WO2020114258A1 - 分层内燃机的喷射装置 - Google Patents

分层内燃机的喷射装置 Download PDF

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Publication number
WO2020114258A1
WO2020114258A1 PCT/CN2019/120039 CN2019120039W WO2020114258A1 WO 2020114258 A1 WO2020114258 A1 WO 2020114258A1 CN 2019120039 W CN2019120039 W CN 2019120039W WO 2020114258 A1 WO2020114258 A1 WO 2020114258A1
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intake
oxygen content
cylinder
internal combustion
low
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PCT/CN2019/120039
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English (en)
French (fr)
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谢晓宇
谢国华
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谢晓宇
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Publication of WO2020114258A1 publication Critical patent/WO2020114258A1/zh

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    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10019—Means upstream of the fuel injection system, carburettor or plenum chamber
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds

Definitions

  • the invention relates to an internal combustion engine, in particular to an intake and exhaust system of an internal combustion engine and a fuel injector.
  • the main emissions of diffusion combustion of internal combustion engines are mainly nitrogen oxides and soot; reducing the nitrogen oxide emissions and soot emissions of internal combustion engines is also the difficulty and focus of reducing the emissions of internal combustion engines.
  • the nitrogen oxide emissions of the internal combustion engine are related to the maximum combustion temperature, oxygen content, and high-temperature combustion duration of the combustion gas. If one of these parameters is greatly reduced, the nitrogen oxides of the internal combustion engine will be greatly reduced; As a result, soot emissions from internal combustion engines are generated during the initial combustion of the cylinder, and most of the soot will be oxidized and burned in the later stage of combustion.
  • the oxidation of the soot of the internal combustion engine is related to the oxygen content in the fuel gas in the later period. The higher the oxygen content, the more thorough the combustion of the soot (that is, the lower the emission of the soot of the internal combustion engine).
  • EGR Internal combustion engine exhaust gas recirculation
  • EGR exhaust gas recirculation
  • Exhaust gas recirculation combustion technology research shows that when the internal combustion engine adopts exhaust gas recirculation, the generation of soot does not increase during the combustion of the combustible mixture. On the contrary, due to the reduction in combustion temperature and the reduction in the generation of soot, the internal combustion engine eventually The increase in soot emissions is due to the low oxygen content in the later period and the slow soot oxidation rate.
  • the internal reduction measures for internal combustion engine pollutants are often contradictory; at the same time, the internal reduction measures to reduce internal combustion engine pollutants are There are also contradictions in combustion efficiency.
  • Combustion of oxygen-rich internal combustion engines can reduce the fuel consumption of internal combustion engines, as well as reduce the emissions of soot, hydrocarbons, and carbon monoxide from internal combustion engines.
  • the oxyfuel combustion of the internal combustion engine will greatly increase the nitrogen oxide emissions of the internal combustion engine, and at the same time make the internal combustion engine work violently and even cause the internal combustion engine to deflagrate.
  • Low-oxygen combustion of internal combustion engines can greatly reduce the nitrogen oxide emissions of internal combustion engines, but will increase the emissions of soot, hydrocarbons, and carbon monoxide of internal combustion engines, and will also increase the fuel consumption of internal combustion engines.
  • the oxygen content of the air entering the cylinder can no longer meet the energy saving and emission reduction requirements of the internal combustion engine. People have been looking for measures to reduce pollutant emissions in internal combustion engines, solutions for improving the combustion efficiency of internal combustion engines, and methods for improving the power of internal combustion engines.
  • the object of the present invention is to provide an injection device for a stratified internal combustion engine, which is used in the working cycle of an internal combustion engine and at least distributes the internal combustion engine fuel in the cylinder of one cylinder of the internal combustion engine in the axial or lateral low oxygen content gas layer, which can be increased
  • the power of the internal combustion engine, and the pollution emissions of the internal combustion engine do not increase.
