WO2011063742A1 - 一种专用的均质压燃式发动机 - Google Patents
一种专用的均质压燃式发动机 Download PDFInfo
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- WO2011063742A1 WO2011063742A1 PCT/CN2010/079061 CN2010079061W WO2011063742A1 WO 2011063742 A1 WO2011063742 A1 WO 2011063742A1 CN 2010079061 W CN2010079061 W CN 2010079061W WO 2011063742 A1 WO2011063742 A1 WO 2011063742A1
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- cylinder
- engine
- compression ratio
- ignition
- homogeneous
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
- F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
-
- 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
Definitions
- the invention relates to a homogeneous compression ignition engine, in particular to a special homogeneous compression ignition engine which adopts a homogeneous compression ignition combustion mode under all working conditions of an engine.
- a homogeneous compression ignition combustion mode of a conventional homogeneous compression ignition HCCI (Homogeneous Charge Compression Ignition) engine is a multi-point ignition combustion of a uniform mixed gas in a cylinder, which has the characteristics of low temperature combustion and rapid reaction, and thus has Higher cycle thermal efficiency and lower emissions energy saving and environmental benefits.
- HCCI Homogeneous Charge Compression Ignition
- the present invention provides an engine that operates only in a homogeneous compression ignition mode, capable of accurately controlling the ignition timing of a homogeneous compression ignition of the engine under all operating conditions.
- an engine of a dedicated homogeneous compression ignition mode which operates in a homogeneous compression ignition mode under all operating conditions of the engine, including: a homogeneous mixture forming device for combustion in the engine Forming a homogeneous fuel-air mixture in the chamber, and a compression ignition device for igniting the homogeneous fuel-air mixture in the combustion chamber at a predetermined ignition timing, the compression ignition device comprising at least one of the following devices : an ignition abrupt control device that compresses a homogeneous fuel-air mixture in a combustion chamber by instantaneously increasing a combustion chamber pressure at an ignition timing; and an ignition gradual control device that gradually changes the combustion chamber pressure
- the homogeneous fuel-air mixture in the combustion chamber is compression-ignited at the ignition timing; wherein the ignition abrupt control device comprises: an in-cylinder gas pressure abrupt control device, including a high-pressure gas in-cylinder supply device, for supplying the device through the high-pressure gas cylinder
- the ignition timing supplies high-pressure air to the combustion chamber
- the homogeneous mixed gas forming apparatus includes one of the following devices: a combustible mixture forming device in communication with an intake passage of the engine, and a fuel injection disposed on an intake passage of the engine For injecting fuel into the intake port, and a fuel injector disposed on the cylinder head to inject fuel into the combustion chamber, wherein the combustible mixture forming device includes a secondary pipe in communication with the intake pipe, the secondary pipe including An intake port and an exhaust port of the auxiliary pipe connected to the intake port, a fuel injector disposed at a downstream end of the auxiliary pipe in the intake port, and a fan disposed in the auxiliary pipe.
- the high-pressure gas in-cylinder supply device includes an air compressor, a gas storage tank, an intake valve disposed in a pipe connecting the air compressor and the gas storage tank, and a communication passage provided in the gas storage tank and the combustion chamber The exhaust valve on the.
- the compression ratio changing device of the engine compression ratio abrupt control device comprises: a piston having an upper portion and a lower portion, a spring being disposed between the upper portion and the lower portion of the piston, and a lock being mounted on the upper portion a hook, the lock hook can be locked by a switch provided in a lower portion, the connecting line of the switch is connected from the connecting rod and the crankshaft to the engine control unit ECU through a brush, and at the moment of ignition timing, the switch is at The lock hook is released under the control of the engine control unit, and the upper portion is raised by the action of the spring to instantaneously change the compression ratio so that the mixture is always compressed at the ignition timing.
- the compression ratio changing device of the engine compression ratio gradation control device comprises: a sub-cylinder provided on the cylinder head, the sub-cylinder is in communication with the combustion chamber, and the sub-piston is disposed in the sub-cylinder, and the piston is adjusted
- the drive of the mechanism (27) reciprocates within the secondary cylinder.
- the adjustment mechanism comprises a hydraulic adjustment mechanism having a pump.
- the adjustment mechanism comprises: a secondary link fixedly coupled to the secondary piston, a gear having a central bore threadedly coupled to the secondary link, a turbine driving the gear and a motor (42) driving the turbine.
- the compression ratio changing means of the engine compression ratio gradation control means comprises: an upper portion of an engine including a fixedly connected or integrated cylinder head and a cylinder block, and a lower portion of an engine including a crankcase, said upper portion passing The adjustment mechanism is coupled to the lower portion, the adjustment mechanism changing the compression ratio by changing the distance between the upper portion and the lower portion so that the mixture is always compressed at the ignition timing.
- the compression ratio changing means of the engine compression ratio gradation control means comprises: an upper portion of an engine including a fixedly connected or integrated cylinder head and a cylinder block, and a lower portion of an engine including a crankcase, said upper portion passing The adjustment mechanism is coupled to the lower portion, the adjustment mechanism changing the compression ratio by changing the relative angle between the upper portion and the lower portion, so that the mixture is always in the ignition When it is compressed.
- the compression ratio changing means of the engine compression ratio gradation control means comprises: a piston having an upper portion and a lower portion, an adjustment mechanism being provided between the upper portion and the lower portion of the piston, the adjustment mechanism being in the engine control unit
- the height of the piston is changed under the control of the ECU to change the compression ratio so that the mixture is always compressed at the ignition timing.
- the compression ratio changing means of the engine compression ratio gradation control means comprises: an eccentric for supporting the crankshaft, the motor of the eccentric is driven by a sector gear provided on the eccentric, the motor under the control of the engine control unit The driving eccentric rotates, and the position of the crankshaft changes with respect to the position of the cylinder head, so that the compression ratio can be continuously adjusted so that the mixed gas is always compressed at the ignition timing.
- the compression ratio changing device of the engine compression ratio gradation control device comprises: an eccentric for supporting a joint between the big end of the connecting rod and the crank, and the motor of the eccentric is driven by the sector gear provided on the eccentric, in the engine Under the control of the control unit, the motor drives the eccentric to rotate, and the position of the crankshaft and the link changes with respect to the position of the cylinder head, so that the compression ratio can be continuously adjusted so that the mixture is always compressed at the ignition timing.
- the compression ratio changing means of the engine compression ratio gradation control means comprises: an upper section and a lower section of the connecting rod, a lever connected at one end to the upper and lower sections of the connecting rod, and an adjusting mechanism connected to the other end of the operating lever, in the engine Under the control of the control unit, the control adjustment mechanism dynamically changes the compression ratio by moving the other end of the joystick so that the mixture is always compressed at the ignition timing.
- the compression ratio changing device of the engine compression ratio abrupt control device comprises: a secondary cylinder disposed near a position of the cylinder, the outlet of the secondary cylinder being coupled to the cylinder head through a pipe, so that the space in the secondary cylinder and the cylinder are a combustion chamber is connected, a secondary piston is disposed in the secondary cylinder, and a driving device for driving the secondary piston is driven by the engine control unit ECU during a time from the start of the intake to the required ignition timing.
- the piston descends, the volume of the secondary cylinder increases, so that the pressure in the cylinder is less than the condition required for the homogeneous mixed air pressure.
- the driving device causes the secondary piston to rapidly ascend, the secondary cylinder volume Rapidly decreasing, the pressure and temperature in the cylinder rise instantaneously to cause the homogeneous mixture to be compression-ignited at the ignition timing.
- the driving device comprises: a sub-link fixedly connected to the auxiliary piston at one end, a cam at the other end of the auxiliary link, a spring fitted between one end of the secondary link and the lower cylinder cover, an armature fixed to the secondary link, and a solenoid valve disposed on one side of the armature and used to lock the armature
- the cam drive sub-link drives the sub-piston down, the sub-cylinder volume increases, the homogeneous mixture is drawn from the cylinder, and the spring is compressed, descending to a certain position, and the vice
- the armature fixedly connected by the connecting rod is locked by the electromagnetic valve and cannot be descended, the cam continues to rotate, and the convex portion of the cam leaves the other end of the auxiliary connecting rod; at the timing of the ignition timing, the electromagnetic valve is opened to release the armature under the spring force
- the auxiliary link drives the secondary piston to move up quickly, discharging the homogeneous mixture into the cylinder.
- the driving device comprises: a secondary link fixedly connected to the secondary piston at one end, a spring seat fixedly connected to the other end of the secondary link, a cam driving the spring seat, and an armature fixed on the secondary link, a spring fitted on the secondary link between the spring seat and the armature, a return spring (15) fitted on the secondary link between the armature to the lower cylinder head, and an electromagnetic arrangement on the side of the armature for locking the armature
- the valve, the first and second solenoid valves disposed on one side of the armature and used to lock the armature.
- the driving device comprises: a spring connecting rod fixedly connected to the auxiliary piston at one end and a spring seat fixedly connected to the other end of the auxiliary connecting rod, the spring seat being fixed on the engine body and fixed on the auxiliary connecting rod
- the driving device comprises: a rack fixedly connected to the secondary piston at one end, an armature fixed to the rack, a spring set between the lower cylinder head and the secondary piston, and a side of the rack (20)
- the meshing gear, the motor that drives the gear, and the solenoid valve that is placed on one side of the armature and that is used to lock the armature.
- the compression ratio changing device comprises: an elastically adjustable secondary cylinder mounted on the cylinder head, the secondary cylinder is in communication with the combustion chamber, a secondary piston is disposed in the secondary cylinder, and the piston passes the adjustment mechanism
- the drive reciprocates in the secondary cylinder, wherein before the homogeneous mixed air pressure, the elastic force of the elastically adjustable secondary cylinder is larger, and the volume of the elastically adjustable secondary cylinder is smaller, after the homogeneous fuel-air mixture is compressed
- the elastic force of the sub-cylinder with adjustable elasticity is small, so that the volume of the elastically adjustable auxiliary cylinder is increased, and the shock absorption effect is achieved.
