIG. 1, a schematic diagram of an engine combustion apparatus according to an embodiment of the present disclosure is shown; referring to FIG. 2, a schematic diagram of an airway jet according to an embodiment of the present application is shown.
As shown in fig. 1 and 2, the present embodiment provides an engine combustion apparatus including: the device comprises a combustion cylinder 101, a first fuel injector 102, an anti-knock liquid injector 103, an intake passage 106 and a spark plug 104, wherein the intake passage 106 is arranged on the combustion cylinder 101 and is used for providing air with a certain flow rate to the combustion cylinder 101; the anti-knock liquid injector 103 is arranged on the air inlet channel 106 and is used for injecting anti-knock liquid into the combustion cylinder 101; the first fuel injector 102 is arranged on the combustion cylinder 101 and used for injecting fuel into the combustion cylinder 101 and mixing the fuel, air and anti-knock liquid into a combustible mixture in the combustion cylinder 101; the spark plug 104 is used to generate a spark to ignite the combustible mixture in the combustion cylinder 101.
In this embodiment, the engine combustion apparatus may be a portion of the fuel engine for combusting fuel to do work, and the fuel engine provides power for the vehicle by combusting fuel to do work. The combustion cylinder 101 comprises a combustion chamber, which is the combustion cylinder 101 space above the piston crown when the piston is at top dead center. The anti-knock liquid injector 103 is arranged on the air inlet channel 106 of the engine combustion device, the anti-knock liquid is injected into the combustion cylinder 101, the combustion temperature in the combustion cylinder 101 is effectively reduced by utilizing the characteristic of latent heat of vaporization of the anti-knock liquid, the knocking of the engine is inhibited, and therefore the combustion performance of the engine in a high-load area can be improved, and the power output of the engine is improved.
In addition, the fuel oil can be gasoline, diesel oil and the like, and the fuel oil is not limited in the application.
Optionally, the anti-knock liquid is methanol or ethanol. Therefore, the engine combustion device can realize multi-fuel injection so as to realize the effects of energy conservation and emission reduction. In addition, the antiknock liquid can also be water, a mixed liquid of water and methanol, or a mixed liquid of water and/or ethanol. The alcohol fuel is added into water to raise the freezing point of water and improve the low temperature adaptability of the engine combustion device.
Alternatively, the first fuel injector 102 is disposed at the upper top or side of the combustion cylinder 101. An ignition plug 104 is mounted on the upper top of the combustion cylinder 101. If first injector 102 is also disposed at the upper top portion of combustion cylinder 101, first injector 102 can inject fuel directly to a position near spark plug 104, and it is easier to ignite a combustible mixture when spark plug 104 ignites. If the first injector 102 is disposed on the side of the combustion cylinder 101, the installation position of the ignition plug 104 may be avoided, so as to reduce the structural complexity of the top of the combustion cylinder 101, and thus reduce the design difficulty and the assembly difficulty of the top of the combustion cylinder 101.
Optionally, the engine combustion apparatus further comprises a second fuel injector 105, and the second fuel injector 105 is disposed on the intake passage 106 and is used for injecting fuel into the combustion cylinder 101.
Wherein the second injector 105 may inject fuel into the intake port 106, which is mixed with air and enters the combustion cylinder 101, during an intake stroke of the engine. Therefore, the engine combustion device integrates the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103, and the working mode of the engine combustion device can be controlled by controlling the working states of the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103 according to the operating condition requirement of the engine, so that the effects of energy conservation and emission reduction are achieved.
For example, the engine combustion device can select four working modes according to the running load working condition of the engine, and the performance of the engine is improved. The working modes of the device can comprise:
in the first working mode, when the engine is in cold start or in small-load working condition operation, the first oil injector 102 and the anti-knock liquid injector 103 stop working, and the second oil injector 105 works to realize an air passage oil injection mode so as to realize low emission of the engine.
And in the second working mode, when the engine runs under the working condition of medium and high load, the second oil injector 105 and the anti-knock liquid injector 103 stop working, and the first oil injector 102 works to realize an in-cylinder direct injection mode so as to improve the power performance of the engine and reduce oil consumption.
And in the third working mode, when the engine is in a high-load working condition, the second oil injector 105 stops working, the first oil injector 102 and the anti-knock liquid injector 103 work, and a combination mode of direct injection in the cylinder and anti-knock liquid injection is realized, so that the equivalent ratio combustion is realized on the basis of ensuring the excellent power output of the engine, and the oil consumption and the emission are reduced.