  • An injection device for a stratified internal combustion engine includes a fuel injector controlled by an ECU, two intake pipes, and at least one cylinder.
  • the two intake pipes are respectively low in oxygen content or equal to the low oxygen content of air
  • the intake pipe and the high oxygen content intake pipe whose oxygen content is higher than the low oxygen content intake pipe;
  • the high oxygen content intake pipe and the low oxygen content intake pipe are respectively provided with a flow stratification device between the cylinder and the cylinder, and the flow stratification device
  • the high-oxygen content gas and the low-oxygen content gas entering the cylinder are axially stratified or laterally stratified in the cylinder;
  • the fuel injector injects fuel into the low oxygen content gas in and/or outside the cylinder.
  • the invention enables the fuel to be distributed in the cylinder in the axial or transverse low oxygen content gas layer, which exceeds the conventional idea of people (fuel is burned in oxygen-enriched, reducing the emissions of the internal combustion engine).
  • the invention is beneficial The effect is: when it is working, the oxygen content of the two intake pipe gases is unequal, and the fuel is in the low-oxygen gas layer of the cylinder, which can realize two-stage combustion of low oxygen and rich oxygen.
  • the fuel is first distributed in the low oxygen content gas layer of the cylinder, so that the fuel and the low oxygen content gas can form a combustible mixture combustion (referred to as the first stage combustion, the same below), the combustible under this condition
  • the low oxygen content of the mixed gas results in a decrease in the maximum combustion temperature and reduces the production of nitrogen oxides in the internal combustion engine.
  • the lower combustion temperature of the low oxygen content gas layer reduces the production of soot; the first stage of the combustion process Because of the combustible gas mixture formed by the low oxygen content gas, the relative combustion speed is slow (compared to the high oxygen content gas), and the combustion speed is relatively gentle.
  • the pre-mixed combustion products are then quickly diffused and burned in the stratified high oxygen content gas (referred to as the second stage combustion, the same below), which accelerates the oxidation and combustion of the soot (compared to the low oxygen content gas).
  • the first-stage premixed low-oxygen combustion and the second-stage diffusion oxygen-enriched combustion referred to as low-oxygen and oxygen-enriched two-stage combustion, the same below, so that the combustion efficiency of the internal combustion engine does not decline or decreases less.
  • the optimization scheme is to achieve a low oxygen content gas layer with fuel distributed in the axial or lateral direction in the cylinder of each cylinder.
  • Each cylinder of the internal combustion engine realizes combustible gas mixture pre-mixed low-oxygen combustion in the first stage and diffuse oxygen-enriched combustion in the second stage.
  • the nitrogen oxides and soot emissions of the internal combustion engine are simultaneously reduced, and at the same time, the combustion efficiency of the internal combustion engine is not Decline or less.
  • the oxygen content of the stratified high oxygen content gas is equal to the oxygen content of air
  • more fuel can be burned (compared with the stratified high Oxygen content gas is equal to that of low oxygen content gas), which can increase the power of the internal combustion engine, and the pollution emissions of the internal combustion engine do not increase
  • the oxygen content of the stratified high oxygen content gas is higher than that of air, it is in the second In stage diffusion combustion, more fuel can be burned (compared to the stratified high oxygen content gas equal to the air oxygen content), which can increase the power of the internal combustion engine without increasing the pollution emissions of the internal combustion engine.
  • the gas oxygen content of the low oxygen content intake pipe is lower than that of air, and the gas oxygen content of the high oxygen content intake pipe is equal to the oxygen content of air.
  • the present invention solves the technical problem that people have been eager to solve, but have never been successful- -At the same time reduce the emissions of nitrogen oxides and soot from at least one cylinder of the internal combustion engine; the present invention solves the technical problem that internal combustion engine workers have been eager to solve, but have never been successful-when reducing the pollutants emitted by bare engines of internal combustion engines, the combustion efficiency No reduction or less reduction; the present invention has achieved unexpected effects, can achieve the ideal combustion process of internal combustion engine slowing down first, and greatly reduce the possibility of internal combustion engine knocking combustion (internal combustion engine knocking combustion, limiting the internal combustion engine itself can limit The maximum power achieved) is a major innovation in the combustion technology of internal combustion engines in more than 100 years.
