WO2020057098A1 - 一种高效多燃烧模式的发动机燃烧系统 - Google Patents

一种高效多燃烧模式的发动机燃烧系统 Download PDF

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Publication number
WO2020057098A1
WO2020057098A1 PCT/CN2019/080653 CN2019080653W WO2020057098A1 WO 2020057098 A1 WO2020057098 A1 WO 2020057098A1 CN 2019080653 W CN2019080653 W CN 2019080653W WO 2020057098 A1 WO2020057098 A1 WO 2020057098A1
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Prior art keywords
combustion chamber
combustion
valve
engine
exhaust valve
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Ceased
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PCT/CN2019/080653
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English (en)
French (fr)
Inventor
卫海桥
华剑雄
冯登全
周磊
董凯
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Tianjin University
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Tianjin University
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Priority to US16/967,037 priority Critical patent/US11143091B2/en
Publication of WO2020057098A1 publication Critical patent/WO2020057098A1/zh
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Ceased legal-status Critical Current

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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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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 the technical field of internal combustion engines, in particular to a multi-mode engine combustion system based on a fully variable valve and a pre-combustion chamber structure, which can realize optimal combustion of the engine under different loads.
  • HCCI Homogeneous compression ignition
  • a solution to the problem of smoothness of switching between HCCI and SI is to use spark-assisted ignition to achieve self-ignition of unburned gas in the cylinder when the engine working load exceeds the maximum load of HCCI, namely, spark-assisted compression ignition (SACI) combustion.
  • SACI spark-assisted compression ignition
  • spark ignition has strict restrictions on the equivalent ratio of the mixture, so the effect of spark assist will be greatly reduced in the lean state, and the homogeneous equivalent combustion state will hardly reflect the advantage of HCCI high thermal efficiency.
  • the purpose of the present invention is to overcome the shortcomings in the prior art and provide an efficient combustion mode engine combustion system.
  • the valve mechanism in the system is a fully variable valve mechanism.
  • the variable valve provides different degrees of negative pressure.
  • the valve overlap angle (NVO) can realize different combustion modes from HCCI, SACI to SI, and the role of the pre-combustion chamber can always ensure that the ignition position of the spark plug and the propagation of the initial fire nucleus are near the stoichiometric ratio. In this way, the lean combustion of the main combustion chamber and the equivalent combustion process of the pre-combustion chamber can be realized.
  • the flame acceleration achieved by the jet flame hole of the pre-combustion chamber can achieve secondary heating and pressurization of the unburned mixture in the main combustion chamber, and induce the self-ignition of the unburned gas. Stable realization of SACI combustion mode. Even if the combustion is completely SI combustion, the acceleration effect of the jet hole on the flame can significantly reduce fuel consumption.
  • An efficient multi-combustion mode engine combustion system includes an air distribution mechanism, a pre-combustion chamber, and a main combustion chamber, which are arranged in the engine.
  • Two injectors are installed on the engine cylinder head, and one of the injectors is installed in the pre-combustion. In the room, the equivalent combustion gas is provided for the pre-combustion chamber.
  • Another fuel injector is installed in the main combustion chamber or the intake port according to different engine structures to provide the required mixture for the main combustion chamber.
  • the gas distribution mechanism is fully variable.
  • the valve mechanism whose intake and exhaust valves are driven by high-pressure oil, can realize the continuously variable valve timing and the real-time adjustment of the valve lift from 0-10mm;
  • the ignition is achieved by the ignition device of the pre-combustion chamber, said pre-combustion A spark plug and a single-hole injector are installed in the chamber, and a flame jet hole is provided at the bottom end;
  • the gas distribution mechanism includes an intake valve and an exhaust valve installed on an engine cylinder head.
  • the intake valve and the exhaust valve are respectively connected to an intake passage and an exhaust passage, and the intake valve and the exhaust valve are respectively installed on the intake valve and the exhaust valve.
  • the intake valve spring and the exhaust valve spring are respectively connected with a hydraulic piston with a top rod.
  • the opening and closing of the intake valve and the exhaust valve are performed by a hydraulic piston.
  • the hydraulic pistons are respectively installed in two hydraulic cylinders, and a displacement sensor is installed on the hydraulic cylinders to measure valve lift.
