WO2012000307A1 - 内燃机多燃料预混合燃烧系统 - Google Patents

内燃机多燃料预混合燃烧系统 Download PDF

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Publication number
WO2012000307A1
WO2012000307A1 PCT/CN2011/001042 CN2011001042W WO2012000307A1 WO 2012000307 A1 WO2012000307 A1 WO 2012000307A1 CN 2011001042 W CN2011001042 W CN 2011001042W WO 2012000307 A1 WO2012000307 A1 WO 2012000307A1
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Prior art keywords
fuel
ignition
compression
chamber
internal combustion
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Ceased
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PCT/CN2011/001042
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English (en)
French (fr)
Inventor
隆武强
田江平
冷先银
齐鲲鹏
盛凯
董全
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Dalian University of Technology
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Dalian University of Technology
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Priority to US13/807,446 priority Critical patent/US20130104850A1/en
Publication of WO2012000307A1 publication Critical patent/WO2012000307A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/084—Blends of gasoline and alcohols, e.g. E85
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a multi-fuel premixed combustion system for an internal combustion engine, which belongs to the field of combustion of internal combustion engines. Background technique
  • the present invention provides a multi-fuel premixed combustion system for an internal combustion engine, which should adopt a low compression ratio.
  • the booster air is intensively cooled, or the water is sprayed through the intake pipe, or the water is sprayed in the cylinder, so that the mixed fuel suitable for compression ignition or the pressure is injected in the intake stroke or the compression stroke.
  • a multi-fuel premixed combustion system for an internal combustion engine comprising: a combustion chamber, a main injector, a spark plug and a sub-nozzle, the main injector is installed In the combustion chamber or the intake duct, the main injector injects a mixed fuel of two or more types of fuel suitable for compression ignition into the combustion chamber or the intake duct in an intake stroke or a compression stroke, or is suitable for injection. Compression ignition and a mixed fuel suitable for igniting the fuel, or injecting a wide distillate fuel, form a premixed gas.
  • the over-fuel design allows this blended fuel or wide-distillate fuel to have better atomization performance than diesel, to evaporate more easily, and to lower the compression end temperature.
  • the intake mode adopts naturally aspirated or supercharged intake air. When natural suction is used, the effective compression ratio is less than or equal to 14. When the pressurized intake air is used, the effective compression ratio is less than or equal to 11, and is cooled by the charge air. The forced air is forced to be cooled, or the intake air is humidified, or the water spray is used to lower the compression temperature, so that a premixed gas in the combustion chamber cannot be self-ignited by the compression temperature; the auxiliary nozzle is sprayed before and after the compression top dead center.
  • Suitable for igniting fuel, or the same fuel as the main injector injection forming a secondary mixed gas suitable for ignition around the spark plug electrode, igniting the secondary mixed gas with a spark plug, and generating high temperature and high pressure generated by the combustion of the secondary mixed gas
  • a premixed gas in the combustion chamber is fired in a pre-mixed compression ignition in which all points are simultaneously ignited in all spaces of the combustion chamber.
  • the main injector, the spark plug and the sub-nozzle are mounted in the combustion chamber.
  • An ignition chamber is disposed on the cylinder head, the main injector is installed in the combustion chamber, and the spark plug and the sub nozzle are installed in the ignition chamber, and the combustion chamber and the ignition chamber are connected by at least one connecting passage.
  • a water sprayer is installed in the combustion chamber.
  • a sprinkler is installed in the intake duct of the internal combustion engine.
  • the main injector and the water sprinkler are installed in the intake duct.
  • the main injector and the water sprayer are installed in the intake duct.
  • a main injector is installed in the intake duct, and the sprinkler is installed in the combustion chamber.
  • the main fuel injector is installed in the intake duct.
  • the internal combustion engine employs an exhaust gas recirculation technique.
  • both the main injector and the sub-nozzle stop the fuel injection in the idle condition.
  • the guiding innovation of the above technical solution is: It is difficult to control due to the premixed compression ignition combustion method.
  • the fire point using the method of lowering the compression ratio and the intake air temperature, lowers the in-cylinder temperature at the end of the compression, so that the primary premixed gas in the cylinder cannot be self-ignited by only relying on the compression temperature, and the fuel is easily injected through the auxiliary nozzle, or
  • the main fuel injector injects the same fuel to form a secondary mixed gas, and the secondary mixed gas is ignited by the ignition device, and the combustion flame excites a premixed gas in the combustion chamber to undergo premixed compression ignition ignition.
  • the ignition method of the spray guide or the ignition chamber is adopted.
  • the use of high expansion ratio is beneficial to improve the efficiency of the internal combustion engine and reduce fuel consumption.
  • Exhaust gas recirculation technology and water spray technology are used to introduce part of the exhaust gas and water into the cylinder to reduce the combustion temperature, so that the mixed fuel premixed compression ignition can be controlled. rate.
  • the utility model has the beneficial effects that: the multi-fuel premixed combustion system of the internal combustion engine adopts a low compression ratio and a high expansion ratio, and the boosted internal combustion engine is further subjected to pressurized air enhanced cooling, so that one premixed gas in the cylinder cannot be compressed.
  • Spontaneous combustion then injecting a suitable ignited fuel through a sub-nozzle, or injecting the same fuel as the main injector to form a secondary mixed gas, igniting the secondary mixed gas with a spark plug, and pre-mixing compression ignition of a premixed gas in the excitation cylinder
  • the fire is burned, thereby effectively controlling the ignition point of the premixed combustion; the rate of premixed combustion is controlled by the exhaust gas recirculation technology and the in-cylinder watering technique. This enables mixed fuel premixed combustion with controlled ignition points and combustion rates over the full operating range, resulting in ultra-low NOx and soot emissions while maintaining high efficiency.