  • the gas oxygen content of the low-oxygen intake pipe is lower than that of air, and the gas oxygen content of the high-oxygen intake pipe is higher than that of air.
  • the gas oxygen content of the low-oxygen intake pipe is equal to the oxygen content of air, and the gas oxygen content of the high-oxygen intake pipe is higher than that of air.
  • more fuel can be burned, that is, an additional internal combustion engine While the emissions of internal combustion engines do not increase, it is particularly important that this effective benefit basically solves the problems of increased emissions and decreased power of internal combustion engines used in the plateau.
  • the specific embodiment of the gas oxygen content of the low oxygen content intake pipe is lower than the air oxygen content, and the gas oxygen content of the high oxygen content intake pipe is equal to or higher than the air oxygen content is: for a supercharged intercooled internal combustion engine, the low oxygen content is
  • the inlet of the air pipe is connected to the air storage tank below the oxygen content of the air, or directly to the exhaust pipe, or to the exhaust pipe through the EGR cooler, or to the exhaust pipe through the EGR valve, EGR cooler, or at the same time
  • the outlet of the EGR valve is connected to the outlet of the high oxygen content gas flow control valve.
  • the EGR valve is connected to the exhaust pipe through an EGR cooler.
  • the high oxygen content gas flow control valve is connected to the high oxygen content intake pipe; the high oxygen content
  • the inlet of the content intake pipe is connected to the outlet of the intercooler.
  • the low-oxygen intake pipe can be connected to a storage tank that is lower than the oxygen content of the air, but it increases the complexity of the internal combustion engine system.
  • the low oxygen content intake pipe is directly connected to the exhaust pipe, or connected to the exhaust pipe through the EGR cooler, or connected to the exhaust pipe through the EGR valve, EGR cooler, using a simple method-the gas provided by the internal combustion engine is solved Low oxygen content gas source, the actual use of high cost performance.
  • the low oxygen content intake pipe is connected to the exhaust pipe through an EGR cooler.
  • the EGR cooler can reduce the temperature of the exhaust gas recirculated.
  • the low oxygen content intake pipe is connected to the exhaust pipe through an EGR valve and an EGR cooler.
  • the EGR valve can adjust the EGR rate.
  • the low oxygen content intake pipe is simultaneously connected to the exhaust gas flow control valve inlet and the high oxygen content gas flow control valve inlet, the exhaust gas flow control valve is connected to the exhaust pipe through an EGR cooler, and the high oxygen content gas flow control valve Connected to the high oxygen content intake pipe, the connection method of the low oxygen content intake pipe not only solves the source of low oxygen content gas, but also makes the oxygen content of the low oxygen content gas adjustable, and the actual use is more cost-effective.
  • the inlet of the high oxygen content intake pipe is connected to the outlet of the intercooler, and the source of the high oxygen content gas is solved by the air provided by the internal combustion engine; its further optimization scheme is that the inlet of the high oxygen content intake pipe is simultaneously connected with the middle
  • the outlet of the cooler is connected to the outlet of the oxygen flow control valve of the oxygen storage cylinder, which fully utilizes the air provided by the internal combustion engine and the oxygen content provided by the oxygen storage cylinder.
  • the fuel in the exhaust gas layer of the first stage can be increased (according to The above-mentioned nitrogen oxides and soot generation characteristics), while the production of nitrogen oxides and soot does not increase, the second combustion stage can burn more combustion products of the first stage (mainly enough oxygen to burn carbon Smoke), that is, the additional power of the internal combustion engine can be increased without increasing the nitrogen oxides and soot of the internal combustion engine.