  • the hydraulic cylinders are each equipped with an upper inlet pipe and a lower inlet pipe, and the upper inlet pipe and the lower inlet pipe are installed on the hydraulic cylinder.
  • the one-way throttle valve is connected to two holes of the three-position four-way servo valve.
  • the other two holes of the three-position four-way servo valve are respectively connected to the high-pressure liquid source and the low-pressure liquid source through oil pipes.
  • the pressure range of the high-pressure liquid source is between 0 and 7 MPa, and the pressure of the low-pressure liquid source is 1 bar.
  • spark plug and the one-way injector are both installed in the pre-combustion chamber housing, and the spark plug electrode, the bottom end of the single-hole injector and the internal cavity of the pre-combustion chamber housing form the pre-combustion chamber;
  • the combustion chamber housing is mounted on the engine cylinder head by threads.
  • the injection holes of the single-hole fuel injector are arranged obliquely to reduce the collision of the injection fuel bundle in the pre-combustion chamber.
  • the pre-combustion chamber communicates with the main combustion chamber through jet holes, and the number of the jet holes is 6-8, and the aperture is 1mm-2mm; the jet hole can realize the jet flame from the pre-combustion chamber to the main combustion chamber. To increase the combustion rate in the main combustion chamber.
  • the existence of the pre-combustion chamber guarantees the stability of the spark ignition and the initial flame propagation.
  • a significant flame acceleration phenomenon will occur, which will increase the combustion rate in the main combustion chamber and significantly reduce the engine fuel consumption. To improve thermal efficiency.
  • the combustion system proposed by the present invention can realize a smooth transition between different combustion modes, instead of directly switching; it is as much as possible to ensure that the engine has the best thermal efficiency in different operating conditions.
  • FIG. 1 is a schematic structural diagram of the present invention.
  • Fig. 2 is a sectional view of a pre-combustion chamber ignition device.
  • Fig. 3 is a combustion mode control chart under different operating conditions.
  • FIG. 4 is a graph of valve lift curves required for different combustion modes.
  • FIG. 5 is a graph of in-cylinder pressure in different combustion modes.
  • An efficient multi-combustion engine combustion system combines a fully variable valve mechanism and a pre-combustion chamber jet ignition device. Based on this, different combustion modes are adopted for different loads to achieve optimal combustion under each load.
  • the specific embodiment includes an embodiment of a fully variable valve mechanism, an embodiment of a pre-combustion chamber jet ignition device, and a control mode of a multi-combustion mode, which will be further described below with reference to the accompanying drawings:
  • Embodiment of a fully variable valve mechanism As shown in FIG. 1, the cylinder head is provided with an intake valve 2 and an exhaust valve 26, and the intake valve 2 and the exhaust valve 26 respectively connect the intake port 3 and the exhaust port 23,
  • the intake valve 2 and the exhaust valve 26 are equipped with an intake valve spring 4 and an exhaust valve spring 22, respectively.
  • the opening and closing of the intake valve 2 and the exhaust valve 26 are performed by hydraulic pistons 6, 21 with ejectors.
  • the hydraulic pistons 6, 21 are respectively installed in the hydraulic cylinders 8, 19, and the hydraulic cylinders 8, 19 are respectively equipped with displacement sensors 9, 17 for measuring valve lift.
  • the hydraulic cylinder 8 is connected to the upper oil inlet pipe 7 and the lower oil inlet pipe 5.
  • the upper oil inlet pipe 7 and the lower oil inlet pipe 5 are respectively provided with one-way throttle valves 10 and 11 so that the hydraulic oil is forwarded in the upper oil inlet pipe 7 and the lower oil inlet pipe 5. Throttling, reverse normally.
  • the one-way throttle valves 10 and 11 are respectively connected to two holes of the three-position four-way servo valve 12, and the other two holes of the three-position four-way servo valve are connected to the high-pressure oil pipe 13 and the low-pressure oil pipe 14 respectively.
  • the high-pressure oil pipe 13 and the low-pressure oil pipe 14 are respectively connected to a high-pressure liquid source and a low-pressure liquid source.
  • the hydraulic cylinder 19 is also connected to the upper and lower inlet pipes.
  • the upper and lower inlet pipes are respectively provided with one-way throttle valves 20 and 18, and the one-way throttle valves 20 and 18 are respectively connected to three-position four-way servos.