- H It can be fueled by gasoline, diesel, ethanol, natural gas, etc., or a mixture of various fuels;
- FIG. 1 is a schematic structural view of a device for forming a combustible mixture
- FIG. 2 is a schematic view showing the structure of a first dedicated homogeneous compression ignition engine of the first aspect
- FIG. 4 is a schematic structural view of a first dedicated homogeneous compression ignition engine of the second aspect
- FIG. 5 is a second dedicated embodiment of the second aspect
- FIG. 6 is a schematic structural view of a third dedicated homogeneous compression ignition engine of the second aspect
- FIG. 7 is a structure of a fourth dedicated homogeneous compression ignition engine of the second aspect.
- FIG. 8 is a schematic structural view of a fifth dedicated homogeneous compression ignition engine of the second aspect
- FIG. 8 is a schematic structural view of a fifth dedicated homogeneous compression ignition engine of the second aspect
- FIG. 9 is a schematic structural view of a sixth dedicated homogeneous compression ignition engine of the second mode;
- Figure 10 is a schematic structural view of a seventh dedicated homogeneous compression ignition engine of the second aspect;
- Figure 11 is a schematic structural view of an eighth dedicated homogeneous compression ignition engine of the second aspect;
- 2 is a schematic structural view of a ninth dedicated homogeneous compression ignition engine;
- FIG. 13 is a schematic structural view of a tenth dedicated homogeneous compression ignition engine of the second aspect;
- FIG. 14 is a dedicated homogenization of the third aspect Schematic diagram of a compression-ignition engine
- Figure 15 is a schematic view showing the structure of a dedicated homogeneous compression-ignition engine equipped with an elastic secondary cylinder
- Figure 16 is a structure of a dedicated homogeneous compression-ignition engine equipped with a spring.
- Figure 17 is a schematic structural view of a mechanical switch
- Figure 18 is a schematic structural view of an electronic switch
- Figure 19 is a schematic structural view of an adjusting mechanism
- Figure 20 is a side view of the adjusting mechanism;
- Figure 21 is a schematic structural view of another dedicated homogeneous compression ignition engine
- Figure 22 is a schematic structural view of the first type of driving device
- Figure 23 is a schematic structural view of the second driving device
- FIG. 25 is a schematic structural view of a fourth type of driving device
- FIG. 26 is a schematic structural view of another special homogeneous compression ignition engine
- the dedicated homogeneous compression ignition engine of the present invention as shown in Figures 2, 3 and 4, the combustible mixture forming device 29 can mix gaseous fuel and/or liquid fuel with air to form a combustible mixture.
- Gas which can communicate with the intake passage 10; or the injector 7 is mounted on the intake passage 10, mixes the fuel with the air at the intake passage 10 to form a combustible mixture, and then draws into the cylinder 16; or the injector 7 Installed in The cylinder head 19 outside the combustion chamber 30 injects fuel into the cylinder 16, and mixes with the air in the cylinder 16 to form a combustible mixture, that is, completes the pre-injection in the cylinder 16, or the post-injection in the cylinder 16, or during the intake process.
- the cylinder 16 is sprayed. In order to improve the quality of formation of the combustible mixture, as shown in FIG.
- the apparatus for forming a combustible mixture of the present invention includes a main pipe 1, an intake port of the main pipe, an exhaust port 8 of the main pipe, a sub-pipe 4, and a sub-pipe.
- the exhaust port 8 of the main pipe is provided with an injector 7 or an intake port of a combustible gas, the injection direction is directed to the intake port 2, and the auxiliary pipe 4 is provided with a fan 5, an intake port 6 of the auxiliary pipe and an exhaust gas.
- the port 3 is in communication with the exhaust port 8 and the air inlet 2 of the main pipe, respectively.
- the dedicated homogeneous compression ignition engine according to the present invention is an engine that uses a homogeneous compression ignition mode of a homogeneous compression ignition combustion mode under all operating conditions of the engine.
- the in-cylinder pressure and compression ratio of the homogeneous compression ignition engine of the present invention are abrupt; the second according to the present invention
- the compression ratio of the homogeneous compression ignition engine of the present invention is dynamically gradual;
- the change in the compression ratio of the homogeneous compression ignition engine of the present invention is a mixed variation including abrupt change and gradation.
- the cylinder under the control of the valve train or the ECU, the cylinder is in a low compression ratio state from the start of the intake to the ignition timing, and the temperature and pressure in the cylinder are less than the combustion of the combustible mixture.
- the firing device instantaneously increases the pressure in the cylinder, so that the temperature and pressure in the cylinder reach the combustion condition of the combustible mixture.
- the following method is called the in-cylinder pressure abrupt mode.
- Figure 2 taking the air compressor and the engine as the example of the crankshaft, the air compressor 13, the pipeline 11, the compressed air 12, the gas storage tank 18, the intake valve 9, the exhaust valve 17, the crank angle sensor 15 and
- the ECU 14 constitutes a firing device.
- a crank angle sensor 15 and an ECU 14 are mounted on the engine, an air compressor 13 is disposed outside the cylinder 16, and a duct 11 between the exhaust port of the air compressor 13 and the intake valve 9 constitutes a gas storage tank 112.
- the exhaust pipe between the intake valve 9 and the cylinder head constitutes a gas storage tank 218, and the gas storage tank 218 communicates with the space in the cylinder 16 through the exhaust valve 17; during operation, the compressed air 12 discharged from the air compressor 13 first enters the storage
- the air box 112 according to the signal provided by the crank angle sensor 15, under the control of the ECU 14, a certain period of time from the intake air to the ignition time, the intake valve 9 is opened, and the compressed air enters the air tank 218 from the air tank 12
- the intake valve 9 is then closed, and the exhaust valve 17 is opened at the moment of ignition, and the compressed air in the air storage tank 218 quickly enters the cylinder 16, instantly increasing the cylinder pressure, causing the internal pressure and temperature to rise instantaneously to make the combus
- the cylinder under the control of the valve train or the ECU, the cylinder is in a low compression ratio state from the start of the intake to the ignition timing, and the temperature and pressure in the cylinder are not flammable.
- the combustion condition of the mixed gas At the moment of ignition, the firing device causes the temperature and pressure in the cylinder to reach a high compression ratio state in the cylinder to reach the combustion condition of the combustible mixture.
- the following method is called the compression ratio mutation mode.
- the compression ratio in the cylinder can be instantaneously converted from a small compression ratio state to a large compression ratio state.
- the engine is provided with a crank angle sensor 15 and an ECU 14.
- the piston is composed of an upper part 20 and a lower part 22, and a spring 21 is arranged between the upper 20 and the lower 22 parts.
- the lock hook 23 provided in the upper portion 20 can lock the switch 25 provided in the lower portion 22, and the connecting line of the switch 25 is coupled to the ECU 14 through the brush from the connecting rod 24 and the crankshaft.
- the firing device that instantaneously changes the compression ratio includes the above-described crank angle sensor 15, the ECU 14, the upper 20, the lower 22 of the piston assembly piston, the lock hook 23, the spring 21, the switch 25, and the coupling line.
- the switch 25 locks the lock hook 23 so that the upper 20 and the lower 22 portions of the piston cannot be separated.
- the ECU 14 notifies the switch 25 to open the lock hook 23 at the spring.
- the upper portion 20 of the piston rapidly ascends, so that the pressure and temperature in the cylinder 16 rise instantaneously to ignite the combustible mixed gas, and after the combustible mixture is compressed, the pressure and the lower portion of the piston Under the action of 22, the spring 21 is compressed, the lock hook 23 is locked by the switch 25, and the upper 20 and the lower 22 portions of the piston are joined together, and the exhaust stroke is about to enter.
- the adjusting mechanism drives the corresponding actuator to change the compression ratio with the change of the temperature in the cylinder, that is, when the temperature in the cylinder is low, the compression ratio in the cylinder is large, and the temperature in the cylinder is high.
- the compression ratio in the cylinder is small, and the compression ratio is dynamically changed.
- the combustible mixture is always compressed near the desired top dead center. This is called a gradual mode.
- the compression ratio in the cylinder is always continuously changed by the action of the adjustment mechanism.
- the temperature sensor detects the temperature inside the cylinder and transmits the signal to
- the ECU controls the adjustment mechanism to adjust the corresponding actuators such as the piston, the secondary piston and the crankshaft to achieve the desired compression ratio, so that the combustible mixture always stops at the required end.
- a crank angle sensor and a combustion sensor for detecting the moment of ignition transmit a detection signal to the ECU, and the ECU controls the adjustment mechanism to adjust the compression ratio.
- the present invention introduces 10 dedicated homogeneous compression ignition engines operating in a gradual manner, as shown in Figures 4-13. 4, the cylinder head 28 is provided with a sub-cylinder 33 connected to the combustion chamber 30, and the sub-cylinder can be connected to the combustion chamber through a pipe.
- the upper and lower adjustment mechanisms 27 of the sub-piston 26 in the sub-cylinder 33 are the same.
- the corresponding part of the engine is provided with a combustion sensor 32, a temperature sensor 31, a crank angle sensor 15 and an ECU 14.
- the control mechanism 27 is controlled to change the volume of the sub-cylinder 33. Changing the compression ratio eventually causes the combustible mixture to be compressed near the desired top dead center.
- the sub-piston 26 shown in Fig. 5 is driven by a hydraulic adjustment mechanism 34, and the up and down of the sub-piston 26 can be realized by the ECU 14 controlling the oil pump 35.
- Figure 6 shows: the engine is divided into upper and lower parts, and the upper part of the cylinder head and the cylinder block 36 are integrally or fixedly coupled to the crankcase 38 of the lower part through the adjusting mechanism 27, and the corresponding parts of the engine are provided with combustion.
- the sensor 32, the temperature sensor 31, the crank angle sensor 15 and the ECU 14 send the collected signals to the ECU 14 for processing, and then the control adjustment mechanism 27 changes the compression ratio by changing the distance between the upper 36 and the lower 38, and finally makes the combustible mixture.
- the gas is always compressed near the desired top dead center. 7 is different from that shown in FIG.