  • This type of internal combustion engine can be adapted to a variety of fuels, and the exhaust aftertreatment system is also relatively simple. Injecting a blend of diesel, gasoline, ethanol, and other volatile, non-self-igniting fuel into the cylinder can reduce the temperature in the cylinder and reduce the self-ignitability of the fuel, thus ensuring that the effective compression ratio does not have to be set too. Low, which helps to improve the thermal efficiency of the engine. In addition, since the primary mixture is ignited by igniting the secondary mixture, the cold start problem of the premixed compression ignition can be effectively solved. Tests on a 135 single-cylinder diesel engine showed a 96% reduction in NOx emissions, a 92% reduction in soot emissions and a 3% increase in thermal efficiency.
  • this multi-fuel combustion system can use a mixture of diesel and gasoline, and it is not necessary to separate diesel and gasoline in refining in the future, thereby reducing refining costs.
  • this multi-fuel combustion system can also inject a single liquid fuel suitable for ignition in a cylinder to form a premixed gas, and then form a secondary mixture by injecting gaseous fuel, and ignite once by igniting the secondary mixed gas. Gas, resulting in better performance.
  • FIG. 1 is a schematic diagram of a multi-fuel premixed combustion system of an internal combustion engine using spray-guided ignition.
  • 2 is a schematic diagram of a multi-fuel premixed combustion system of an internal combustion engine using an ignition chamber directed ignition.
  • Figure 3 is a schematic illustration of the installation of the sprinkler in the combustion chamber on the basis of ignition of the ignition chamber.
  • Figure 4 is a schematic illustration of the installation of a sprinkler in a combustion chamber based on a spray-guided ignition.
  • Figure 5 is a schematic illustration of the installation of the sprinkler in the intake duct on the ignition of the ignition chamber.
  • Figure 6 is a schematic illustration of the installation of the sprinkler in the intake duct on the basis of spray-guided ignition.
  • Figure 7 is a schematic illustration of the installation of the sprinkler and main injector into the intake duct on the ignition of the ignition chamber.
  • Figure 8 is a schematic illustration of the installation of the main injector and sprinkler in the intake duct on a spray-guided ignition basis.
  • Figure 9 is a schematic view showing the installation of the sprinkler in the combustion chamber on the ignition of the ignition chamber to install the main injector into the intake duct.
  • Fig. 10 is a schematic view showing the installation of the water sprayer in the combustion chamber and the installation of the main fuel injector into the intake duct on the basis of the spray-guided ignition.
  • Figure 1 shows a main injector of an internal combustion engine 2, a spark plug 3 and a sub-nozzle 4 mounted in a combustion chamber
  • FIG. 2 shows a main injector 2 of an internal combustion engine installed in a combustion chamber 1, a spark plug 3 and a sub-nozzle 4 are mounted in the ignition chamber 5, and the combustion chamber 1 and the ignition chamber 5 are connected by at least one connecting passage 6. .
  • FIG. 3 shows a main injector 2 of an internal combustion engine installed in a combustion chamber 1, a spark plug 3 and a sub-nozzle 4 are mounted in an ignition chamber 5, and a combustion chamber 1 and an ignition chamber 5 are connected by at least one connecting passage 6.
  • a water sprayer 7 is also installed in the combustion chamber 1.
  • 4 shows that the main injector 2, the spark plug 3 and the sub-nozzle 4 of the internal combustion engine are mounted in the combustion chamber 1, and a sprinkler 7 is also mounted in the combustion chamber 1.
  • Figure 5 shows a main injector 2 of an internal combustion engine mounted in a combustion chamber 1.
  • the spark plug 3 and the sub-nozzle 4 are mounted in an ignition chamber 5, and the combustion chamber 1 and the ignition chamber 5 are connected by at least one connecting passage 6.
  • a water sprayer 7 is also installed in the intake duct 8.
  • Fig. 6 shows a main injector 2 of the internal combustion engine 2.
  • the spark plug 3 and the sub-nozzle 4 are installed in the combustion chamber 1, and a sprinkler 7 is also installed in the intake duct 8.
  • FIG. 7 shows a spark plug 3 and a sub-nozzle 4 of an internal combustion engine installed in an ignition chamber 5, and a combustion chamber 1 and an ignition chamber 5 are connected by at least one connecting passage 6, and a main injection oil is installed in the intake duct 8. Mouth 2 and sprinkler 7.
  • Fig. 8 shows a spark plug 3 and a sub-nozzle 4 of an internal combustion engine which are installed in a combustion chamber 1, in which a main injector 2 and a sprinkler 7 are mounted.
  • Fig. 9 shows a spark plug 3 of an internal combustion engine in which a sub-nozzle 4 is mounted, and a sprinkler 7 is mounted in the combustion chamber 1, and a main injector 2 is mounted in the intake duct 8.
  • Fig. 10 shows a water sprinkler 7, a spark plug 3 and a sub-nozzle 4 of an internal combustion engine installed in a combustion chamber 1, in which a main injector 2 is mounted.
  • the multi-fuel premixed combustion system of the internal combustion engine shown in Fig. 1 uses spray-guided ignition: designing the combustion chamber volume so that the geometric compression ratio of the internal combustion engine is 12, and designing the intake valve closing timing so that the effective compression ratio of the internal combustion engine is 9, the intake charge
  • the main injector 2 adopts an atomized spray nozzle with a short penetration distance, and sprays a mixture of diesel, gasoline and ethanol into the combustion chamber 1 during the intake process, three of which The volume ratio of the person accounts for 60%, 20%, 20%, respectively, forming a homogeneous primary premixed gas in the cylinder; because the initial temperature of the in-cylinder compression is low, the effective compression ratio is low, and the primary premixed gas cannot rely on the compression high temperature for spontaneous combustion.