  • Two holes of the valve 16 are connected, and the other two holes of the three-position four-way servo valve 16 are connected to a high-pressure liquid source and a low-pressure liquid source through a high-pressure oil pipe and a low-pressure oil pipe, respectively.
  • the high-pressure liquid source is provided by a high-pressure oil pump.
  • the pressure is adjustable in the range of 0-7MPa. It is mainly used to drive the valve opening and auxiliary valve closing.
  • the low-pressure liquid source comes from the fuel tank and the pressure is 1 bar.
  • the following only uses the hydraulic cylinder 8 on one side of the fully variable valve mechanism as an example to describe its main working principle: 1) When the intake valve needs to be opened, the three-position four-way servo valve 12 receives the control signal and Action occurs, so that the upper inlet pipe 7 communicates with the high-pressure liquid source, and the lower inlet pipe 5 communicates with the low-pressure liquid source. In this way, the hydraulic piston 6 is pushed under the action of high-pressure oil and overcomes the spring force to open the valve. The pressure of the high-pressure liquid source The higher, the faster the opening.
  • the opening degree of the one-way throttle valve 11 should be smaller than the opening degree of the one-way throttle valve 10.
  • the displacement sensor 9 can measure and monitor the opening and closing time of the intake valve and the valve lift in real time, and feed it back to the electronic control unit ECU. Similarly, the process of opening, maintaining, and closing the exhaust valve is the same as that of the intake valve. It is mainly controlled by the three-position four-way servo valve 16 and is performed by the hydraulic piston 21, the hydraulic cylinder 19, and the one-way throttle valves 18 and 20.
  • Embodiment of the pre-combustion chamber jet ignition device As shown in FIG. 2, a spark plug 24 and a single-hole injector 25 are installed on the pre-combustion chamber housing 15, with a flame jet hole 31 at the bottom end and a pre-combustion chamber housing 15. It is attached to the engine cylinder head by a thread 27.
  • the spark plug electrode, the bottom end of the single-hole injector 25 and the cavity in the pre-combustion chamber shell form a pre-combustion chamber 30.
  • the pre-combustion chamber communicates with the main combustion chamber through jet holes 31.
  • the number of jet holes is 6-8, and the aperture is 1mm-2mm.
  • the jet hole 31 can realize the jet flame from the pre-combustion chamber to the main combustion chamber, and improve the combustion rate in the main combustion chamber.
  • the single-hole injector 25 installed in the pre-combustion chamber housing 15 is a small-flow single-hole injector, and its injection holes 28 are inclined to reduce the collision of the injection fuel bundle 29 in the pre-combustion chamber as much as possible.
  • another main injector with a larger flow rate is installed in the main combustion chamber or on the intake port to provide the required mixture for the main combustion chamber. Because there are injectors in both the pre-combustion chamber and the main combustion chamber, the mixture of the engine in actual work can be flexibly controlled, and even when the main combustion chamber is lean, the mixture in the pre-combustion chamber can be guaranteed to be an equivalent mixture. To ensure the stability of ignition and initial flame propagation.
  • the existence of the pre-combustion chamber guarantees the stability of spark ignition and initial flame propagation.
  • the flame in the pre-combustion chamber passes through the jet hole, it will produce a significant flame acceleration phenomenon, which can increase the combustion rate in the main combustion chamber, which can significantly reduce engine fuel consumption and improve Thermal efficiency.
  • the combustion mode of the present invention under different operating conditions is shown in FIG. 3.
  • the engine operates under different operating conditions and uses different combustion modes to achieve as high a thermal efficiency as possible.
  • the engine When the engine is operating at a partial load (region II in Fig. 3), the engine operates in lean-burn SACI combustion mode, making it have higher thermal efficiency.
  • the valve lift is shown as II in Figure 4.
  • a certain degree of negative valve overlap can leave a part of the combustion exhaust gas in the cylinder, so that the cylinder has a higher thermodynamic state.
  • the gas in the pre-combustion chamber is a homogeneous gas
  • the gas in the main combustion chamber is a lean gas.
  • the single-hole injector 25 in the pre-combustion chamber injects fuel during the upward movement of the piston 1 to achieve the chemical equivalent in the pre-combustion chamber. combustion.