- FIG. 6 in that the cylinder head of the upper portion and the both sides of the cylinder block 36 are coupled to the crankcase 38 of the lower portion via the rotating shaft 37 and the adjusting mechanism 27, respectively, and the ECU 14 controls the adjusting mechanism 27 to The upper portion 36 is rotated an angle relative to the lower portion 38 to vary the compression ratio, ultimately causing the combustible mixture to be collectively compressed near the desired top dead center.
- Figure 8 shows: The piston is composed of an upper part 20 and a lower part 22, and an adjustment mechanism 27 is arranged between the upper part 20 and the lower part 22, and the connecting line 40 passes from the connecting rod 39 and the crankshaft through the brush and the ECU 14.
- the corresponding part of the engine is provided with a combustion sensor 32, a temperature sensor 31 and a crank angle sensor 15, and the collected signal is sent to the ECU 14 for processing, and then the control mechanism 27 is changed to change the compression ratio by changing the height of the piston, and finally The combustible mixture is always compressed near the desired top dead center.
- the crankshaft 43 is supported on the eccentric 41, and the eccentric 41, the motor 42 and the sector gear 44 on the eccentric constitute an adjustment mechanism, and the corresponding part of the engine is provided with a combustion sensor 32, a temperature sensor 31 and a crank angle sensor. 15.
- the control mechanism is driven to rotate the eccentric 41, and the position of the crankshaft 43 is changed with respect to the cylinder head, so that the compression ratio can be continuously adjusted, and finally the combustible mixture is finally obtained. Compressed near the desired top dead center.
- the difference between Fig. 10 and that shown in Fig. 9 is that the adjustment mechanism of the motor, the eccentric and the sector gear on the eccentric is moved to the joint of the big end of the connecting rod and the crank.
- the connecting rod 39 is composed of upper and lower sections, and the two ends of the installed operating lever 47 are respectively coupled with the connecting rod 39 and the adjusting mechanism 27, and the corresponding part of the engine is provided with the combustion sensor 32 and the temperature.
- the control adjustment mechanism dynamically changes the compression ratio by moving the operating end 46 of the operating lever 47, and finally causes the combustible mixture to always stop at the desired end.
- the point is near compression ignition. 11, 12 and 13, the ECU 14 controls the adjustment mechanism 27 to move the operating end 46 of the operating lever 47 up, down, and left, respectively, and the top dead center and the bottom dead center of the piston are simultaneously moved downward, and compressed.
- the ratio is decreased, and conversely, the compression ratio is increased.
- the change in the compression ratio of the homogeneous compression ignition engine of the present invention is a mixed variation including abrupt change and gradation, as described in the following embodiments.
- the electronic control assembly shown by the broken line 50 is composed of a combustion sensor, a temperature sensor, a crank angle sensor and an ECU, and can be fired as shown by the broken line 48.
- the mechanism and the piston shown by the dashed line 49 respectively constitute a firing device and an adjustment mechanism.
- the presence of the firing device 48 allows for a higher accuracy of the ignition timing, and the presence of the adjustment mechanism 49 allows the instantaneous conversion range of the compression ratio in the cylinder to be smaller.
- the working mode of this special homogeneous compression ignition engine is a hybrid working mode of the third aspect combining abrupt mode and gradual mode.
- the sub-cylinder 34 equipped with the elastic piston communicates with the combustion chamber 31, and the sub-piston 26 and the cover 52 are interposed.
- a spring 21 is provided. After the combustible mixture is compressed, the pressure in the cylinder 16 is rapidly increased, and the high pressure gas pushes the secondary piston 26 to compress the spring 21, which increases the volume of the cylinder 16 and reduces the impact on the piston 53. Downstream, the pressure in the cylinder 16 is reduced, and the spring 21 urges the secondary piston 26 to discharge the gas into the cylinder 16.
- a spring is installed in the gradual-type actuator to reduce the maximum pressure in the cylinder and reduce the impact of the high-pressure gas on the piston.
- the actuator 54 is provided with a spring 21, that is, a secondary link 53.
- the spring 21 is coupled to the secondary piston 26.
- the pressure in the cylinder 16 is not large, and the deformation of the spring 21 is also small.
- the pressure in the cylinder 16 is increased several times. Under the action of the pressure, the secondary piston 26 will spring.
- the secondary cylinder is in communication with the combustion chamber, and the secondary cylinder can be directly mounted on the cylinder head. As shown in FIG. 2, FIG. 4, FIG. 5, FIG. 14, FIG. 15 and FIG. 16, the secondary cylinder 33 can also be removed from the cylinder head 19. The upper portion communicates with the combustion chamber 31 through the duct 11, as shown in Fig.
- a duct 11 is opened from the lower surface of the cylinder head 19 to connect the sub-cylinder 33 with the combustion chamber 31, as shown in Fig. 18.
- 19 and 20 are enlarged views of the adjustment mechanism 27 for driving the sub-piston 26 and the sub-link for driving the sub-link shown in Fig. 4. It is also applicable to the adjustment mechanism 27 provided between the upper portion 20 and the lower portion 22 of the piston shown in Figs. 8 and 14.
- the auxiliary link 53 has a thread passing through the center hole of the gear 57 having the nut; the upper and lower parts of the gear 57 are the upper guard 56 and the lower guard 58, respectively, and both of them act on the gear 57.
- the right side of the gear 57 is a turbine 55 and a motor 42 that drives the turbine 55.
- Figure 20 is a plan view of the drive unit: the center hole of the gear 57 has a nut 59 that meshes with the secondary link 53 and the right side is a turbine 55 and a motor 42 that drives the turbine 55.
- the motor 52 is controlled by the ECU to drive the turbine 55.
- the turbine 55 drives the gear 57.
- the nut 59 of the center hole of the gear 57 meshes with the auxiliary link 53, and the auxiliary link 53 drives the corresponding mechanism to move up and down.
- Figure 21 is a schematic view showing the structure of another homogeneous compression ignition engine.
- a sub-cylinder 213 is provided, and the outlet of the sub-cylinder 213 is coupled to the cylinder head 217 via a pipe 211, so that the sub-cylinder 213 is disposed.
- the space communicates with the combustion chamber 21 of the space 21 in the cylinder 218, and the secondary piston 212 of the secondary cylinder 213 is driven by the drive unit 214.
- the crank angle sensor 215 transmits a crank angle signal reflecting the engine operating state to the electronic control unit ECU 216.
- the electronic control unit ECU 216 finally controls the up and down of the secondary piston 212 by controlling the solenoid valve in the drive unit 214.
- the electronic control unit ECU 214 controls the drive to lower the secondary piston 212, and the volume of the secondary cylinder 213 is increased, so that the pressure in the cylinder 218 is less than the homogeneous mixing pressure.
- the conditions required for combustion, at the desired ignition timing the electronic control unit ECU 214 controls the driving device 214 to cause the secondary piston 212 to rapidly ascend, the volume of the secondary cylinder 213 to decrease, and the pressure and temperature in the cylinder 218 rise instantaneously to make the homogeneous mixture Compressed.
- driving devices There are four types of driving devices, and the required motive powers are directly or indirectly from the engine itself, such as the output shaft of the engine, the valve train, or the generator.
- the first type is shown in Fig. 22, which includes a cam 2110, a sub-link 2113, a solenoid valve 2111, a lower cylinder head 219, an armature 2112, and a spring 218.
- the upper end of the secondary link 2113 is connected to the secondary piston 212, the lower end is driven by the cam 2110; the lower cylinder cover 219 is disposed between the two ends; the spring 218 is disposed between the upper end of the secondary link 2113 and the lower cylinder cover 219;
- An armature 2112 is fixed to the rod 2113, and a solenoid valve 2111 is disposed on the side of the armature 2112.
- the cam 2110 drives the sub-link 2113 to drive the sub-piston 212 down, the sub-cylinder 213 increases in volume, and draws a homogeneous mixture from the cylinder;
- the spring 218 is compressed and descends to a certain position.
- the secondary link 2113 is fixed with the armature 2112 locked by the electromagnetic valve 2111 and cannot be descended.
- the cam 2110 continues to rotate, and the convex portion leaves the lower end of the secondary link 2113.
- the electromagnetic valve 2111 is opened.
- the connecting rod 2113 drives the secondary piston 212 to rise upwards, and discharges the homogeneous mixed gas into the cylinder, so that the pressure and temperature in the cylinder are instantaneously increased.
- the second type includes a cam 2110, a secondary link 2113, a solenoid valve 2111, a solenoid valve 2115, a lower cylinder head 219, an armature 2112, a spring 218, a return spring 2114, and a spring seat 2116.
- the upper end of the secondary link 2113 is connected to the secondary piston 212, the lower end device has a spring seat 2116, the spring seat 2116 is driven by the cam 2110, and the secondary link 2113 between the spring 218 and the lower cylinder cover 219 is fixed with an armature 2112;
- the secondary link 2113 between the 2116 and the armature 2112 is provided with a spring 218;
- the secondary link 2113 between the armature 2112 and the lower cylinder cover 219 is provided with a return spring 2114;
- one side of the spring seat 2116 is provided with a solenoid valve 2115,
- One side of the armature 2112 is provided with a solenoid valve 2111.
- the solenoid valve 2115 is opened at some time from the intake air to the time of the required ignition.
- the secondary piston 212 Under the action of the return spring 2114, the secondary piston 212 is lifted up, and when it is moved up to a certain position, the solenoid valve 2111 locks the armature 2112.
- the cam 2110 drives the spring seat 2116 upward to compress the spring 218; the spring seat 2116 is lifted to a certain position and locked by the solenoid valve 2115, and the cam 2110 continues to rotate, and the convex portion leaves the spring seat 2116;
- the solenoid valve 2111 is opened.
- armature 2112 drives the secondary piston 212 to rapidly ascend, and the homogeneous mixture is discharged into the cylinder, so that the pressure and temperature in the cylinder are instantaneously increased, and the return spring 2114 is compressed.
- the third type is shown in Fig. 24, which includes a secondary link 2113, a solenoid valve 2111, an armature 2112, a spring 218, a spring seat 2116 and a starting device 2117.
- the upper end of the secondary link 2113 is connected to the secondary piston 212, and the lower end device has a spring seat 2116; the secondary link 2113 between the spring seat 2116 and the secondary piston 212 is fixed with an armature 2112; the secondary connection between the spring seat 2116 and the armature 2112
- the rod 2113 is provided with a spring 218; one side of the armature 2112 is provided with a solenoid valve 2111, and one of the sub-cylinders has a starting device 2117.