  • the sub-nozzle 4 sprays an appropriate amount of a mixed fuel composed of 20% by mass of hydrogen and 80% by mass of compressed natural gas to the combustion chamber to form a secondary vicinity of the spark plug 3 and the sub-nozzle 4. Mixing gas, then driving the spark plug 3 to ignite the second mixed gas at the crank angle of 5° before the compression top dead center, and the pressure and temperature rise after the secondary mixed gas near the spark plug 3 is ignited, and the combustion is excited.
  • the premixed gas of the remaining part of the chamber 1 is premixed by compression ignition ignition, thereby controlling the combustion starting point of the three fuel premixed compression ignition combustion in the combustion chamber 1, and the combustion rate can be introduced in the intake charge
  • the partially cooled exhaust gas is controlled to achieve rapid and smooth combustion of the diesel gasoline ethanol homogeneous mixture at a lower temperature.
  • the test results show that the NOx emissions are reduced by 90%, the soot emissions are reduced by 92%, and the thermal efficiency of the internal combustion engine is increased by 1.5%.
  • the multi-fuel premixed combustion system of the internal combustion engine shown in Figures 4 and 6 uses spray-guided ignition: the combustion chamber volume is designed such that the geometric compression ratio of the internal combustion is 12, and the effective closing ratio of the internal combustion engine is designed to be 9, the intake air
  • the charge is a forced-cooled air after turbocharging, and the main injector 2 adopts an umbrella nozzle with a good atomization and a short penetration distance, and sprays a mixture of diesel, gasoline and ethanol into the combustion chamber 1 during the intake process.
  • the volume ratio of the three accounts for 60%, 20%, and 20%, respectively, forming a homogeneous primary premixed gas in the cylinder; because the initial temperature of the in-cylinder compression is low, the effective compression ratio is low, and the primary premixed gas cannot rely on compression. High temperature spontaneous combustion on fire.
  • the sub-nozzle 4 sprays an appropriate amount of a mixed fuel composed of 20% by mass of hydrogen and 80% by mass of compressed natural gas to the combustion chamber to form a secondary mixture near the spark plug 3 and the sub-nozzle 4. Gas, then drive the spark plug 3 to ignite the secondary mixture before the compression top dead center 5° crank angle.
  • the secondary mixture near the spark plug 3 is ignited and the pressure and temperature rise, and a premix of the rest of the combustion chamber 1 is excited.
  • the gas pre-mixed compression ignition ignition combustion controls the combustion starting point of the three fuel premixed compression ignition combustion in the combustion chamber 1; the premixed combustion rate is the recirculated exhaust gas in the intake charge at the medium and low load ( EGR) ratio control, in addition to introducing a large amount of EGR at a higher load, driving the water sprayer 7 to spray the water mist to the combustion chamber 1 or the intake port 8, which are jointly controlled with the EGR in the intake charge
  • EGR medium and low load
  • the rate of premixed combustion allows the premixed compression ignition to operate at full load, with stable combustion and low combustion noise without damaging the engine.
  • the test results show that NOx emissions are reduced by 90%, soot emissions are reduced by 92%, the thermal efficiency of the internal combustion engine is increased by 1.5%, and the highest average effective pressure of the engine can reach 2. 5MPa.
  • the multi-fuel premixed combustion system of the internal combustion engine shown in Fig. 2 uses ignition chamber ignition: designing the combustion chamber volume so that the geometric compression ratio of the internal combustion engine is 13, and designing the intake valve closing timing so that the effective compression ratio of the internal combustion engine is 10, the intake charge
  • the main injector 2 adopts a highly turbulent injector with a good atomization and a settable penetration, and injects diesel, gasoline and B into the combustion chamber 1 during the intake process.
  • the sub-nozzle 4 injects an appropriate amount of compressed natural gas into the ignition chamber 5, and since the pressure in the combustion chamber 1 during compression is higher than the pressure of the ignition chamber 5, the combustion is before the compression top dead center.
  • the gas in the chamber 1 flows to the ignition chamber 5, so most of the natural gas is sealed in the ignition chamber 5, so that a properly ignited natural gas mixture is formed in the ignition chamber 5; the spark plug is driven at a crank angle of 50 degrees before the compression top dead center.
  • the mixture in the ignition chamber 5 is ignited, and the working medium in the ignition chamber 5 is ignited and burned, and the pressure and temperature rise.
  • the flame is injected into the combustion chamber 1 through the connecting passage 6, and the premixed combustion of the primary premixed gas in the combustion chamber 1 is excited.
  • the multi-fuel premixed combustion system of the internal combustion engine shown in Figures 3 and 5 uses ignition chamber ignition: designing the combustion chamber volume so that the geometric compression ratio of the internal combustion is 13, and designing the intake valve closing time so that the effective compression ratio of the internal combustion engine is 10, the intake air
  • the charge is forced-cooled air after turbocharging, and the main injector 2 adopts an umbrella nozzle with a good atomization and a short penetration distance, and sprays a mixture of diesel, gasoline and ethanol into the combustion chamber 1 during the intake process.
  • the volume ratio of the three accounts for 30%, 50%, and 20%, respectively, forming a homogeneous primary premixed gas in the cylinder; because the initial temperature of the in-cylinder compression is low, the effective compression ratio is low, and the primary premixed gas cannot rely on compression. High temperature spontaneous combustion on fire.
  • the sub-nozzle 4 injects an appropriate amount of compressed natural gas into the ignition chamber 5, since the pressure in the combustion chamber 1 during compression is higher than the pressure of the ignition chamber 5, the combustion is before the compression top dead center.