  • zone III and zone IV When the engine is operating at medium and high load and full load (regions III and IV in Fig. 3), the negative valve overlap angle is almost 0 at this time, and the engine is working in full SI combustion mode again.
  • zone III and zone IV The difference between zone III and zone IV is that the engine adopts lean-burn SI mode in zone III and equivalent SI mode in zone IV. In this way, the thermal efficiency of the engine can be improved as much as possible while ensuring power output.
  • the change of this equivalence ratio is only for the main combustion chamber, and the equivalence ratio of the precombustion chamber is always maintained near the chemical equivalence ratio to ensure Stable and reliable ignition process and initial fire nucleation.
  • the injector in the pre-combustion chamber in the lean SI mode of the region III injects a certain amount of fuel during the upward movement of the piston, and the injector in the pre-combustion chamber in the equivalent SI mode of the region IV does not inject fuel.
  • the engine uses the III and IV valve lift curves shown in Figure 4.
  • the engine load is mainly controlled by the amount of fuel injected in the main combustion chamber and the timing of closing the intake valve.
  • the fuel injection amount of the pre-combustion chamber determines the equivalent ratio of the main combustion chamber, and the closing time of the intake valve determines the air quality that actually enters the cylinder.
  • the cooperation of the two can realize the load control of the throttleless SI engine.
  • the combustion cylinder pressure in the cylinder under medium and high load is shown by the solid line in Figure 5.
  • the combustion pressure is slightly lower than the SACI mode, and the combustion phase is delayed, so as to avoid knocking at full load.