- the electromagnetic valve 2111 locks the armature 2112 and cannot go up; to the required ignition moment,
- the solenoid valve 2111 is opened, and under the elastic force of the spring 218, the armature 2112 drives the sub-piston 212 to rapidly ascend, and discharges the homogeneous mixture into the cylinder, so that the pressure and temperature in the cylinder are instantaneously increased.
- the electronic control unit ECU causes the starting device 2117 to raise the armature 2112 to a certain extent. The position is locked by a solenoid valve 2111 for starting the engine.
- the spring seat 2116 in the figure is fixed to a certain part of the engine and does not generate displacement during operation.
- the fourth type is shown in Fig. 25, which includes a rack 2119, a solenoid valve 2111, an armature 2112, a spring 218, and a gear 2118.
- One end of the rack 2119 is connected to the sub-piston 212, and the lower cylinder head 219 is disposed thereon, and a spring 218 is disposed between the lower cylinder head 219 and the sub-piston 212; a gear 2118 driven by the motor is engaged on one side of the rack 2119.
- An armature 2112 is fixed to the other side of the rack 2119, and a solenoid valve 2111 is disposed beside.
- the motor drives the gear 2118, causing the secondary piston 212 to descend while the spring 218 is compressed.
- the secondary piston 212 descends to a certain stroke, the solenoid valve 2111 locks the rack 2119 and cannot move upward; the solenoid valve 2111 opens the armature 2112, and the motor also opens at the same time.
- the secondary piston 212 rises rapidly. The homogeneous mixture is discharged into the cylinder to instantly raise the pressure and temperature in the cylinder.
- 26 is a schematic view showing the structure of another special-purpose homogeneous compression-ignition engine: on the cylinder head, a sub-cylinder 213 is provided, a space in the sub-cylinder 213 is communicated with a space in the cylinder 217, and a pressure sensor is disposed on the cylinder 217. 2120, temperature sensor 2121 and crank angle sensor 215, the signal is sent to the electronic control unit ECU 216 for processing, and then the size of the space in the sub-cylinder 213 is changed by the driving device 214, so that the homogeneous mixed gas is always pressed near the top dead center of the piston.
- the electronic control unit ECU 216 sets the sub-cylinder 213 to an initial state by the driving device 214, the internal volume thereof is small, the compression in the cylinder 217 is relatively large, the fuel can be compressed, and the temperature rises in the cylinder 218 after starting.
- the control driving device 214 changes the size of the space in the sub-cylinder 213 so that the homogeneous mixture is always near the top dead center of the piston.
- Figure 27 is a side view of yet another dedicated homogeneous compression ignition engine drive: the secondary link 2114 has threads, from The center hole of the gear 2119 with the nut passes through; the upper side of the gear 2119 is the upper guard 2123, and the lower side is the lower cylinder head 2110, both of which act on the gear 2119; the right side of the gear 2119 is the turbine 2125 and the drive turbine 2125 Motor 2124.
- Figure 27 shows a schematic diagram of another special homogeneous compression ignition engine: On the cylinder head, a sub-cylinder 2126 having an elastic adjustable state is disposed, and a space therein communicates with a space in the cylinder.
- the cylinder 217 is provided with a pressure sensor 2120, a temperature sensor 2121.
- the control unit ECU 216 performs processing, and then adjusts the elastic force of the elastically adjustable secondary cylinder 2126 by the driving device 214; before the homogeneous mixed air pressure, mainly under the elastic force, the elastic force of the elastically adjustable auxiliary cylinder 2126 is large, so that the cylinder
- the homogeneous mixture in 217 can be compression-ignited. After the homogeneous mixture is compressed, mainly under the pressure of the cylinder 217, the volume of the elastically adjustable secondary cylinder 2126 increases, which plays a role of damping and at the same time The homogeneous mixture is always compressed near the top dead center of the piston.
- an elastic secondary cylinder or an elastically adjustable secondary cylinder may be arranged on the cylinder head so that the space inside the cylinder communicates with the space of the cylinder, and when the pressure inside the cylinder is large, the pressure