  • the gas in the chamber 1 flows to the ignition chamber 5, so most of the natural gas is sealed in the ignition chamber 5, so that a properly ignited natural gas mixture is formed in the ignition chamber 5; the spark plug is driven at a crank angle of 5° before the compression top dead center.
  • the mixture in the ignition chamber 5 is ignited, and the working medium in the ignition chamber 5 is ignited and burned, and the pressure and temperature rise.
  • the flame is injected into the combustion chamber 1 through the connecting passage 6, and the premixed combustion of the primary premixed gas in the combustion chamber 1 is excited.
  • the multi-fuel premixed combustion system of the internal combustion engine shown in Figures 7, 8, 9, and 10 employs injection of mixed fuel into the intake pipe: designing the combustion chamber volume so that the geometric compression ratio of the internal combustion engine is 12, and designing the intake valve closing timing to cause the internal combustion engine
  • the effective compression ratio is 9, the intake charge is the forced cooling air after turbocharging, and the main injector 2 adopts the umbrella nozzle with good atomization and short penetration distance, and the intake pipe is in the intake process.
  • the sub-nozzle 4 sprays an appropriate amount of compressed natural gas into the combustion chamber 1 (Fig. 8, 10) or the ignition chamber 5 (Figs. 7, 9) to form a secondary mixture near the spark plug 3.
  • the spark plug 3 then drive the spark plug 3 to ignite the second mixture gas before the compression top dead center 5° crank angle, and the pressure and temperature rise after the secondary mixture gas near the spark plug 3 is ignited, and the rest of the combustion chamber 1 is excited once.
  • the mixed gas undergoes premixed compression ignition ignition combustion, thereby controlling the combustion starting point of the three fuel premixed compression ignition combustion in the combustion chamber 1, and the combustion rate can be controlled by introducing partially cooled exhaust gas into the intake charge. .
  • the water spout 7 injects water mist into the combustion chamber 1 (Figs. 9, 10) of the intake passage 8 (Figs.
  • the above combustion system can not only inject multiple fuels, but also directly spray a single diesel fuel, or a gasoline fuel, or a wide distillate fuel through the main fuel injector 2.
  • the internal combustion engine operates in a cyclic mode with a low compression ratio and a high expansion ratio.