  • the SACI combustion mode in this region combines the stability of the SI mode and the high efficiency of the HCCI mode, which can give full play to Advantages of energy saving and emission reduction of the present invention.
  • the invention can realize a smooth transition between different combustion modes, instead of directly switching; the invention ensures as far as possible that the engine has the best thermal efficiency in different operating conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

一种高效多燃烧模式的发动机燃烧系统，包括配气机构、预燃室（30）和主燃烧室；配气机构为全可变气门结构，进气门（2）和排气门（26）由高压油驱动，通过预燃室（30）的点火装置实现点火，预燃室（30）中安装有火花塞（24）和单孔喷油器（25），底端设有火焰射流孔；进气门（2）和排气门（26）上分别安装有进气门弹簧（4）和排气门弹簧（22），进气门弹簧（4）和排气门弹簧（22）分别与带有顶杆的液压活塞（21）连接，进气门（2）和排气门（26）的开启和关闭均由液压活塞（21）执行；该高效多燃烧模式的发动机燃烧系统能够实现不同燃烧模式间的平稳过渡，保证了不同工况区域下发动机均具有最佳的热效率。

Description

一种高效多燃烧模式的发动机燃烧系统 技术领域
本发明涉及内燃机技术领域，具体涉及一种基于全可变气门和预燃室结构的多模式发动机燃烧系统，可实现发动机在不同负荷下的最优燃烧。
背景技术
随着在世界范围内越来越严格的油耗法规相继颁布，汽车发动机的研发面临着越来越大的挑战。由于火焰传播速率、爆震现象的限制等因素，传统的点燃式(SI)发动机在减少CO2方面的潜力已经很大程度上发挥到了极致。未来发动机CO2减排的发展方向将主要集中在新型的高效燃烧技术上。
均质压燃(HCCI)燃烧方式是目前受到广泛关注的清洁高效的燃烧方式，其燃烧放热集中，缸内稀混合气多点自燃，具有很高的热效率。但遗憾的是这种燃烧方式的着火极大程度地收到化学动力学的影响，缺少一种直接控制燃烧过程的手段。此外，HCCI燃烧的工作负荷也有很大地限制，在中高负荷工况很难在保证稳定着火的同时避免粗暴的燃烧。因此，不少研究人员提出将HCCI与SI两种燃烧模式同时应用于一台发动机上，在小负荷下采用HCCI燃烧模式，中高模式下切换到SI燃烧模式。然而，两种燃烧模式的控制参数截然不同，很难保证切换过程发动机运转的平顺性。
一种解决HCCI与SI切换平顺性问题的方案是当发动机工作负荷超出HCCI最大负荷时采用火花辅助点火的方式实现缸内未燃气体的自燃，即火花辅助压燃(SACI)燃烧。但火花点火对混合气的当量比具有严格的限制，因此在稀燃状态下火花辅助的作用将大打折扣，而均质当量燃烧状态又难以体现出HCCI高热效率的优势。
如何将极具诱惑力的压燃燃烧方式应用于传统点燃式发动机上，并在各个不同负荷需求的工况下均表现出极佳的节能减排效果，成为了当今内燃机设计和研发的一大难题。
发明内容
本发明的目的是为了克服现有技术中的不足，提供一种高效多燃烧模式的发动机燃烧系统，该系统内的配气机构为全可变气门机构，全可变气门提供的不同程度的负气门重叠角(NVO)可实现从HCCI、SACI再到SI的不同燃烧模式，而预燃室的作用可始终保证火花塞点火位置和初始火核的传播在化学当量比附近。如此，可实现主燃烧室稀燃，预燃室当量的燃烧过程。此外，当缸内热力学状态不足以实现HCCI时，预燃室的射流火焰孔 实现的火焰加速可对主燃烧室内的未燃混合气实现二次加温加压，诱导未燃气体的自燃，更加稳定地实现SACI燃烧模式。即使是燃烧完全为SI燃烧，射流孔对火焰的加速作用也能明显降低燃油消耗。
本发明的目的是通过以下技术方案实现的：