And in the fourth working mode, when the engine runs under the working condition of medium and high load, the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103 all work to realize a combined mode of double fuel injection and anti-knock liquid injection so as to realize low oil consumption and low emission. If the anti-knock liquid is methanol or ethanol, the engine combustion device can realize multi-fuel injection so as to realize the effects of energy conservation and emission reduction.
Therefore, the engine combustion device can control the working states of the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103 according to the operating condition requirements of the engine, realize different control strategies of anti-knock liquid injection and fuel injection, and achieve the effects of energy conservation and emission reduction.
The intake passage 106 comprises a first flow passage 116 and a second flow passage 126, the anti-knock liquid injector 103 is arranged on the first flow passage 116, and the second fuel injector 105 is arranged on the second flow passage 126. Thereby allowing fuel and the anti-knock liquid to enter the combustion cylinder 101 through different gas passages and preventing the fuel and the anti-knock liquid from mixing outside the combustion cylinder 101.
The air inlet channel 106 comprises a first mounting hole and a second mounting hole, wherein the first mounting hole is used for mounting the anti-knock liquid injector 103 and is sealed by using a rubber sealing ring; the second mounting hole is used for mounting the second fuel injector 105 and is sealed by a rubber seal ring. Through rubber seal to first mounting hole and second mounting hole sealed, can improve sealed effect, prevent that fuel or antiknock liquid from spilling in first mounting hole and the second mounting hole, cause the pollution to other parts of engine.
Optionally, the engine combustion device further comprises an air passage injector 200, and the air passage injector 200 is used for fixing the second oil injector 105 and the anti-knock liquid injector 103, supplying fuel oil to the second oil injector 105 and supplying anti-knock liquid to the anti-knock liquid injector 103.
The second oil injector 105 and the anti-knock liquid injector 103 can be fixed on a cylinder cover of the engine by one air passage injector 200, so that the integrated installation of the second oil injector 105 and the anti-knock liquid injector 103 is realized, and the arrangement difficulty is reduced. And airway injector 200 may provide pressure stabilized fuel and anti-knock liquid to second fuel injector 105 and anti-knock liquid injector 103 to enable various operating modes of second fuel injector 105 and anti-knock liquid injector 103.
The gas channel injector 200 comprises a fuel oil cavity 201, an anti-knock liquid cavity 202 and a partition plate 203, wherein the partition plate 203 separates the fuel oil cavity 201 from the anti-knock liquid cavity 202. For example, the cavity of the air passage injector 200 is rectangular, a partition plate 203 is disposed at the central axis of the cavity of the air passage injector 200, and the cavity of the air passage injector 200 is divided into a fuel oil cavity 201 and an anti-knock liquid cavity 202 by the partition plate 203, so that the air passage injector 200 can simultaneously supply fuel oil and anti-knock liquid.
Wherein the air passage injector 200 further comprises at least one fuel outlet 206 and at least one anti-knock liquid outlet 208, the fuel outlet 206 being disposed entirely within the fuel chamber 201 for providing fuel to the second fuel injector 105; the antiknock liquid outlet 208 is disposed entirely within the antiknock liquid chamber 202 for providing antiknock liquid to the antiknock liquid injector 103.
The fuel outlet 206 and the anti-knock liquid outlet 208 may be used as nozzle mounting holes, for example, the fuel outlet 206 may be used to mount an oil inlet of the second oil injector 105 for injecting fuel into the second oil injector 105, and the anti-knock liquid outlet 208 may be used to mount an oil inlet of the anti-knock liquid injector 103 for injecting anti-knock liquid into the anti-knock liquid injector 103. Therefore, two nozzle mounting ports are integrated in the same air flue ejector 200, and the difficulty in spatial arrangement of nozzles with different media is reduced. Additionally, if the engine includes multiple combustion cylinders 101, multiple sets of fuel outlets 206 and anti-knock liquid outlets 208 may be provided on the port injector 200.