  • the effective compression ratio of the internal combustion engine is not greater than the minimum compression ratio that can cause the mixed fuel mixture to ignite, so as to ensure that the mixture in the cylinder cannot ignite spontaneously; for the supercharged internal combustion engine, the supercharged air cooling system is used to supercharge the The air is forced to cool, reducing the temperature of the gas in the intake line.
  • the diesel-based mixed fuel is injected into the combustion chamber during the intake stroke or the compression stroke to form a premixed gas; and the auxiliary nozzle sprays a small amount of ignitable fuel, and after being ignited by the spark plug, the premixed combustion of the primary premixed gas in the flame excitation cylinder occurs. , thereby controlling the ignition point of the premixed combustion of the mixed gas in the combustion chamber.
  • the EGR valve, EGR cooler and related pipelines part of the internal combustion engine exhaust gas can be reintroduced into the cylinder, and the water spray can be sprayed into the combustion chamber under high load, so that the combustion chamber mixture can be controlled at the full load range. Burning rate. At idle operation, the main injector and the sub-nozzle inject fuel combustion operation. Because of the fast burning rate, internal combustion engines have higher thermal efficiencies.

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Description

内燃机多燃料预混合燃烧系统
技术领域
本发明涉及一种内燃机多燃料预混合燃烧系统， 其属于内燃机燃烧领域。 背景技术
众所周知， 一方面内燃机燃料的多元化进展在加快， 另一方面， 为了满足 日趋严格的排放法规和对经济性说的要求， 柴油机和汽油机的技术越来越复杂， 成本不断提升， 尤其是电动车和混合动力车技术的快速发展， 对内燃机形成了 严峻的挑战。
发明内容
书
为了解决内燃机对不同种燃料的适应性问题， 提高内燃机的性能， 并降低 成本， 增强内燃机的竞争力， 本发明提供一种内燃机多燃料预混合燃烧系统， 这种燃烧系统应采用低压缩比， 对增压内燃机还要进行增压空气强化冷却、 或 通过进气管路喷水、 或气缸内喷水， 使在进气行程或压缩行程喷入的适于压燃 的混合燃料、 或适于压燃燃料和适于点燃燃料的混合燃料、 或宽馏分燃料所形 成的缸内一次预混合气不能压縮自燃，然后在压缩上止点附近喷入部分适宜点 燃的燃料、 或和主喷油嘴喷射同样的燃料， 并采用喷雾导向或点火室的方式将 之点燃， 进而引燃缸内的一次预混合气。 从而有效地控制混合燃料预混合燃烧 的着火点，并通过废气再循环技术把部分废气重新引入缸内，或者向进气管路、 或者燃烧室内喷水， 控制预混合燃烧的速率， 实现着火相位和燃烧速率可控的 混合燃料或宽馏分燃料的预混合燃烧， 并保持高效率。
本发明解决其技术问题所采用的技术方案是：一种内燃机多燃料预混合燃 烧系统， 它包括一个由燃烧室、 一个主喷油嘴、 一个火花塞和一个副喷嘴， 所 述主喷油嘴安装在燃烧室或进气管道内， 主喷油嘴在进气行程或压縮行程向燃 烧室或进气管道内喷射适于压燃的两种或两种以上燃料的混合燃料、或喷射适 于压燃和适于点燃燃料的混合燃料、 或喷射宽馏分燃料形成一次预混合气。 通 过燃料设计、 让这种混合燃料或宽馏分燃料比柴油具有更好的雾化性能、 更易 蒸发， 降低压缩终点温度。 进气方式采用自然吸气或增压进气， 采用自然吸气 时， 有效压縮比小于或等于 14， 在采用增压进气时， 有效压縮比小于或等于 11， 用增压空气冷却器把增压后的空气进行强制冷却， 或采用进气加湿， 或喷 水降低压缩温度， 使燃烧室内的一次预混合气不能依靠压縮温度自燃着火； 副 喷嘴在压缩上止点前后，喷射适于点燃的燃料、或和主喷油嘴喷射同样的燃料， 在火花塞电极周围形成适宜点燃的二次混合气， 用火花塞点燃二次混合气， 这 些二次混合气燃烧产生的高温高压，激发燃烧室内的一次预混合气在燃烧室的 所有空间内， 发生多点同时着火的预混合压缩着火燃烧。
所述主喷油嘴、 火花塞和副喷嘴安装于燃烧室内。
在缸盖上设置一点火室， 所述主喷油嘴安装于燃烧室内， 火花塞和副喷嘴 安装于点火室之内， 所述燃烧室与点火室之间由至少一条连接通道联通。
所述燃烧室内安装喷水器。
所述内燃机的进气管道内安装喷水器。