一种高效多燃烧模式的发动机燃烧系统，包括配气机构、预燃室和主燃烧室，设置于发动机内，发动机缸盖上安装有两个喷油器，其中一个喷油器安装于预燃室内，为预燃室提供当量混合气，另一喷油器根据不同发动机结构选择安装于主燃烧室内或进气道上，为主燃烧室提供所需混合气，所述配气机构为全可变气门机构，其进气门和排气门由高压油驱动，可实现气门时刻的连续可变及气门升程在0-10mm的实时调节；通过预燃室的点火装置实现点火，所述预燃室中安装有火花塞和单孔喷油器，底端设有火焰射流孔；
所述配气机构包括安装于发动机缸盖上的进气门和排气门，进气门和排气门分别连接进气道与排气道，所述进气门和排气门上分别安装有进气门弹簧和排气门弹簧，进气门弹簧和排气门弹簧分别与带有顶杆的液压活塞连接，进气门和排气门的开启和关闭均由液压活塞执行，所述液压活塞分别安装于两个液压缸内，液压缸上装有位移传感器用于测量气门升程，所述液压缸上均安装有上进油管和下进油管，所述上进油管和下进油管上均安装有单向节流阀，以使液压油在上进油管和下进油管的油管内正向节流、反向常通；所述单向节流阀与三位四通伺服阀的其中两孔连接，三位四通伺服阀的另外两孔通过油管分别与高压液源和低压液源连接。
进一步的，所述高压液源的压力范围在0-7MPa之间，低压液源的压力为1bar。
进一步的，所述火花塞和单向喷油器均安装于预燃室壳体之中，火花塞电极、单孔喷油器底端和预燃室壳体内部空腔形成所述预燃室；预燃室壳体通过螺纹安装于发动机缸盖上。
进一步的，所述单孔喷油器的喷孔斜向设置，以减少喷油油束在预燃室内的碰壁。
进一步的，所述预燃室与主燃烧室通过射流孔相通，所述射流孔数量为6-8个，孔径为1mm-2mm；该射流孔可实现从预燃室向主燃烧室的射流火焰，提高主燃烧室内的燃烧速率。
与现有点燃式发动机的燃烧方式不同，本发明提出的高效多燃烧模式发动机燃烧系统针对发动机不同工况的具体实现方式如下：
1)在发动机启动、怠速和小负荷工况下，由于取消了节气门装置，需通过全可变气 门机构控制较小的进排气门升程，以此达到所需要的进气量，实现稳定的SI燃烧；2)当发动机工作在部分负荷时，进排气门升程逐渐升高，并采用适当的负气门重叠，以实现缸内的残余废气，从而实现SACI燃烧模式；3)当发动机负荷在中高负荷时，在全可变气门机构控制下，负气门重叠角逐渐减小，直至达到普通SI气门升程，此时发动机工作在SI稀燃状态下，在保证燃烧稳定性的同时具有较高热效率；4)当发动机工作在全负荷工况时，燃油量逐渐增加，此时燃烧模式为SI当量燃烧。
与现有技术相比，本发明的技术方案所带来的有益效果是：
1.预燃室的存在保证了火花点火和初始火焰传播的稳定性，当预燃室内的火焰通过射流孔时会产生显著的火焰加速现象，提高主燃烧室内的燃烧速率，可明显降低发动机油耗，提升热效率。
2.通过本发明提出的燃烧系统可实现不同燃烧模式间的平稳过渡，而不是直接切换；尽可能地保证了不同工况区域下发动机均具有最佳的热效率。
附图说明
图1是本发明结构示意图。
图2是预燃室点火装置剖面图。
图3是不同运行工况下的燃烧模式控制图。
图4是不同燃烧模式所需的气门升程曲线图。
图5是不同燃烧模式下的缸内压力曲线图。
附图标记：1-活塞，2-进气门，3-进气道，4-进气门弹簧，5-下进油管，6-液压活塞，7-上进油管，8-液压缸，9-位移传感器，10-单向节流阀，11-单向节流阀，12-四位三通伺服阀，13-高压油管，14-低压油管，15-预燃室壳体，16-四位三通伺服阀，17-位移传感器，18-单向节流阀，19-液压缸，20-单向节流阀，21-液压活塞，22-排气门弹簧，23-排气道，24-火花塞，25-单孔喷油器，26-排气门，27-螺纹，28-喷孔，29-油束，30-预燃室，31-射流孔
具体实施方式
下面结合附图对本发明作进一步的描述。
一种高效多燃烧模式的发动机燃烧系统，结合了全可变气门机构和预燃室射流点火装 置，并在此基础上针对不同负荷采用不同燃烧模式，以达到各负荷下的最优燃烧。具体实施方式包含了全可变气门机构的实施方式、预燃室射流点火装置的实施方式、以及多燃烧模式的控制方式，下面结合附图作进一步说明：