- the convertible mechanical energy is stored in the elastic secondary cylinder or the elastically adjustable secondary cylinder; when the pressure inside the cylinder is small, the mechanical energy is converted into pressure by the elastic secondary cylinder or the elastically adjustable secondary cylinder to be released to the engine.
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Description
一种专用的均质压燃式发动机
技术领域
本发明涉及一种均质压燃式发动机, 特别涉及一种在发动机的全部工况下 都采用均质压燃燃烧方式的专用均质压燃的发动机。 背景技术 现有的均质压燃式 HCCI (Homogeneous Charge Compression Ignition) 发动机的均质压燃燃烧方式是均匀混合气在缸内的多点着火燃烧, 其具有低 温燃烧和迅速反应的特点, 于是具有更高的循环热效率和更低的排放的节能 环保优点。 但有诸多因素影响均质压燃燃烧方式的实现, 如进气的压力、 温度和进 气量、 燃料的浓度、 汽化潜热、 自燃性质、 空燃比和混合气的均匀性、 残余 废气系数和残余废气的反应特性、 压缩比、 配气时刻、 发动机转速、 发动机 的温度及热传导因素等。 这些因素相互影响而又随时多变, 要稳定工况确保 着火时刻的稳定性比较困难。 为了实现均质压燃的燃烧方式, 采取了多种措施, 如可变进气温度、 可 变废气再循环、 可变压缩比、 可变配气正时、 可变喷射定时及喷射量、 可变 燃烧特性等, 但单一的采用这些措施只能在一定工况范围内实现均质压燃燃 烧。 汽油机靠火花塞点火控制燃烧时刻, 柴油机靠喷油来控制着火时刻, 而 现有的均质压燃发动机则没有能够直接控制着火时刻的装置和方法。 现有的均质压燃发动机尚存在着不易形成均质燃料空气混合物、 点火正 时不易控制、 冷启动困难、 工作范围窄、 大负荷工作粗暴等问题。 发明内容 为了解决上述问题,本发明提供一种只在均质压燃模式下工作的发动机, 能够在全部运行工况下精确地控制该发动机的均质压燃燃烧的点火正时, 从
而解决了均质压燃发动机的存在的上述缺陷。 根据本发明, 提出了一种专用均质压燃模式的发动机, 其在发动机的全 部工况下都采用均质压燃燃烧模式工作, 包括: 均质混合气形成设备, 用于在发动机的燃烧室内形成均质的燃料空气混 合物, 以及 压燃点火设备, 用于在预定的点火正时将燃烧室内的均质燃料空气混合 物以压燃方式点燃, 该压燃点火设备包括以下装置中的至少一个: 点火突变控制装置, 通过在点火正时瞬时大幅提高燃烧室压力, 从而使 燃烧室内的均质燃料空气混合物进行压燃; 和 点火渐变控制装置, 通过使燃烧室压力逐渐连续地改变, 从而使燃烧室 内的均质燃料空气混合物在点火正时进行压燃; 其中, 点火突变控制装置包括: 缸内气体压力突变控制装置, 包括高压 气体缸内供给装置, 用于通过高压气体缸内供给装置在点火正时向燃烧室供 给高压空气以瞬时大幅提高燃烧室压力, 从而使燃烧室内的均质燃料空气混 合物进行压燃, 和 发动机压缩比突变控制装置, 包括压缩比改变装置, 用于通过压缩比改 变装置在点火正时增大压缩比以瞬时大幅提高燃烧室压力, 从而使燃烧室内 的均质燃料空气混合物进行压燃; 以及 点火渐变控制装置包括: 缸内气体压力渐变控制装置, 包括高压气体缸 内供给装置, 用于通过高压气体缸内供给装置供给高压空气以逐渐连续地提 高燃烧室压力,从而使燃烧室内的均质燃料空气混合物在点火正时进行压燃, 和 发动机压缩比渐变控制装置, 包括压缩比改变装置, 用于通过压缩比改 变装置逐渐连续地改变压缩比, 从而使燃烧室内的均质燃料空气混合物在点 火正时进行压燃。 优选的是, 所述均质混合气形成设备包括下面装置中的一种: 与发动机 的进气道连通的可燃混合气形成装置, 设置在发动机的进气道上的燃料喷射
器, 用于向进气道内喷射燃料, 和设置在气缸盖上燃料喷射器以向燃烧室内 喷射燃料, 其中所述可燃混合气形成装置包括与进气管连通的副管道, 所述 副管道包括与进气道连通的副管道的进气口和排气口, 设置在进气道中位于 副管道的下游端的燃料喷射器, 和设置在副管道中的风机。 优选的是, 所述高压气体缸内供给装置包括空气压缩机、 储气箱、 设置 在连通空气压缩机和储气箱的管道内的进气阀、 设置在储气箱和燃烧室的连 通通道上的排气阀。 优选的是, 所述发动机压缩比突变控制装置的压缩比改变装置包括: 具 有上部分和下部分的活塞, 在活塞的上部分和下部分之间装设有弹簧, 在上 部分上装设有锁钩, 所述锁钩可被下部分装设的开关锁住, 所述开关的联接 线从连杆、 曲轴通过电刷与发动机控制单元 ECU相联接,在点火正时的时刻, 所述开关在发动机控制单元的控制下释放锁钩, 所述上部分在弹簧的作用下 上升以瞬时大幅改变压缩比, 以便使混合气总在点火正时被压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 在气缸 盖上装设的副气缸,所述副气缸与燃烧室相连通,在副气缸内设置的副活塞, 所述活塞通过调节机构 (27 ) 的驱动在副气缸内往复运动。 优选的是, 所述调节机构包括具有泵的液压式调节机构。 优选的是, 所述调节机构包括: 与副活塞固定连接的副连杆, 具有与副 连杆螺紋连接的中心孔的齿轮,驱动所述齿轮的涡轮和驱动涡轮的电机 (42 )。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 包括固 定连接的或者一体的气缸盖和气缸体的发动机的上部分, 和包括曲轴箱的发 动机的下部分, 所述上部分通过调节机构与下部分联接, 所述调节机构通过 改变上部分和下部之间的距离来改变压缩比, 以便使混合气总在点火正时被 压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 包括固 定连接的或者一体的气缸盖和气缸体的发动机的上部分, 和包括曲轴箱的发 动机的下部分, 所述上部分通过调节机构与下部分联接, 所述调节机构通过 改变上部分和下部之间的相对角度来改变压缩比, 以便使混合气总在点火正
时被压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 具有上 部分和下部分的活塞, 在活塞的上部分和下部分之间装设有调节机构, 所述 调节机构在发动机控制单元 ECU的控制下改变活塞的高度来改变压缩比, 以 便使混合气总在点火正时被压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 用于支 撑曲轴的偏心器, 通过在偏心器上设置的扇形齿轮驱动偏心器的电机, 在发 动机控制单元的控制下所述电机驱动偏心器转动, 曲轴的位置相对于气缸盖 的位置发生改变, 因而可以连续地调节压缩比, 以便使混合气总在点火正时 被压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 用于支 撑连杆大头端与曲柄的联接处的偏心器, 通过在偏心器上设置的扇形齿轮驱 动偏心器的电机, 在发动机控制单元的控制下所述电机驱动偏心器转动, 曲 轴和连杆的位置相对于气缸盖的位置发生改变,因而可以连续地调节压缩比, 以便使混合气总在点火正时被压燃。 优选的是, 发动机压缩比渐变控制装置的压缩比改变装置包括: 连杆的 上段和下段, 一端与连杆的上段和下段连接的操纵杆, 与操纵杆的另一端连 接的调节机构, 在发动机控制单元的控制下, 控制调节机构通过移动操纵杆 的另一端来动态的改变压缩比,, 以便混合气总在点火正时被压燃。 优选的是, 所述发动机压缩比突变控制装置的压缩比改变装置包括: 靠 近气缸的位置设置的副气缸, 副气缸的出口通过管道联接在气缸盖上, 使副 气缸内的空间与气缸内的燃烧室相连通, 设置在副气缸中的副活塞, 以及驱 动副活塞的驱动装置, 在发动机控制单元 ECU的控制下, 在从进气开始到所 需的着火时刻期间, 所述驱动装置驱动副活塞下行, 副气缸的容积增大, 使 气缸内的压力较小达不到均质混合气压燃需要的条件, 在需要点火的点火正 时的时刻, 驱动装置使副活塞迅速上行, 副气缸容积迅速减小, 气缸内的压 力和温度瞬间升高而使均质混合物在点火正时被压燃。 优选的是, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 驱
动副连杆的另一端的凸轮、 在副连杆的一端与下缸盖之间套装的弹簧, 固定 在副连杆上的衔铁, 和设置在衔铁一侧的并用于锁住衔铁的电磁阀, 其中在 从进气开始至点火正时期间, 凸轮驱动副连杆带动副活塞下行, 副气缸容积 增大, 从气缸内吸入匀质混合气, 同时弹簧被压缩, 下行至一定位置, 与副 连杆固定连接的衔铁被电磁阀锁住不能下行, 凸轮继续旋转, 凸轮的凸起部 分离开副连杆的另一端; 在点火正时的时刻, 电磁阀开启以释放衔铁, 在弹 簧弹力作用下, 副连杆带动着副活塞迅速上行, 将匀质混合气排入气缸。 优选的是, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 与 副连杆的另一端固定连接的弹簧座, 驱动弹簧座的凸轮、 固定在副连杆上的 衔铁, 在弹簧座至衔铁之间的副连杆上套装的弹簧、 在衔铁至下缸盖之间的 副连杆上套装的复位弹簧(15)、设置在衔铁一侧的并用于锁住衔铁的电磁阀, 设置在衔铁一侧的并用于锁住衔铁的第一和第二电磁阀。 优选的是, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 与 副连杆的另一端固定连接的弹簧座, 所述弹簧座固定在发动机机体上, 固定 在副连杆上的衔铁, 在弹簧座至衔铁之间的副连杆上套装的弹簧, 和设置在 衔铁一侧的并用于锁住衔铁的电磁阀, 在副气缸的一则设置的启动装置, 在 发动机控制单元的控制下, 所述启动装置可将衔铁顶到到一定位置被电磁阀 锁住, 用于启动发动机。 优选的是, 所述驱动装置包括: 一端固定连接到副活塞上的齿条, 固定 在齿条上的衔铁, 在下缸盖与副活塞之间套装的弹簧, 与齿条 (20 ) 的一侧 啮合的齿轮, 驱动齿轮的电机, 和设置在衔铁一侧的并用于锁住衔铁的电磁 阀。 优选的是, 所述压缩比改变装置包括: 在气缸盖上装设的弹性可调的副 气缸, 所述副气缸与燃烧室相连通, 在副气缸内设置的副活塞, 所述活塞通 过调节机构的驱动在副气缸内往复运动, 其中在均质混合气压燃前, 弹性可 调的副气缸的弹力较大从而弹性可调的副气缸的容积较小, 在均质燃料空气 混合物被压燃后, 弹性可调的副气缸的弹力较小从而弹性可调的副气缸的容 积增大, 起到减震作用。 根据本发明的专用均质压燃发动机的主要优点是:
A. 复杂程度和成本与常规的 SI、 CI相当;
B.不采用双模式均质压燃发动机为实现均质压燃燃烧而采取的任何措 施;
C. 对着火时刻的控制绝对的准确、 稳定和可靠;
D. 全工况匀以均质压燃方式工作;
E. 冷启动性能优于常规的 SI、 CI的冷启动性能;
F. 高负荷工作时的功率输出, 胜过常规的 SI、 CI;
G. 以突变方式工作时, 匀质混合气的燃烧只有一个放热率峰值。且放 热率和放热量大而反应温度低;
H. 可以以汽油、柴油、 乙醇、天然气等,或各种燃料的混合物为燃料;
I . 专用均质压燃技术, 二行程发动机和四行程发动机通用;
附图说明 图 1所示是一种可燃混合气的形成装置的结构示意图; 图 2所示是第一方面的第一种专用均质压燃发动机的结构示意图; 图 3所示是第一方面的第二种专用均质压燃发动机的结构示意图; 图 4所示是第二方面的第一种专用均质压燃发动机的结构示意图; 图 5所示是第二方面的第二种专用均质压燃发动机的结构示意图; 图 6所示是第二方面的第三种专用均质压燃发动机的结构示意图; 图 7所示是第二方面的第四种专用均质压燃发动机的结构示意图; 图 8所示是第二方面的第五种专用均质压燃发动机的结构示意图; 图 9 所示是第二方式的第六种专用均质压燃发动机的结构示意图;
图 10所示是第二方面的第七种专用均质压燃发动机的结构示意图; 图 11所示是第二方面的第八种专用均质压燃发动机的结构示意图; 图 12所示是第二方面的第九种专用均质压燃发动机的结构示意图; 图 13所示是第二方面的第十种专用均质压燃发动机的结构示意图; 图 14所示是第三方面的专用均质压燃发动机的结构示意图; 图 15所示是装设有弹性的副气缸的专用均质压燃发动机的结构示意图; 图 16所示是执行机构装设有弹簧的专用均质压燃发动机的结构示意图; 图 17所示是机械开关的结构示意图; 图 18所示是电子开关的结构示意图; 图 19所示是调节机构的结构示意图; 图 20所示是调节机构的侧视图;
图 21所示是另一种专用均质压燃发动机的结构示意图; 图 22所示是第一种驱动装置的结构示意图; 图 23所示是第二种驱动装置的结构示意图; 图 24所示是第三种驱动装置的结构示意图; 图 25所示是第四种驱动装置的结构示意图; 图 26所示是又一种专用均质压燃发动机结构示意图; 图 27所示是另一种专用均质压燃发动机驱动示意图。
具体实施方式 本发明所述的专用均质压燃发动机, 如图 2、 图 3和图 4所示, 可燃混 合气的形成装置 29可以将气体燃料和 /或液体燃料与空气混合, 形成可燃混 合气, 它可与进气道 10相通; 或喷油器 7装设在进气道 10上, 将燃料在进 气道 10与空气混合形成可燃混合气, 然后吸入气缸 16; 或喷油器 7装设在
燃烧室 30外的气缸盖 19上, 将燃油喷入汽缸 16, 在气缸 16内与空气混合 形成可燃混合气, 即完成缸 16内前期喷射、 或缸 16内后期喷射, 或进气过 程中向缸 16内喷射。 为了提高可燃混合气的形成质量, 如图 1所示, 本发明可燃混合气的形 成装置包括主管道 1、 主管道的进气口 2、 主管道的排气口 8、 副管道 4、 副 管道的进气口 6、 副管道的排气口 3、 喷油器 7或气体燃料进气口、 风机 5。 主管道的排气口 8位置装设有喷油器 7或可燃气体的进气口, 喷射方向 指向进气口 2,副管道 4内装设有风机 5,副管道的进气口 6和排气口 3分别 与主管道的排气口 8和进气口 2相联通。 此装置中, 副管道 4内装设的风机 5, 增强了通道中逆流气体的流动, 加上发动机逆着燃料喷射的方向进气, 使燃料与空气的混合更加充分, 提高 了可燃混合气的形成质量。 本发明所述的专用均质压燃发动机是在发动机的全部工况下都采用均质 压燃燃烧方式的均质压燃模式的发动机。 为了能够控制本发明的均质压燃发 动机的点火正时, 根据本发明的第一方面, 本发明的均质压燃的发动机的缸 内压力和压缩比是突变的; 根据本发明的第二方面, 本发明的均质压燃发动 机的压缩比是动态渐变的; 根据本发明的第三方面, 本发明的均质压燃发动 机的压缩比的变化是包括突变和渐变的混合变化方式。 根据本发明的第一方面, 在配气机构或 ECU的控制下, 从进气开始至着 火时刻前, 使气缸内处于低压缩比状态, 气缸内的温度和压力达不到可燃混 合气的燃烧条件; 到着火时刻, 击发装置使气缸内的压力瞬间增高, 使缸内 的温度和压力达到了可燃混合气的燃烧条件, 以下此方式称为缸内压力突变 方式。 如图 2所示: 以空气压缩机与发动机同曲轴为例, 由空气压缩机 13、 管 道 11、 压缩空气 12、 储气箱 18、 进气阀 9、 排气阀 17、 曲轴转角传感器 15 和 ECU14组成击发装置。 发动机上装设有曲轴转角传感器 15和 ECU14, 气缸 16外设置有空气压 缩机 13, 空气压缩机 13的排气口至进气阀 9间的管道 11构成储气箱 112,
进气阀 9至气缸盖间的排气管构成储气箱 218,储气箱 218通过排气阀 17与 气缸 16内的空间相通; 工作时, 空气压缩机 13排出的压缩空气 12先进入储气箱 112, 根据曲 轴转角传感器 15提供的信号,在 ECU14的控制下,从进气至着火时刻前的某 段时间, 进气阀 9开启, 压缩空气从储气箱 1 12进入储气箱 218, 进气阀 9 随后关闭,在着火时刻排气阀 17开启,储气箱 218内的压缩空气迅速进入气 缸 16, 瞬间增大气缸压力, 使其内压力和温度瞬间升高而使可燃混合气被压 燃, 排气结束, 排气阀 17关闭进入下一工作循环。 根据本发明的一方面, 可替换的是, 在配气机构或 ECU的控制下, 从进 气开始至着火时刻前, 使气缸内处于低压缩比状态, 气缸内的温度和压力达 不到可燃混合气的燃烧条件; 到着火时刻, 击发装置使气缸内瞬间达到高压 缩比状态气缸内的温度和压力达到了可燃混合气的燃烧条件, 以下此方式称 为压缩比突变方式。 受击发装置的作用, 气缸内的压缩比可由小压缩比状态 瞬间转换为大压缩比状态。 如图 3 所示的一种实施例中, 发动机上装设有曲轴转角传感器 15 和 ECU14, 活塞由上 20、 下 22两部分组合而成, 上 20、 下 22部分之间装设有 弹簧 21, 上部分 20装设的锁钩 23可以让下部分 22装设的开关 25锁住, 开 关 25的联接线从连杆 24、 曲轴通过电刷与 ECU14相联接。 瞬间改变压缩比 的击发装置包括上述的曲轴转角传感器 15、 ECU14、 活塞总成活塞的上 20、 下 22两部分、 锁钩 23、 弹簧 21、 开关 25和联接线。 工作时, 从进气开始至着火时刻前期间, 开关 25锁住锁钩 23, 使活塞 的上 20、 下 22两部分不能分离, 至着火时刻, ECU14通知开关 25将锁钩 23开启, 在弹簧 21和活塞下部分 22的作用下, 活塞上部分 20迅速上行, 使气缸 16内的压力和温度瞬间升高而将可燃混合气压燃,可燃混合气被压燃 后, 在其压力和活塞下部分 22的作用下, 弹簧 21被压缩, 锁钩 23被开关 25锁住, 活塞的上 20、下 22两部分结合到一起, 此时即将进入到排气行程。 根据本发明的第二方面, 在 ECU的控制下, 调节机构驱动相应的执行机 构使压缩比随气缸内温度的变化而改变, 即气缸内温度低时, 使气缸内压缩 比大, 气缸内温度高时, 使气缸内压缩比小, 通过动态改变压缩比的方式使
可燃混合气总在所需的上止点附近被压燃以下此方式称为渐变方式。 受调节 机构的作用, 气缸内的压缩比总是连续的改变。 发动机启动时, 温度传感器对气缸内的温度进行检测, 将信号传递给
ECU, 由 ECU对采集信号进行处理计算后,去控制调节机构对相应执行机构如 活塞、 副活塞和曲轴等进行调节, 以达到应有的压缩比, 使可燃混合气总在 所需的上止点附近被压。 发动机启动后, 则有曲轴转角传感器和燃烧传感器用以检测着火时刻的 传感器将检测信号传递给 ECU, 由 ECU控制调节机构来调节压缩比。 本发明介绍 10种以渐变方式工作的专用均质压燃发动机, 参见图 4-13 所示。 图 4所示:气缸盖 28上装设有副气缸 33与燃烧室 30相通也可以通过管 道使副气缸与燃烧室相通, 下同, 副气缸 33内的副活塞 26的上、 下行受调 节机构 27的驱动,发动机的相应部位装设有燃烧传感器 32、温度传感器 31、 曲轴转角传感器 15和 ECU14, 采集的信号送入 ECU14进行处理后, 去控制调 节机构 27通过改变副气缸 33的容积, 变相的改变压缩比, 最终使可燃混合 气总在所需的上止点附近被压燃。 图 5所示中副活塞 26由液压式调节机构 34进行驱动, 副活塞 26的上、 下行可通过 ECU14对油泵 35的控制来实现。 图 6所示: 发动机分上、下两部分, 上部分的气缸盖和气缸体 36两者为 一体或固定关系通过调节机构 27与下部分的曲轴箱 38联接, 发动机的相应 部位装设有燃烧传感器 32、 温度传感器 31、 曲轴转角传感器 15和 ECU14, 其采集的信号送入 ECU14进行处理后, 去控制调节机构 27通过改变上 36、 下 38两部分的距离来改变压缩比,最终使可燃混合气总在所需的上止点附近 被压燃。 图 7所示与图 6所示的不同是,上部分的气缸盖和气缸体 36的两侧分别 通过转轴 37和调节机构 27与下部分的曲轴箱 38联接, ECU14去控制调节 机构 27通过使上部分 36相对于下部分 38转过一个角度来改变压缩比,最终 使可燃混合气总在所需的上止点附近被压燃。
图 8所示: 活塞由上部分 20和下 22两部分组合而成, 上部分 20和下 部分 22之间装设有调节机构 27, 其联接线 40从连杆 39、 曲轴通过电刷与 ECU14相联接,发动机的相应部位装设有燃烧传感器 32、温度传感器 31和曲 轴转角传感器 15,其采集的信号送入 ECU14进行处理后,去控制调节机构 27 通过改变活塞的高度来改变压缩比, 最终使可燃混合气总在所需的上止点附 近被压燃。 图 9所示: 曲轴 43支承在偏心器 41上, 偏心器 41、 电机 42和偏心器 上的扇形齿轮 44构成调节机构, 发动机的相应部位装设有燃烧传感器 32、 温度传感器 31和曲轴转角传感器 15,其采集的信号送入 ECU14进行处理后, 去控制调节机构带动偏心器 41转动, 曲轴 43就会相对于气缸盖的位置发生 改变, 因而可以连续地调节压缩比, 最终使可燃混合气总在所需的上止点附 近被压燃。 图 10所示与图 9所示的不同是, 由电机、偏心器和偏心器上的扇形齿轮 共同构成调节机构移到了连杆大端与曲柄的联接处。 图 11-13所示: 连杆 39由上、 下两段组成, 装设的操纵杆 47两端分别 与连杆 39和调节机构 27相联接, 发动机的相应部位装设有燃烧传感器 32、 温度传感器 31和曲轴转角传感器 15,其采集的信号送入 ECU14进行处理后, 控制调节机构通过移动操纵杆 47的操纵端 46来动态的改变压缩比, 最终使 可燃混合气总在所需的上止点附近被压燃。 图 11、 图 12和图 13所示中, ECU14控制调节机构 27, 使操纵杆 47的 操纵端 46分别上移、下移和左移, 活塞的上止点和下止点同步下移, 压缩比 减小, 反之, 压缩比增大。 根据本发明的第三方面, 本发明的均质压燃发动机的压缩比的变化是包 括突变和渐变的混合变化方式, 具体如下面的实施方式所述。 图 14所示的专用均质压燃发动机, 两种执行机构同时存在, 即虚线 50 所示的电控总成由燃烧传感器、 温度传感器、 曲轴转角传感器和 ECU组成可 与虚线 48所示的击发机构和虚线 49所示的活塞分别组成击发装置和调节机 构。