所述火花塞和副喷嘴安装于燃烧室内时，进气管道内安装主喷油嘴和喷水 器。
所述火花塞和副喷嘴安装于点火室内时，进气管道内安装主喷油嘴和喷水 器。
所述火花塞和副喷嘴安装于点火室内时， 进气管道内安装主喷油嘴， 喷水 器安装于燃烧室内。
所述火花塞、 副喷嘴和喷水器安装于燃烧室内时， 进气管道内安装主喷油 嘴。
所述内燃机采用废气再循环技术。
所述内燃机在用作汽车动力时， 怠速工况主喷油嘴和副喷嘴都停止燃料喷 射。
上述技术方案的指导思想是： 由于预混合压燃着火燃烧方式， 很难控制着 火点， 采用降低压縮比和进气温度的方法， 降低压缩终点的缸内温度， 使缸内 一次预混合气不能仅依靠压缩温度而自燃，通过副喷嘴喷射适量易于点燃的燃 料、 或和主喷油嘴喷射同样的燃料， 形成二次混合气， 由点火装置将二次混合 气点燃， 其燃烧火焰激发燃烧室内的一次预混合气发生预混合压燃着火燃烧。 为保证副喷嘴所喷射的适宜点燃的燃料、或和主喷油嘴喷射同样的燃料能够稳 定着火， 采用喷雾导向或点火室的点火方式。 而采用高膨胀比， 有利于提高内 燃机的效率， 降低油耗； 采用废气再循环技术和喷水技术， 将部分废气和水引 入气缸， 降低燃烧温度， 从而可以控制混合燃料预混合压縮着火燃烧的速率。
本发明的有益效果是： 这种内燃机多燃料预混合燃烧系统， 采用低压縮比 和高膨胀比， 对增压内燃机还要进行增压空气强化冷却， 使缸内的一次预混合 气不能压縮自燃， 然后通过副喷嘴喷射适宜点燃的燃料、 或和主喷油嘴喷射同 样的燃料， 形成二次混合气， 用火花塞点燃二次混合气， 激发缸内的一次预混 合气发生预混合压燃着火燃烧， 从而有效地控制了预混合燃烧的着火点； 通过 废气再循环技术和缸内加水技术， 控制预混合燃烧的速率。 从而实现了全工况 范围内着火点和燃烧速率可控的混合燃料预混合燃烧， 可以获得超低的 NOx和 碳烟排放， 并保持高效率。 这种内燃机可以适应多种燃料， 尾气后处理系统也 较为简单。 向缸内喷入柴油和汽油、 乙醇等易挥发而不易自燃的燃料所组成的 混合燃料， 既可以更多地降低缸内温度， 又可以降低燃料的自燃性， 从而保证 有效压缩比不必设置太低， 有利于提高发动机的热效率。 此外， 由于通过点燃 二次混合气， 引燃一次混合气， 因此可以有效解决预混合压燃燃烧的冷启动问 题。 在一台 135单缸柴油机上的试验表明， NOx排放下降 96%， 碳烟排放降低 92%, 热效率提高 3%。 特别是， 这种多燃料燃烧系统可以使用柴油和汽油的混 合燃料， 将来炼油时可以不必把柴油和汽油分开， 减少炼油成本。 当然， 这种 多燃料燃烧系统， 也可以在缸内喷射适于点燃的单一液体燃料， 形成一次预混 合气， 再通过喷射气体燃料形成二次混合气， 通过点燃二次混合气引燃一次混 合气， 从而获得更好的性能。
附图说明 下面结合附图和实施例对本发明作进一步说明。
图 1是一种采用喷雾导向点火的内燃机多燃料预混合燃烧系统示意图。 图 2是一种采用点火室导向点火的内燃机多燃料预混合燃烧系统示意图。 图 3是在点火室点火基础上把喷水器安装在燃烧室内的示意图。
图 4是在喷雾导向点火基础上把喷水器安装在燃烧室内的示意图。
图 5是在点火室点火基础上把喷水器安装在进气管道内的示意图。
图 6是在喷雾导向点火基础上把喷水器安装在进气管道内的示意图。
图 7是在点火室点火基础上把喷水器和主喷油嘴安装到进气管道内的示意 图。
图 8是在喷雾导向点火基础上把主喷油嘴和喷水器安装在进气管道内的示 意图。
图 9是在点火室点火基础上把喷水器安装在燃烧室内， 把主喷油嘴安装到 进气管道内的示意图。
图 10是在喷雾导向点火基础上把喷水器安装在燃烧室内， 把主喷油嘴安 装到进气管道内的示意图。
图中： 1、 燃烧室， 2、 主喷油嘴， 3、 火花塞， 4、 副喷嘴， 5、 点火室， 6、 连接通道， 7、 喷水器， 8、 进气管。
具体实施方式
图 1示出了一种内燃机的主喷油嘴 2、 火花塞 3和副喷嘴 4安装于燃烧室
1内。
图 2示出了一种内燃机的主喷油嘴 2安装于燃烧室 1内， 火花塞 3和副喷 嘴 4安装于点火室 5内，燃烧室 1与点火室 5之间由至少一条连接通道 6联通。
图 3示出了一种内燃机的主喷油嘴 2安装于燃烧室 1内， 火花塞 3和副喷 嘴 4安装于点火室 5内，燃烧室 1与点火室 5之间由至少一条连接通道 6联通， 在燃烧室 1内还安装有喷水器 7。 图 4示出了一种内燃机的主喷油嘴 2、 火花塞 3和副喷嘴 4安装于燃烧室 1内， 在燃烧室 1内还安装有喷水器 7。
图 5示出了一种内燃机的主喷油嘴 2安装于燃烧室 1内， 火花塞 3和副喷 嘴 4安装于点火室 5内，燃烧室 1与点火室 5之间由至少一条连接通道 6联通， 在进气管道 8内还安装有喷水器 7。
图 6示出了一种内燃机的主喷油嘴 2、 火花塞 3和副喷嘴 4安装于燃烧室 1内， 在进气管道 8内还安装有喷水器 7。
图 7示出了一种内燃机的火花塞 3和副喷嘴 4安装于点火室 5内，燃烧室 1与点火室 5之间由至少一条连接通道 6联通， 在进气管道 8内安装有主喷油 嘴 2和喷水器 7。
图 8示出了一种内燃机的火花塞 3和副喷嘴 4安装于燃烧室 1内，在进气 管道 8内安装有主喷油嘴 2和喷水器 7。
图 9示出了一种内燃机的火花塞 3、 副喷嘴 4安装于点火室 5内， 喷水器 7安装于燃烧室 1内， 在进气管道 8内安装有主喷油嘴 2。
图 10示出了一种内燃机的喷水器 7、火花塞 3和副喷嘴 4安装于燃烧室 1 内， 在进气管道 8内安装有主喷油嘴 2。