全可变气门机构的实施方式：如图1所示，缸盖上装有进气门2和排气门26，进气门2和排气门26分别连接进气道3与排气道23，进气门2和排气门26分别装有进气门弹簧4和排气门弹簧22，进气门2和排气门26的开启和关闭由带有顶杆的液压活塞6、21执行，液压活塞6、21分别安装于液压缸8、19内，液压缸8、19上分别装有位移传感器9、17用于测量气门升程。液压缸8与上进油管7和下进油管5相连，上进油管7和下进油管5上分别装有单向节流阀10、11，使得液压油在上进油管7和下进油管5内正向节流，反向常通。单向节流阀10、11分别与三位四通伺服阀12其中两孔相接，三位四通伺服阀另两孔分别与高压油管13和低压油管14相接。高压油管13和低压油管14分别连接高压液源和低压液源。
同样的，液压缸19亦与上进油管和下进油管相连，上进油管和下进油管上分别装有单向节流阀20、18，单向节流阀20、18分别与三位四通伺服阀16其中两孔相接，三位四通伺服阀16另两孔分别通过高压油管和低压油管与高压液源和低压液源相接。高压液源通过高压油泵提供，压力在0-7MPa范围内可调，主要用于驱动气门的开启和辅助气门关闭；低压液源来自油箱，压力为1bar。
为描述简洁下述仅以全可变气门机构中一侧的液压缸8为例，描述其主要工作原理：1)当进气门需要开启时，三位四通伺服阀12接收到控制信号并发生动作，使得上进油管7与高压液源相通，下进油管5与低压液源相通，如此在高压油的作用下液压活塞6被推动，并克服弹簧弹力作用使气门开启，高压液源的压力越高，开启的速度越快。2)当进气门2达到所需升程，需要维持住开启状态时，在四位三通伺服阀12的控制下，上进油管7和下进油管5均与高、低压液源断开，使得液压缸内油压不变，以维持气门升程。3)当进气门需要关闭时，在四位三通伺服阀12控制下，下进油管5与高压液源接通，上进油管7与低压液源接通，液压压力推动液压活塞6上行，进气门2在液压和进气门弹簧4弹力作用下关闭。为避免气门关闭时的冲击过大，单向节流阀11的开度应比单向节流阀10的开度更小。位移传感器9可实时测量和监测进气门的开闭时刻以及气门升程，并反馈给电控单元ECU。同理，排气门开启、维持和关闭的过程与进气门相同，主要通过三位四通伺服阀16进行控制，由液压活塞21、液压缸19和单向节流阀18、20执行。
预燃室射流点火装置的实施方式：如图2所示，预燃室壳体15上安装有火花塞24和单孔喷油器25，底端带有火焰射流孔31，预燃室壳体15通过螺纹27安装于发动机缸盖上。火花塞电极、单孔喷油器25底端和预燃室壳体内空腔形成预燃室30，该预燃室与主燃烧室通过射流孔31相通，射流孔数量为6-8个，孔径为1mm-2mm。该射流孔31可实现从预燃室向主燃烧室的射流火焰，提高主燃烧室内的燃烧速率。此外，安装于预燃室壳体15内的单孔喷油器25为小流量单孔喷油器，其喷孔28斜置，以尽可能减少喷油油束29在预燃室内的碰壁。
除预燃室内安装的单孔喷油器25外，另一流量更大的主喷油器安装于主燃烧室内或进气道上，为主燃烧室提供所需混合气。由于预燃室和主燃烧室均存在喷油器，发动机在实际工作中的混合气可实现灵活控制，即使在主燃烧室稀燃的情况下也可保证预燃室内混合气为当量混合气，以确保点火和初期火焰传播的稳定性。
预燃室的存在保证了火花点火和初始火焰传播的稳定性，当预燃室内的火焰通过射流孔时会产生显著的火焰加速现象，提高主燃烧室内的燃烧速率，可明显降低发动机油耗，提升热效率。
本发明在不同运行工况下的燃烧模式如图3所示，发动机工作在不同工况下，采用不同的燃烧模式，以此尽可能地达到高的热效率。
1)对于启动、怠速和低负荷工况(图3中I区域)，为了保证燃烧的稳定性，在该区域下采用传统的当量SI燃烧模式。由于取消了节气门，该工况需要很小的气门升程以控制进入气缸内的气体总量，此时的气门升程如图4中的I所示。由于此时燃烧过程的燃油和空气混合浓度在化学当量比附近，因此预燃室内的单孔喷油器不喷油。此时缸内的燃烧压力如图5中虚线所示，燃烧压力与传统汽油机小负荷工况的燃烧压力类似，不同点在于射流点火装置的存在使得燃烧速率高于传统汽油机在小负荷的燃烧速率。
2)当发动机工作在部分负荷(图3中Ⅱ区域)时，发动机工作于稀燃SACI燃烧模式下，使其具有更高的热效率。在该模式下，气门升程如图4中Ⅱ所示，具有一定程度的负气门重叠可残余一部分燃烧废气在缸内，使得缸内具有较高的热力学状态。该燃烧模式下，预燃室内气体为均质气体，主燃烧室内气体为稀薄气体，预燃室内的单孔喷油器25在活塞1向上运动的过程中喷油，实现预燃室内的化学当量燃烧。当火焰从预燃室射流孔加速射出时，在较高的初始热力学状态和射流火焰的加温加压作用下，主燃烧室内的混合气发生自燃，即SACI模式下的CI燃烧阶段。虽然有自燃的存在，但由于此工况负荷较 低，再加上CO 2的稀释作用，缸内并不会出现发生爆震时的剧烈压力震荡现象。图5中点画线描述了该燃烧模式下缸内燃烧压力的情况，可以明显看出放热率出现存在可区别的两阶段，分别为SI阶段和CI阶段。并且在该区域下，随着负荷的升高，负气门重叠角逐渐较小，使得SI比例增加，CI比例降低。