For example, airway injector 200 includes a fuel outlet 206 and an anti-knock liquid outlet 208, and diaphragm 203 is curved at fuel outlet 206 and anti-knock liquid outlet 208 such that fuel outlet 206 and anti-knock liquid outlet 208 are disposed on the central axis of the cavity of airway injector 200, such that the positions of fuel outlet 206 and anti-knock liquid outlet 208 correspond to the positions of second injector 105 and anti-knock liquid injector 103 mounted in intake port 106, to facilitate securing second injector 105 and anti-knock liquid injector 103 to fuel outlet 206 and anti-knock liquid outlet 208, respectively. Of course, the partition 203 may be configured in any suitable shape, such as rectangular, triangular, etc., so that the partition 203 avoids the fuel outlet 206 and the anti-knock liquid outlet 208, which is not limited in this application. If the engine is a four-cylinder engine, the air passage injector 200 is provided with four groups of fuel outlets 206 and anti-knock liquid outlets 208, and each group of fuel outlets 206 and anti-knock liquid outlets 208 corresponds to the installation positions of the second fuel injector 105 and the anti-knock liquid injector 103 on the air inlet passage 106, so that the integrated installation of the second fuel injector 105 and the anti-knock liquid injector 103 is realized.
Wherein the partition 203 comprises two layers connected together, one layer is connected with the outer wall of the fuel oil chamber 201, and the other layer is connected with the outer wall of the anti-knock liquid chamber 202; alternatively, the partition 203 may comprise a layer, one side of which is connected to the outer wall of the fuel chamber 201 and the other side of which is connected to the outer wall of the anti-knock liquid chamber 202. For example, when the separator 203 includes two layers connected together, the two layers of the separator 203 are connected together by multi-spot welding. When the partition plate 203 is a single layer, the partition plate 203 protrudes from the surface of the gas passage injector 200 and is welded to the outside of the fuel chamber 201 and the detonation liquid chamber.
In a particular application scenario, the engine combustion apparatus comprises: cylinder, combustion chamber, piston, intake port 106, exhaust port 108, intake valve 107, exhaust valve 109, spark plug 104, anti-knock liquid injector 103, first injector 102, second injector 105, air passage injector 200, etc.
Wherein, be provided with the piston in the cylinder, the combustion chamber is when the piston is at top dead center, the cylinder space of piston top. The cylinder is connected with an air inlet channel 106 through an air inlet valve 107, and an air channel between the air inlet channel 106 and a combustion chamber in the cylinder is controlled to be opened or closed by controlling the opening or closing of the air inlet valve 107; the cylinder is connected to the exhaust passage 108 through an exhaust valve 109, and the opening and closing of the gas passage between the exhaust passage 108 and the combustion chamber in the cylinder are controlled by controlling the opening and closing of the exhaust valve 109. The air inlet channel 106 comprises a first flow channel 116 and a second flow channel 126, and the anti-knock liquid injector 103 is arranged on the first flow channel 116 and is used for injecting anti-knock liquid into the combustion chamber; a second fuel injector 105 is provided on the second flow passage 126 for injecting fuel into the combustion chamber. The first fuel injector 102 is provided at the upper top or side of the cylinder for injecting fuel directly into the combustion chamber. The fuel oil, air and anti-knock liquid are mixed in the combustion chamber to form combustible mixed gas. A spark plug 104 is provided at the upper top of the cylinder for generating a spark into the combustion chamber to ignite a combustible mixture therein.
Wherein, air passage injector 200 can also be called air passage injection double-track, and air passage injector 200 includes fuel cavity 201, antiknock liquid cavity 202, baffle 203, fuel inlet 205, antiknock liquid inlet 207, antiknock liquid outlet 208, fuel inlet 205. A partition 203 separates the fuel chamber 201 and the antiknock liquid chamber 202. The fuel inlet 205 is connected to the fuel chamber 201 for supplying fuel into the fuel chamber 201 and maintaining the fuel in the fuel chamber 201 at a certain pressure. A fuel outlet 206 is disposed entirely within the fuel chamber 201 and is connected to an inlet port of the second fuel injector 105 for injecting fuel into the second fuel injector 105. Similarly, the anti-knock liquid inlet 207 is connected to the anti-knock liquid chamber 202 for delivering the anti-knock liquid into the anti-knock liquid chamber 202 and maintaining the anti-knock liquid in the anti-knock liquid chamber 202 at a certain pressure. The antiknock liquid is completely placed in the antiknock liquid cavity 202 and is connected with the oil inlet of the second oil injector 105, and is used for injecting the antiknock liquid into the second oil injector 105.
The engine can be a four-stroke oil engine, and the stroke of the engine comprises an air inlet stroke, a compression stroke, a power stroke and an exhaust stroke. The operation of the engine combustion apparatus is illustrated in the operating mode in which first fuel injector 102, second fuel injector 105, and anti-knock liquid injector 103 are all operated when the engine is operating at medium and high load conditions.