在图 1所示的内燃机多燃料预混合燃烧系统采用喷雾导向点火： 设计燃烧 室容积使内燃机的几何压缩比为 12，设计进气门关闭时刻使内燃机的有效压缩 比为 9，进气充量为涡轮增压后经过强制冷却的空气，主喷油嘴 2采用雾化好、 贯穿距短的伞喷油嘴， 在进气过程中向燃烧室 1喷射柴油、 汽油和乙醇的混合 物， 其中三者的体积比分别占 60%、 20%、 20%, 在缸内形成均质的一次预混合 气； 由于缸内压缩初始温度低， 有效压缩比低， 一次预混合气不能依靠压缩高 温自燃着火。 在压縮上止点前 10°曲轴转角， 副喷嘴 4向燃烧室喷射适量的由 20%质量的氢气和 80%质量的压缩天然气组成的混合燃料，在火花塞 3和副喷嘴 4附近形成二次混合气， 然后在压縮上止点前 5°曲轴转角驱动火花塞 3点燃二 次混合气， 火花塞 3附近的二次混合气着火燃烧后压力和温度升高， 激发燃烧 室 1内其余部分的一次预混合气发生预混合压燃着火燃烧， 从而控制燃烧室 1 内的三种燃料预混合压燃着火燃烧的燃烧始点， 其燃烧速率可以通过在进气充 量中引入部分冷却过的废气来进行控制， 从而实现柴油汽油乙醇均质混合气在 较低的温度下快速平稳地燃烧。 试验结果表明， NOx排放降低 90%， 碳烟排放 降低 92%， 内燃机的热效率提高 1. 5%。
在图 4、 6所示的内燃机多燃料预混合燃烧系统采用喷雾导向点火： 设计 燃烧室容积使内燃的几何压缩比为 12，设计进气门关闭时刻使内燃机的有效压 缩比为 9， 进气充量为涡轮增压后经过强制冷却的空气， 主喷油嘴 2采用雾化 好、 贯穿距短的伞喷油嘴， 在进气过程中向燃烧室 1喷射柴油、 汽油和乙醇的 混合物， 其中三者的体积比分别占 60%、 20%、 20%, 在缸内形成均质的一次预 混合气； 由于缸内压缩初始温度低， 有效压縮比低， 一次预混合气不能依靠压 缩高温自燃着火。 在压缩上止点前 10°曲轴转角， 副喷嘴 4向燃烧室喷射适量 的由 20%质量的氢气和 80%质量的压缩天然气组成的混合燃料， 在火花塞 3和 副喷嘴 4附近形成二次混合气，然后在压缩上止点前 5°曲轴转角驱动火花塞 3 点燃二次混合气， 火花塞 3附近的二次混合气着火燃烧后压力和温度升高， 激 发燃烧室 1内其余部分的一次预混合气发生预混合压燃着火燃烧， 从而控制燃 烧室 1内的三种燃料预混合压燃着火燃烧的燃烧始点； 预混合燃烧的速率在中 低负荷下由进气充量中的再循环废气 (EGR)比例来控制， 在较高负荷下除了引 入大量 EGR外， 还驱动喷水器 7向燃烧室 1或进气道 8喷射水雾， 这些水雾与 在进气充量中的 EGR共同控制预混合燃烧的速率， 使预混合压缩着火燃烧的运 行工况可以达到满负荷， 燃烧平稳， 燃烧噪声低， 不至于损坏发动机。 试验结 果表明， NOx排放降低 90%， 碳烟排放降低 92%， 内燃机的热效率提高 1. 5%， 发动机最高平均有效压力可达到 2. 5MPa。
在图 2所示的内燃机多燃料预混合燃烧系统采用点火室点火： 设计燃烧室 容积使内燃机的几何压缩比为 13，设计进气门关闭时刻使内燃机的有效压缩比 为 10， 进气充量为涡轮增压后经过强制冷却的空气， 主喷油嘴 2采用雾化好、 贯穿距可设定的高扰动喷油嘴， 在进气过程中向燃烧室 1喷射柴油、 汽油和乙 醇的混合物， 其中三者的体积比分别占 50%、 40%、 10%, 在缸内形成均质的一 次预混合气； 由于缸内压縮初始温度低， 有效压縮比低， 一次预混合气不能依 靠压缩高温自燃着火。 在压縮上止点前 70°曲轴转角， 副喷嘴 4向点火室 5内 喷射适量压缩天然气，由于压縮过程中燃烧室 1内的压力比点火室 5的压力高， 压缩上止点前燃烧室 1内的气体向点火室 5流动， 所以绝大部分天然气被封在 点火室 5内， 使点火室 5内形成适宜点燃的天然气混合气； 在压缩上止点前 5 0曲轴转角驱动火花塞 3点燃点火室 5内的混合气， 点火室 5内的工质着火燃 烧后压力和温度升高， 火焰经连接通道 6喷入燃烧室 1， 激发燃烧室 1内的一 次预混合气发生预混合燃烧，从而控制燃烧室 1内的三种燃料预混合气的燃烧 始点， 实现着火点可控的柴油、 汽油和乙醇的预混合压燃着火燃烧， 其燃烧速 率可以通过在进气充量中引入部分冷却过的废气来进行控制， 从而实现柴油汽 油乙醇均质混合气在较低的温度下快速平稳地燃烧。 试验结果表明， NOx排放 降低 95%， 碳烟排放降低 95%， 内燃机的热效率提高 2. 3%。
在图 3、 5所示的内燃机多燃料预混合燃烧系统采用点火室点火： 设计燃 烧室容积使内燃的几何压缩比为 13，设计进气门关闭时刻使内燃机的有效压缩 比为 10，进气充量为涡轮增压后经过强制冷却的空气，主喷油嘴 2采用雾化好、 贯穿距短的伞喷油嘴， 在进气过程中向燃烧室 1喷射柴油、 汽油和乙醇的混合 物， 其中三者的体积比分别占 30%、 50%、 20%, 在缸内形成均质的一次预混合 气； 由于缸内压缩初始温度低， 有效压缩比低， 一次预混合气不能依靠压縮高 温自燃着火。 在压缩上止点前 70°曲轴转角， 副喷嘴 4向点火室 5内喷射适量 压縮天然气， 由于压縮过程中燃烧室 1内的压力比点火室 5的压力高， 压缩上 止点前燃烧室 1内的气体向点火室 5流动，所以绝大部分天然气被封在点火室 5内， 使点火室 5内形成适宜点燃的天然气混合气； 在压缩上止点前 5°曲轴转 角驱动火花塞 3点燃点火室 5内的混合气， 点火室 5内的工质着火燃烧后压力 和温度升高， 火焰经连接通道 6喷入燃烧室 1， 激发燃烧室 1内的一次预混合 气发生预混合燃烧， 从而控制燃烧室 1内的三种燃料预混合气的燃烧始点， 实 现着火点可控的柴油、 汽油和乙醇的预混合压燃着火燃烧； 预混合燃烧的速率 在中低负荷下由进气充量中的再循环废气 (EGR)比例来控制， 在较高负荷下除 了引入大量 EGR外， 还驱动喷水器 7向燃烧室 1或进气道 8喷射水雾， 这些水 雾与在进气充量中的 EGR共同控制预混合燃烧的速率，使预混合压缩着火燃烧 的运行工况可以达到满负荷， 燃烧平稳， 燃烧噪声低， 不至于损坏发动机。 试 验结果表明， NOx排放降低 96%，碳烟排放降低 95%，内燃机的热效率提高 2. 8%， 发动机最高平均有效压力可达到 2. 4MPa。