3)当发动机工作在中高负荷以及全负荷(图3中区域Ⅲ和Ⅳ)工况时，此时负气门重叠角几乎为0，发动机再次工作在全SI燃烧模式下。区域Ⅲ和区域Ⅳ的区别在于，发动机在区域Ⅲ内采用稀燃SI模式，在区域Ⅳ内采用当量SI模式，如此可在保证功率输出的前提下尽可能提高发动机热效率。需要注意的是，无论是Ⅲ区域的稀燃还是Ⅳ区域的当量燃烧，这种当量比的变化只是针对主燃烧室而言，而预燃室的当量比始终维持在化学当量比附近，以保证稳定可靠的着火过程和初始火核形成。也就是说，区域Ⅲ的稀燃SI模式下预燃室的喷油器在活塞上行过程中喷射一定量的燃油，区域Ⅳ的当量SI模式下预燃室内的喷油器不喷油。在区域Ⅲ和区域Ⅳ内，发动机采用图4所示的Ⅲ和Ⅳ气门升程曲线，此时发动机的负荷主要由主燃烧室喷油量和进气门关闭时刻控制。预燃室喷油量决定了主燃烧室的当量比，而进气门关闭时刻则决定了实际进入气缸的空气质量，二者协同可实现无节气门SI发动机的负荷控制。在中高负荷下缸内燃烧缸压如图5的实线所示，燃烧压力较SACI模式略低，燃烧相位也更推迟，以此避免全负荷工况的爆震发生。
对于长期运行在城市工况的汽车，其绝大部分运行工况在图3的Ⅱ区域，该区域的SACI燃烧模式结合了SI模式的稳定性和HCCI模式的高效率，能更加充分地发挥出本发明的节能减排的优势。本发明可实现不同燃烧模式间的平稳过渡，而不是直接切换；本发明尽可能地保证了不同工况区域下发动机均具有最佳的热效率。
本发明并不限于上文描述的实施方式。以上对具体实施方式的描述旨在描述和说明本发明的技术方案，上述的具体实施方式仅仅是示意性的，并不是限制性的。在不脱离本发明宗旨和权利要求所保护的范围情况下，本领域的普通技术人员在本发明的启示下还可做出很多形式的具体变换，这些均属于本发明的保护范围之内。

Claims (5)

  1. 一种高效多燃烧模式的发动机燃烧系统，包括配气机构、预燃室和主燃烧室，设置于发动机内，其特征在于，发动机缸盖上安装有两个喷油器，其中一个喷油器安装于预燃室内，为预燃室提供当量混合气，另一喷油器根据不同发动机结构选择安装于主燃烧室内或进气道上，为主燃烧室提供所需混合气，所述配气机构为全可变气门机构，其进气门和排气门由高压油驱动，可实现气门时刻的连续可变及气门升程在0-10mm的实时调节；通过预燃室的点火装置实现点火，所述预燃室中安装有火花塞和单孔喷油器，底端设有火焰射流孔；
    所述配气机构包括安装于发动机缸盖上的进气门和排气门，进气门和排气门分别连接进气道与排气道，所述进气门和排气门上分别安装有进气门弹簧和排气门弹簧，进气门弹簧和排气门弹簧分别与带有顶杆的液压活塞连接，进气门和排气门的开启和关闭均由液压活塞执行，所述液压活塞分别安装于两个液压缸内，液压缸上装有位移传感器用于测量气门升程，所述液压缸上均安装有上进油管和下进油管，所述上进油管和下进油管上均安装有单向节流阀，以使液压油在上进油管和下进油管的油管内正向节流、反向常通；所述单向节流阀与三位四通伺服阀的其中两孔连接，三位四通伺服阀的另外两孔通过油管分别与高压液源和低压液源连接。
  2. 根据权利要求1所述一种高效多燃烧模式的发动机燃烧系统，其特征在于，所述高压液源的压力范围在0-7MPa之间，低压液源的压力为1bar。
  3. 根据权利要求1所述一种高效多燃烧模式的发动机燃烧系统，其特征在于，所述火花塞和单向喷油器均安装于预燃室壳体之中，火花塞电极、单孔喷油器底端和预燃室壳体内部空腔形成所述预燃室；预燃室壳体通过螺纹安装于发动机缸盖上。
  4. 根据权利要求1或3所述一种高效多燃烧模式的发动机燃烧系统，其特征在于，所述单孔喷油器的喷孔斜向设置，以减少喷油油束在预燃室内的碰壁。
  5. 根据权利要求1或3所述一种高效多燃烧模式的发动机燃烧系统，其特征在于，所述预燃室与主燃烧室通过射流孔相通，所述射流孔数量为6-8个，孔径为1mm-2mm；该射流孔可实现从预燃室向主燃烧室的射流火焰，提高主燃烧室内的燃烧速率。
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