击发装置 48的存在,可使着火时刻的精准度更高,调节机构 49的存在, 可使气缸内压缩比的瞬间转换范围可以更小。 此款专用均质压燃发动机的工 作方式, 是突变方式和渐变方式相结合的第三方面的混合工作方式。 可燃混合气较浓时, 专用均质压燃发动机会工作粗暴, 为此, 如图 15 所示, 装设有弹性活塞的副气缸 34与燃烧室 31相通, 副活塞 26与盖板 52 间装设有弹簧 21。 可燃混合气被压燃后, 气缸 16内压力迅速增大, 高压气 体推动副活塞 26将弹簧 21压缩,变相的增大了气缸 16容积,减小了对活塞 53的撞击, 随着活塞 53的下行, 气缸 16内压力减小, 弹簧 21推动副活塞 26将气体排入气缸 16。 在渐变方式的执行机构中装设弹簧, 降低气缸内的最大压力, 减小高压 气体对活塞的冲击, 以图 16所示为例, 在执行机构 54装设有弹簧 21, 即副 连杆 53通过弹簧 21与副活塞 26相联接。 可燃混合气被压燃前, 气缸 16内 压力不很大, 弹簧 21形变也较小, 可燃混合气被压燃后, 气缸 16内压力增 大若干倍, 在压力作用下, 副活塞 26将弹簧 21压缩, 形变较大, 气缸 16 的容积变相增大, 高压气体对活塞 52 的冲击减小, 活塞 52下行, 气缸 16 内压力减小, 弹簧 21推动副活塞 26将气缸排入气缸 16。 副气缸与燃烧室相通, 可将副气缸直接装设在气缸盖上, 如图 2、 图 4、 图 5、 图 14、 图 15和图 16所示, 也可使副气缸 33从气缸盖 19的上面通过 管道 11与燃烧室 31相通, 如图 17所示, 或者从气缸盖 19的下面开设管道 11, 使副气缸 33与燃烧室 31相通, 如图 18所示。 图 19和图 20所示是图 4所示中用以驱动副活塞 26和图 16所示中用以 驱动副连杆的调节机构 27的放大图。 也适用于图 8和图 14所示中的活塞上 部分 20、 下部分 22之间装设的调节机构 27。 图 19所示: 副连杆 53上具有螺紋, 从具有螺母的齿轮 57中心孔穿过; 齿轮 57的上、 下分别是上护板 56, 下护板 58, 两者对齿轮 57有限位作用; 齿轮 57的右侧是涡轮 55和驱动涡轮 55的电机 42。 图 20所示:驱动装置的俯视图:齿轮 57的中心孔具有与副连杆 53螺紋 相啮合的螺母 59, 右侧是涡轮 55和驱动涡轮 55的电机 42。
工作时,电机 52受 ECU的控制,带动着涡轮 55,涡轮 55驱动着齿轮 57, 齿轮 57中心孔的螺母 59又啮合着副连杆 53, 副连杆 53带动着相应的机件 上下移动。
图 21所示是另一种均质压燃发动机的结构示意图,在靠近气缸 218的位 置, 设置有副气缸 213, 副气缸 213的出口通过管道 211联接在气缸盖 217 上, 使副气缸 213内的空间与气缸 218内的空间 21燃烧室相通, 副气缸 213 中副活塞 212受驱动装置 214的驱动。 工作时,曲轴转角传感器 215向电控单元 ECU216传送反映发动机工作状 态的曲轴转角信号。电控单元 ECU216则通过控制驱动装置 214中电磁阀的方 式最终控制副活塞 212的上、 下行。 在从进气开始到所需的着火时刻期间的某时刻,电控单元 ECU214控制驱 动装置让副活塞 212下行, 副气缸 213容积增大, 使气缸 218内压力较小达 不到均质混合气压燃需要的条件,在所需的着火时刻, 电控单元 ECU214控制 驱动装置 214让副活塞 212迅速上行, 副气缸 213容积减小, 气缸 218内的 压力和温度瞬间升高而使均质混合气被压燃。 所述驱动装置分四种, 它们所需的原动力都直接或间接的来自发动机本 身, 如发动机的输出轴、 配气机构、 或发电机等。 第一种如图 22所示, 它包括凸轮 2110、 副连杆 2113、 电磁阀 2111、 下 缸盖 219、 衔铁 2112和弹簧 218。 副连杆 2113的上端与副活塞 212相连接, 下端受凸轮 2110的驱动; 两 端间套装有下缸盖 219; 副连杆 2113 的上端与下缸盖 219之间套装有弹簧 218; 副连杆 2113上固定有衔铁 2112, 衔铁 2112侧设置有电磁阀 2111。 工作时,在从进气开始至所需着火时刻前的某一时刻, 凸轮 2110驱动副 连杆 2113带动副活塞 212下行,副气缸 213容积增大,从气缸内吸入匀质混 合气; 同时, 弹簧 218被压缩, 下行至一定位置, 副连杆 2113固定有衔铁 2112被电磁阀 2111锁住不能下行, 凸轮 2110继续旋转, 凸起部分离开副连 杆 2113下端; 到着火时刻, 电磁阀 2111开启, 在弹簧 218弹力作用下, 副
连杆 2113带动着副活塞 212迅速上行,将匀质混合气排入气缸,使气缸内压 力和温度瞬间升高。 第二种如图 23所示, 它包括凸轮 2110、 副连杆 2113、 电磁阀 2111、 电 磁阀 2115、下缸盖 219、衔铁 2112、弹簧 218、复位弹簧 2114和弹簧座 2116。 副连杆 2113的上端与副活塞 212相连接, 下端装置有弹簧座 2116, 弹 簧座 2116受凸轮 2110的驱动;弹簧 218至下缸盖 219间的副连杆 2113上固 定有衔铁 2112; 弹簧座 2116至衔铁 2112之间的副连杆 2113上套装有弹簧 218; 衔铁 2112至下缸盖 219之间的副连杆 2113上套装有复位弹簧 2114; 弹簧座 2116的一侧设置有电磁阀 2115,衔铁 2112的一侧设置有电磁阀 2111。 工作时, 在从进气至所需着火时刻前的某一时刻, 电磁阀 2115开启, 在 复位弹簧 2114的作用下,副活塞 212上行,上行到一定位置时, 电磁阀 2111 将衔铁 2112锁住不能下行; 随后凸轮 2110驱动弹簧座 2116上行, 将弹簧 218压缩; 弹簧座 2116上行至一定位置被电磁阀 2115锁住不能下行, 凸轮 2110继续旋转, 凸起部分离开弹簧座 2116; 到着火时刻, 电磁阀 2111开启, 在弹簧 218弹力作用下,衔铁 2112带动着副活塞 212迅速上行,将匀质混合 气排入气缸, 使气缸内压力和温度瞬间升高, 同时复位弹簧 2114被压缩。 第三种如图 24所示, 它包括副连杆 2113、 电磁阀 2111、 衔铁 2112、 弹 簧 218, 弹簧座 2116和启动装置 2117。 副连杆 2113的上端与副活塞 212相连接, 下端装置有弹簧座 2116; 弹 簧座 2116至副活塞 212间的副连杆 2113上固定有衔铁 2112; 弹簧座 2116 至衔铁 2112之间的副连杆 2113上套装有弹簧 218;衔铁 2112的一侧设置有 电磁阀 2111, 副气缸的一则装置有启动装置 2117。 工作时, 匀质混合气燃烧时, 在废气压力作用下, 副活塞 212下行, 将 弹簧 219压缩,下行到一定位置时, 电磁阀 2111将衔铁 2112锁住不能上行; 到所需的着火时刻, 电磁阀 2111开启, 在弹簧 218弹力作用下, 衔铁 2112 带动着副活塞 212迅速上行, 将匀质混合气排入气缸, 使气缸内压力和温度 瞬间升高。 每次启动时, 电控单元 ECU都使启动装置 2117将衔铁 2112顶到到一定
位置被电磁阀 2111锁住, 用于启动发动机。 图中的弹簧座 2116固定在发动 机的某个部位, 工作中不产生位移。 第四种如图 25所示, 它包括齿条 2119、 电磁阀 2111、 衔铁 2112、 弹簧 218, 齿轮 2118。 齿条 2119的一端与副活塞 212相连接, 其上套装有下缸盖 219, 下缸盖 219与副活塞 212之间套装有弹簧 218; 齿条 2119的一侧啮合有电机带动的 齿轮 2118,齿条 2119的另一侧上固定有衔铁 2112,在旁设置有电磁阀 2111。 工作时,在从进气至所需着火时刻前的某一时刻,电机驱动着齿轮 2118, 使副活塞 212下行, 同时弹簧 218被压缩。 副活塞 212下行到一定行程, 电 磁阀 2111将齿条 2119锁住不能上行; 电磁阀 2111将衔铁 2112开启, 电机 也同时开启, 在弹簧 218弹力和电机的共同作用下, 副活塞 212迅速上行, 将匀质混合气排入气缸, 使气缸内压力和温度瞬间升高。 图 26所示是又一种专用均质压燃发动机的结构示意图: 在气缸盖上, 设置有副气缸 213, 副气缸 213内的空间与气缸 217内的 空间相通, 气缸 217上装置有压力传感器 2120、 温度传感器 2121和曲轴转 角传感器 215,其信号送入电控单元 ECU216进行处理,然后通过驱动装置 214 改变副气缸 213内的空间大小, 使均质混合气总在活塞上止点附近被压燃; 启动时,电控单元 ECU216通过驱动装置 214将副气缸 213处于初始状态, 其内容积较小, 气缸 217内压缩比较大, 燃料可以被压燃, 启动后随着气缸 218内温度的升高, 电控单元 ECU216对压力传感器 2121、 温度传感器 2122 和曲轴转角传感器 215的进行处理后, 控制驱动装置 214改变副气缸 213内 的空间大小, 使均质混合气总在活塞上止点附近被压燃; 图 27所示是再一种专用均质压燃发动机驱动装置的侧视图:副连杆 2114 上具有螺紋, 从具有螺母的齿轮 2119中心孔穿过; 齿轮 2119的上侧是上护 板 2123, 下侧是下缸盖 2110, 两者对齿轮 2119有限位作用; 齿轮 2119的右 侧是涡轮 2125和驱动涡轮 2125的电机 2124。 图 27所示是另一种专用均质压燃发动机结构示意图:
在气缸盖上, 设置有具有弹性可调的副气缸 2126, 其内的空间与气缸内 的空间相通, 气缸 217上装置有压力传感器 2120、 温度传感器 2121和曲轴 转角传感器 215, 其信号送入电控单元 ECU216进行处理, 然后通过驱动装置 214调节弹性可调的副气缸 2126的弹力大小; 均质混合气压燃前, 主要在弹 力作用下,弹性可调的副气缸 2126的弹力较大,使气缸 217内的均质混合气 可以被压燃, 均质混合气被压燃后, 主要在气缸 217内的压力作用下, 弹性 可调的副气缸 2126容积增大,起到减震作用, 同时使均质混合气总在活塞上 止点附近被压燃。 为减小均质压燃发动机工作的爆震, 可在气缸盖上设置具有弹性的副气 缸或弹性可调的副气缸,使其内的空间与气缸的空间相通,气缸内压力大时, 压力能转化机械能储存在弹性的副气缸或弹性可调的副气缸中; 气缸内压力 小时, 机械能再通过弹性的副气缸或弹性可调的副气缸转化为压力能释放给 发动机。 以上公开的仅为本发明的几个具体实施例,但是,本发明并非局限于此, 任何本领域的技术人员能思之的变化都应落入本发明的保护范围。
Claims
1. 一种专用均质压燃模式的发动机,其在发动机的全部工况下都采用均 质压燃模式工作, 包括: 均质混合气形成设备, 用于在发动机的燃烧室内形成均质的燃料空气混 合物, 以及 压燃点火设备, 用于在预定的点火正时将燃烧室内的均质燃料空气混合 物以压燃方式点燃, 该压燃点火设备包括以下装置中的至少一个: 点火突变控制装置, 通过在点火正时瞬时大幅提高燃烧室压力, 从而使 燃烧室内的均质燃料空气混合物进行压燃; 和 点火渐变控制装置, 通过使燃烧室压力逐渐连续地改变, 从而使燃烧室 内的均质燃料空气混合物在点火正时进行压燃; 其中, 点火突变控制装置包括: 缸内气体压力突变控制装置, 包括高压 气体缸内供给装置, 用于通过高压气体缸内供给装置在点火正时向燃烧室供 给高压空气以瞬时大幅提高燃烧室压力, 从而使燃烧室内的均质燃料空气混 合物进行压燃, 和 发动机压缩比突变控制装置, 包括压缩比改变装置, 用于通过压缩比改 变装置在点火正时增大压缩比以瞬时大幅提高燃烧室压力, 从而使燃烧室内 的均质燃料空气混合物进行压燃; 以及 点火渐变控制装置包括: 缸内气体压力渐变控制装置, 包括高压气体缸 内供给装置, 用于通过高压气体缸内供给装置供给高压空气以逐渐连续地提 高燃烧室压力,从而使燃烧室内的均质燃料空气混合物在点火正时进行压燃, 和 发动机压缩比渐变控制装置, 包括压缩比改变装置, 用于通过压缩比改 变装置逐渐连续地改变压缩比, 从而使燃烧室内的均质燃料空气混合物在点 火正时进行压燃。
2. 根据权利要求 1所述的发动机,其特征在于,所述均质混合气形成设 备包括下面装置中的一种: 与发动机的进气道连通的可燃混合气形成装置, 设置在发动机的进气道上的燃料喷射器, 用于向进气道内喷射燃料, 和设置 在气缸盖上燃料喷射器以向燃烧室内喷射燃料, 其中所述可燃混合气形成装 置包括与进气管连通的副管道, 所述副管道包括与进气道连通的副管道的进 气口和排气口, 设置在进气道中位于副管道的下游端的燃料喷射器, 和设置 在副管道中的风机。
3. 根据权利要求 1所述的发动机,其特征在于,所述高压气体缸内供给 装置包括空气压缩机、 储气箱、 设置在连通空气压缩机和储气箱的管道内的 进气阀、 设置在储气箱和燃烧室的连通通道上的排气阀。
4. 根据权利要求 1所述的发动机,其特征在于,所述发动机压缩比突变 控制装置的压缩比改变装置包括: 具有上部分和下部分的活塞, 在活塞的上 部分和下部分之间装设有弹簧, 在上部分上装设有锁钩, 所述锁钩可被下部 分装设的开关锁住, 所述开关的联接线从连杆、 曲轴通过电刷与发动机控制 单元 ECU相联接, 在点火正时的时刻, 所述开关在发动机控制单元的控制下 释放锁钩, 所述上部分在弹簧的作用下上升以瞬时大幅改变压缩比, 以便使 混合气总在点火正时被压燃。。
5. 根据权利要求 1所述的发动机,其特征在于,发动机压缩比渐变控制 装置的压缩比改变装置包括: 在气缸盖上装设的副气缸, 所述副气缸与燃烧 室相连通, 在副气缸内设置的副活塞, 所述活塞通过调节机构 (27 ) 的驱动 在副气缸内往复运动。
6. 根据权利要求 5所述的发动机,其特征在于,所述调节机构包括具有 泵的液压式调节机构。
7. 根据权利要求 5所述的发动机, 其特征在于, 所述调节机构包括: 与 副活塞固定连接的副连杆, 具有与副连杆螺紋连接的中心孔的齿轮, 驱动所 述齿轮的涡轮和驱动涡轮的电机。
8. 根据权利要求 1所述的发动机,其特征在于,发动机压缩比渐变控制 装置的压缩比改变装置包括: 包括固定连接的或者一体的气缸盖和气缸体的 发动机的上部分, 和包括曲轴箱的发动机的下部分, 所述上部分通过调节机 构与下部分联接, 所述调节机构通过改变上部分和下部之间的距离来改变压 缩比, 以便使混合气总在点火正时被压燃。
9. 根据权利要求 1所述的发动机,其特征在于,发动机压缩比渐变控制 装置的压缩比改变装置包括: 包括固定连接的或者一体的气缸盖和气缸体的 发动机的上部分, 和包括曲轴箱的发动机的下部分, 所述上部分通过调节机 构与下部分联接, 所述调节机构通过改变上部分和下部之间的相对角度来改 变压缩比, 以便使混合气总在点火正时被压燃。
10. 根据权利要求 1或所述的发动机, 其特征在于, 发动机压缩比渐变 控制装置的压缩比改变装置包括: 具有上部分和下部分的活塞, 在活塞的上 部分和下部分之间装设有调节机构, 所述调节机构在发动机控制单元 ECU的 控制下改变活塞的高度来改变压缩比, 以便使混合气总在点火正时被压燃。
11. 根据权利要求 1所述的发动机, 其特征在于, 发动机压缩比渐变控 制装置的压缩比改变装置包括: 用于支撑曲轴的偏心器, 通过在偏心器上设 置的扇形齿轮驱动偏心器的电机, 在发动机控制单元的控制下所述电机驱动 偏心器转动, 曲轴的位置相对于气缸盖的位置发生改变, 因而可以连续地调 节压缩比, 以便使混合气总在点火正时被压燃。
12. 根据权利要求 1所述的发动机, 其特征在于, 发动机压缩比渐变控 制装置的压缩比改变装置包括: 用于支撑连杆大头端与曲柄的联接处的偏心 器, 通过在偏心器上设置的扇形齿轮驱动偏心器的电机, 在发动机控制单元 的控制下所述电机驱动偏心器转动, 曲轴和连杆的位置相对于气缸盖的位置 发生改变, 因而可以连续地调节压缩比, 以便使混合气总在点火正时被压燃。
13. 根据权利要求 1所述的发动机, 其特征在于, 发动机压缩比渐变控 制装置的压缩比改变装置包括: 连杆的上段和下段, 一端与连杆的上段和下 段连接的操纵杆, 与操纵杆的另一端连接的调节机构, 在发动机控制单元的 控制下,控制调节机构通过移动操纵杆的另一端来动态的改变压缩比,, 以便 混合气总在点火正时被压燃。
14. 根据权利要求 1-13之一所述的发动机,其特征在于,所述发动机压 缩比突变控制装置的压缩比改变装置包括: 靠近气缸的位置设置的副气缸, 副气缸的出口通过管道联接在气缸盖上, 使副气缸内的空间与气缸内的燃烧 室相连通, 设置在副气缸中的副活塞, 以及驱动副活塞的驱动装置, 在发动 机控制单元 ECU的控制下, 在从进气开始到所需的着火时刻期间, 所述驱动 装置驱动副活塞下行, 副气缸的容积增大, 使气缸内的压力较小达不到均质 混合气压燃需要的条件, 在需要点火的点火正时的时刻, 驱动装置使副活塞 迅速上行, 副气缸容积迅速减小, 气缸内的压力和温度瞬间升高而使均质混 合物在点火正时被压燃。
15. 根据权利要求 14所述的发动机, 其特征在于, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 驱动副连杆的另一端的凸轮、 在副连杆 的一端与下缸盖之间套装的弹簧, 固定在副连杆上的衔铁, 和设置在衔铁一 侧的并用于锁住衔铁的电磁阀, 其中在从进气开始至点火正时期间, 凸轮驱 动副连杆带动副活塞下行, 副气缸容积增大, 从气缸内吸入匀质混合气, 同 时弹簧被压缩, 下行至一定位置, 与副连杆固定连接的衔铁被电磁阀锁住不 能下行, 凸轮继续旋转, 凸轮的凸起部分离开副连杆的另一端; 在点火正时 的时刻, 电磁阀开启以释放衔铁, 在弹簧弹力作用下, 副连杆带动着副活塞 迅速上行, 将匀质混合气排入气缸。
16. 根据权利要求 14所述的发动机, 其特征在于, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 与副连杆的另一端固定连接的弹簧座, 驱动弹簧座的凸轮、 固定在副连杆上的衔铁, 在弹簧座至衔铁之间的副连杆 上套装的弹簧、 在衔铁至下缸盖之间的副连杆上套装的复位弹簧、 设置在衔 铁一侧的并用于锁住衔铁的电磁阀, 设置在衔铁一侧的并用于锁住衔铁的第 一和第二电磁阀。
17. 根据权利要求 14所述的发动机, 其特征在于, 所述驱动装置包括: 一端固定连接到副活塞上的副连杆, 与副连杆的另一端固定连接的弹簧座, 所述弹簧座固定在发动机机体上, 固定在副连杆上的衔铁, 在弹簧座至衔铁 之间的副连杆上套装的弹簧,和设置在衔铁一侧的并用于锁住衔铁的电磁阀, 在副气缸的一则设置的启动装置, 在发动机控制单元的控制下, 所述启动装 置可将衔铁顶到一定位置被电磁阀锁住, 用于启动发动机。
18. 根据权利要求 14所述的发动机, 其特征在于, 所述驱动装置包括: 一端固定连接到副活塞上的齿条, 固定在齿条上的衔铁, 在下缸盖与副活塞 之间套装的弹簧, 与齿条的一侧啮合的齿轮, 驱动齿轮的电机, 和设置在衔 铁一侧的并用于锁住衔铁的电磁阀。
19. 根据权利要求 1所述的发动机, 其特征在于, 所述压缩比改变装置 包括: 在气缸盖上装设的弹性可调的副气缸, 所述副气缸与燃烧室相连通, 在副气缸内设置的副活塞, 所述活塞通过调节机构的驱动在副气缸内往复运 动, 其中在均质混合气压燃前, 弹性可调的副气缸的弹力较大从而弹性可调 的副气缸的容积较小, 在均质燃料空气混合物被压燃后, 弹性可调的副气缸 的弹力较小从而弹性可调的副气缸的容积增大, 起到减震作用。
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CN103116010A (zh) * | 2013-01-27 | 2013-05-22 | 浙江大学 | 一种混合气压缩燃烧试验装置 |
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CN107218126B (zh) * | 2017-08-10 | 2020-04-07 | 晏长友 | 均质压燃式内燃机及其控制系统和控制方法 |
CN109826729A (zh) * | 2019-01-08 | 2019-05-31 | 四川柯瑞泰内燃机制造有限公司 | 一种发动机智能可变压缩比系统及方法 |
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