在图 7、 8、 9、 10所示的内燃机多燃料预混合燃烧系统采用向进气管内喷 射混合燃料： 设计燃烧室容积使内燃机的几何压縮比为 12， 设计进气门关闭时 刻使内燃机的有效压缩比为 9， 进气充量为涡轮增压后经过强制冷却的空气， 主喷油嘴 2采用雾化好、 贯穿距短的伞喷油嘴， 在进气过程中向进气管道 8喷 射柴油、 汽油和乙醇的混合物， 其中三者的体积比分别占 30%、 50%、 20%, 在 缸内形成均质的一次预混合气； 由于缸内压缩初始温度低， 有效压縮比低， 一 次预混合气不能依靠压缩高温自燃着火。 在压縮上止点前 10°曲轴转角， 副喷 嘴 4向燃烧室 1 (图 8、 10 ) 或点火室 5 (图 7、 9 ) 内喷射适量的压缩天然气， 在火花塞 3附近形成二次混合气，然后在压縮上止点前 5°曲轴转角驱动火花塞 3点燃二次混合气， 火花塞 3附近的二次混合气着火燃烧后压力和温度升高， 激发燃烧室 1内其余部分的一次预混合气发生预混合压燃着火燃烧， 从而控制 燃烧室 1内的三种燃料预混合压燃着火燃烧的燃烧始点， 其燃烧速率可以通过 在进气充量中引入部分冷却过的废气来进行控制。 喷水器 7向进气道 8 (图 7、 8 )燃烧室 1 (图 9、 10 ) 内喷射水雾， 这些水雾与在进气充量中的 EGR共同控 制预混合燃烧的速率， 从而实现柴油汽油乙醇均质混合气在较低的温度下快速 平稳地燃烧。 由于混合燃料的喷射时间较早， 因此通过采用进气管道内喷射混 合燃料的方法可以实现与缸内直喷一样的较好的混合气准备， 同时还可以有效 地降低系统要求， 其中包括喷射压力和系统密封性等。
另外， 以上的燃烧系统不仅可以喷射多燃料， 也可以直接通过主喷油嘴 2 喷射单一的柴油、 或汽油燃料、 或宽馏分燃料。 从上述实施例可见，内燃机工作时，以低压缩比高膨胀比的循环方式工作。 内燃机的有效压縮比不大于可以使混合燃料的混合气自燃着火的最小压縮比， 以确保缸内的混合气不能自燃着火； 对于增压内燃机， 采用增压空气冷却系统 将增压后的空气进行强制冷却， 降低进气管路内气体的温度。 在进气行程或压 缩行程向燃烧室内喷射柴油基混合燃料， 形成一次预混合气； 而副喷嘴喷射少 量易点燃的燃料， 利用火花塞点燃后， 火焰激发缸内的一次预混合气发生预混 合燃烧， 从而控制燃烧室内混合气发生预混合燃烧的着火点。 通过 EGR阀门、 EGR冷却器及相关管路， 可以将部分内燃机尾气重新引入气缸内， 以及在高负 荷下采用喷水器向燃烧室喷射水雾，从而可以在全负荷范围控制燃烧室混合气 的燃烧速率。 在怠速运转时， 主喷油嘴和副喷嘴喷射燃料燃烧运行。 因为燃烧 速率快， 内燃机具有较高的热效率。

Claims

权 利 要 求 书
1. 一种内燃机多燃料预混合燃烧系统， 它包括一个由燃烧室（1)、一个主 喷油嘴 (2)、 一个火花塞 (3)和一个副喷嘴 (4)， 其特征是： 所述主喷油嘴 (2)安 装在燃烧室（1)或进气管道 （8 ) 内， 主喷油嘴 (2)在进气行程或压缩行程向燃 烧室（1)或进气管道 （8) 内喷射适于压燃的两种或两种以上燃料的混合燃料、 或喷射适于压燃和适于点燃燃料的混合燃料、或喷射宽馏分燃料形成一次预混 合气； 进气方式采用自然吸气或增压进气， 采用自然吸气时， 有效压缩比小于 或等于 14， 采用增压进气时， 有效压缩比小于或等于 11， 用增压空气冷却器 把增压后的空气进行强制冷却， 或采用进气加湿， 或喷水降低压縮温度， 使燃 烧室（1)内的一次预混合气不能依靠压縮温度自燃着火； 副喷嘴 (4)在压縮上止 点前后， 喷射适于点燃的燃料、 或和主喷油嘴喷射同样的燃料， 在火花塞电极 周围形成适宜点燃的二次混合气， 用火花塞 (3)点燃二次混合气， 这些二次混 合气燃烧产生的高温高压， 激发燃烧室（1)内的一次预混合气在燃烧室（1) 的 所有空间内， 发生多点同时着火的预混合压缩着火燃烧。
2. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述主喷油嘴 (2)、 火花塞 (3)和副喷嘴 (4)安装于燃烧室（1)内。
3. 根据权利要求 1 所述的内燃机多燃料预混合燃烧系统， 其特征是： 在 缸盖上设置一点火室 （5)， 所述主喷油嘴 (2) 安装于燃烧室 (1)内， 火花塞 (3) 和副喷嘴 (4)安装于点火室 (5)之内，所述燃烧室（1)与点火室 (5)之间由至少一 条连接通道 (6)联通。
4. 根据权利要求 2或 3所述的内燃机多燃料预混合燃烧系统， 其特征是: 所述燃烧室（1)内安装喷水器 (7)。
5. 根据权利要求 2或 3所述的内燃机多燃料预混合燃烧系统， 其特征是： 所述内燃机的进气管道 （8) 内安装喷水器 (7)。
6. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述火花塞 (3)和副喷嘴 (4)安装于燃烧室（1)内时， 进气管道（8) 内安装主喷油 嘴 (2)和喷水器 (7)。
7. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述火花塞 (3)和副喷嘴 (4)安装于点火室 (5)内时， 进气管道（8) 内安装主喷油 嘴 (2)和喷水器 (7)。
8. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述火花塞 (3)和副喷嘴 (4)安装于点火室 (5)内时， 进气管道（8) 内安装主喷油 嘴 (2)， 喷水器 (7) 安装于燃烧室 (1)内。
9. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述火花塞 (3)、 副喷嘴 (4) 和喷水器 (7)安装于燃烧室（1)内时， 进气管道 （8) 内安装主喷油嘴 (2) 。
10. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 利 用废气再循环控制燃烧速率。
11. 根据权利要求 1所述的内燃机多燃料预混合燃烧系统， 其特征是： 所 述内燃机在用作汽车动力时， 怠速工况主喷油嘴 (2)和副喷嘴 (4)都停止燃料喷 射。
PCT/CN2011/001042 2010-06-28 2011-06-22 内燃机多燃料预混合燃烧系统 Ceased WO2012000307A1 (zh)

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