In the intake stroke, the exhaust valve 109 is closed, the intake valve 107 is opened, and the gas passage between the intake passage 106 and the combustion chamber is opened. The crankshaft rotates to enable the piston to move from the top dead center to the bottom dead center, the volume above the piston is increased, and the pressure of the combustion chamber is reduced. The anti-knock liquid injector 103 injects anti-knock liquid into the air intake duct 106, and the anti-knock liquid is mixed with air and then enters the combustion chamber under the action of pressure difference. The second injector 105 injects fuel into the intake port 106, where the fuel is mixed with air and enters the combustion chamber under the action of the pressure difference. First injector 102 injects fuel into the combustion chamber so that the fuel is mixed with air and anti-knock liquid drawn into the combustion chamber to form a combustible mixture. The crankshaft rotates half a cycle, the piston moves to bottom dead center, the intake valve 107 closes, and the intake stroke ends.
During the compression stroke, intake valve 107 and exhaust valve 109 close, the crankshaft continues to rotate, the piston moves from bottom dead center to top dead center, the volume above the piston decreases, and the combustible mixture is compressed, increasing the temperature and pressure within the combustion chamber. The compression ratio of an engine is the ratio of the total volume of the combustion chambers to the volume of the combustion chambers, which reflects the degree to which the gas in the cylinder is compressed. The larger the compression ratio, the higher the pressure and temperature of the mixture at the end of compression, which is more advantageous for increasing the power of the engine. However, the compression ratio is limited by the anti-knock performance of the fuel, and the compression ratio is not too large, otherwise, the detonation of combustible mixture in a combustion chamber can be caused, and the engine knocks. Therefore, the engine combustion device effectively reduces the temperature in the combustion chamber by utilizing the characteristic of latent heat of vaporization of the anti-detonation liquid so as to inhibit the detonation of the combustible mixture in the compression stroke and further inhibit the detonation of the engine. Therefore, the engine combustion apparatus can employ a higher compression ratio to improve the combustion performance of the engine in a high load region.
During the power stroke, the intake valve 107 and the exhaust valve 109 are closed, when the piston reaches an ignition angle, the spark plug 104 emits electric sparks, the combustible mixture is ignited to burn rapidly, the pressure and the temperature of gas in the combustion chamber are increased rapidly, the piston is pushed to move from the top dead center to the bottom dead center, and the crankshaft is rotated through the connecting rod to apply power to the outside. The ignition angle is the angle the crankshaft rotates during the period from the time of ignition until the piston reaches compression top dead center. Because the anti-detonation liquid can inhibit the detonation of the combustible mixture, the ignition angle of the engine can be greatly advanced, so that the engine can obtain the best dynamic property and economy.
In the exhaust stroke, the intake valve 107 is closed, the exhaust valve 109 is opened, the gas passage between the exhaust passage 108 and the combustion chamber is opened, the crankshaft continues to rotate, so that the piston moves from the bottom dead center to the top dead center, and the exhaust gas after expansion work is extruded to the exhaust passage 108 from the combustion chamber.
Therefore, the engine combustion device can adopt a higher compression ratio, and the engine can greatly advance the ignition angle so as to further reduce the oil consumption. Meanwhile, the anti-detonation liquid is injected to replace a fuel oil enrichment strategy under a high-speed and high-load working condition so as to achieve the purpose of reducing the exhaust temperature, realize the full-working-condition equivalence ratio combustion, and obviously reduce the oil consumption and the tail gas emission. Therefore, the engine combustion device can improve the combustion performance of the engine and improve the power output of the engine.
When other working modes are selected, one or more of the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103 are closed only on the basis of the working process of the engine combustion device. Therefore, the engine combustion device can realize different anti-knock liquid injection and fuel injection control strategies according to the operating condition requirements of the engine, and achieves the effects of energy conservation and emission reduction.
For example, in a first mode of operation, first fuel injector 102, anti-knock liquid injector 103 are deactivated, and second fuel injector 105 is activated; in a second working mode, the second oil injector 105 and the anti-knock liquid injector 103 stop working, and the first oil injector 102 works; in a third mode of operation, second fuel injector 105 is deactivated and first fuel injector 102 and anti-knock liquid injector 103 are operated.
In addition, by controlling the injection ratio of first injector 102, second injector 105, and anti-knock liquid injector 103, the mixing ratio of gasoline and anti-knock liquid in the mixed gas can be controlled. Therefore, the engine can reach the optimal working state under various working conditions.
By above the embodiment of the utility model provides a can see, this application engine combustion apparatus utilizes the latent endothermic characteristic of anti liquid vaporization of knocking, effectively reduces the combustion temperature in the combustion cylinder 101, suppresses the knocking of engine to can improve the combustion performance of engine in the high load region. In addition, the working states of the first oil injector 102, the second oil injector 105 and the anti-knock liquid injector 103 can be controlled according to the operating condition requirements of the engine, different control strategies of anti-knock liquid injection and fuel injection are realized, and the effects of energy conservation and emission reduction are achieved. In addition, the anti-knock liquid nozzle of the air passage and the second oil sprayer 105 are fixedly installed by the air passage injector 200, so that the integrated installation of the anti-knock liquid nozzle and the gasoline nozzle is realized, the engine combustion device is compact in structure and high in integrated degree, and the spatial arrangement difficulty of nozzles with different media is reduced.
It should be noted that, in the present specification, all the embodiments are described in a progressive manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the modules illustrated as separate components may or may not be physically separate, and the components suggested as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only one specific embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. An engine combustion device, comprising a combustion cylinder, a first injector, an anti-knock liquid injector, an intake port and a spark plug, wherein,
the air inlet channel is arranged on the combustion cylinder and used for providing air with a certain flow rate to the combustion cylinder;
the anti-knock liquid injector is arranged on the air inlet channel and used for injecting anti-knock liquid into the combustion cylinder;
the first oil injector is arranged on the combustion cylinder and used for injecting fuel oil into the combustion cylinder and mixing the fuel oil, air and the anti-knock liquid into a combustible mixed gas in the combustion cylinder;
the spark plug is used to generate a spark to ignite the combustible mixture in the combustion cylinder.
2. The engine combustion apparatus of claim 1, further comprising a second fuel injector disposed on the intake port for injecting fuel into the combustion cylinder.
3. The engine combustion apparatus of claim 2, further comprising an air passage injector for securing the second fuel injector and the anti-knock liquid injector and providing fuel to the second fuel injector and anti-knock liquid to the anti-knock liquid injector.
4. The engine combustion apparatus of claim 3, wherein the air passage injector includes a fuel chamber, an anti-knock liquid chamber, a partition separating the fuel chamber and the anti-knock liquid chamber.
5. The engine combustion apparatus of claim 4, wherein said air passage injector further includes at least one fuel outlet and at least one anti-detonation liquid outlet, said fuel outlet being disposed entirely within said fuel cavity for providing fuel to said second fuel injector; the anti-knock liquid outlet is disposed entirely within the anti-knock liquid chamber for providing anti-knock liquid to the anti-knock liquid injector.
6. The engine combustion apparatus of claim 4, wherein the baffle comprises two layers connected together, one layer being connected to the outer wall of the fuel chamber and the other layer being connected to the outer wall of the antiknock liquid chamber; or the partition plate comprises one layer, wherein one surface of the partition plate is connected with the outer wall of the fuel oil cavity, and the other surface of the partition plate is connected with the outer wall of the anti-knock liquid cavity.
7. The engine combustion apparatus of claim 2, wherein the intake passage includes a first flow passage and a second flow passage, the anti-knock liquid injector being disposed on the first flow passage, the second fuel injector being disposed on the second flow passage.
8. The engine combustion device of claim 2, wherein the intake duct includes a first mounting hole and a second mounting hole, the first mounting hole is used for mounting the anti-knock liquid injector and is sealed by a rubber sealing ring; the second mounting hole is used for mounting the second oil injector and is sealed by a rubber sealing ring.
9. The engine combustion device of claim 1, wherein the anti-knock liquid is methanol or ethanol.
10. The engine combustion apparatus of claim 1, wherein the first fuel injector is disposed at an upper top or side of the combustion cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922130130.8U CN211500837U (en) | 2019-11-29 | 2019-11-29 | Engine combustion device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922130130.8U CN211500837U (en) | 2019-11-29 | 2019-11-29 | Engine combustion device |
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| Publication Number | Publication Date |
|---|---|
| CN211500837U true CN211500837U (en) | 2020-09-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922130130.8U Active CN211500837U (en) | 2019-11-29 | 2019-11-29 | Engine combustion device |
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| Country | Link |
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| CN (1) | CN211500837U (en) |
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