  • the additional increase in the power of the internal combustion engine has a high cost performance in actual use, such as the use of the internal combustion engine in the plateau.
  • the specific embodiment of the gas oxygen content of the low oxygen content intake pipe is equal to the air oxygen content, and the gas oxygen content of the high oxygen content intake pipe is higher than the air oxygen content.
  • the inlet of the low oxygen content intake pipe is The outlet of the intercooler is connected; the high oxygen content intake pipe is simultaneously connected to the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen gas cylinder.
  • the inlet of the low oxygen content intake pipe is connected to the outlet of the intercooler, and the source of the low oxygen content gas is solved by the gas provided by the internal combustion engine.
  • the high oxygen content intake pipe is simultaneously connected with the outlet of the intercooler and the oxygen gas cylinder
  • the outlet of the oxygen flow control valve is connected, and the oxygen content provided by the gas cylinder increases the fuel in the exhaust gas layer of the first stage, while the production of nitrogen oxides and soot does not increase.
  • the second combustion stage can burn more first
  • the combustion products of the stage mainly there is enough oxygen to burn soot
  • the additional power of the internal combustion engine can be increased without increasing the nitrogen oxides and soot of the internal combustion engine.
  • the additional increase in the power of the internal combustion engine has a high cost performance in actual use, such as the use of the internal combustion engine in the plateau.
  • the "intercooler" of the above specific embodiment can be changed to "air filter", and its specific beneficial benefits remain unchanged.
  • the present invention may have the following technical solutions for the fuel injection and stratification device: Technical Solution One
  • the fuel injector injects fuel into the low-oxygen content gas outside the cylinder, so that the fuel has sufficient time to mix with the low-oxygen content gas, and allows the fuel to be completely injected into the low-oxygen content gas.
  • the fuel injected by the internal combustion engine is the fuel used by the internal combustion engine, such as gasoline, diesel, natural gas and other fuels.
  • the fuel injector injects fuel into the low oxygen content gas in the cylinder, and the ignition time of the fuel can be controlled by controlling the injection time of the fuel.
  • the fuel injected by the internal combustion engine is the fuel used by the internal combustion engine, such as gasoline, diesel, natural gas and other fuels.
  • the fuel injector needs a certain duration when it is directed to the low oxygen content gas in the cylinder, especially the internal combustion engine repeatedly injects fuel from the start of the first injection to the end of the last injection.
  • the spray area is very large.
  • the fuel injection of the fuel injector of the present invention in the low-oxygen content gas in the cylinder means that most of the fuel is injected in the low-oxygen content gas, and the more injected fuel in the low-oxygen content gas, the lower the internal combustion engine nitrogen oxidation The more significant the effect of the emissions of substances and soot, the ideal fuel injection scheme is that the injected fuel is all in the exhaust layer.
  • technical solution one can allow the fuel to have sufficient time to mix with the low oxygen content gas, and completely inject the fuel in the low oxygen content gas, completely avoiding the fuel injection into the high oxygen content gas Possibly; compared with technical solution one, technical solution two can control the ignition time of fuel by controlling the injection time of fuel.
  • the fuel injector is a low-pressure injector controlled by the ECU and a high-pressure injector per cylinder controlled by the ECU.
  • the low-pressure injector injects fuel into a low-oxygen intake pipe
  • the high-pressure injector per cylinder injects fuel into each cylinder In low oxygen content gas.
  • the technical solution has the characteristics of technical solution one and technical solution two at the same time, so as to better meet the needs of multiple fuel internal combustion engines. For two-fuel internal combustion engines, such as natural gas and diesel two-fuel internal combustion engines, the spontaneous ignition temperature of the two fuels is different.
  • the optimal solution is to use low-pressure injectors to inject natural gas fuel with a low self-ignition temperature into the intake pipe with low oxygen content.
  • Diesel fuel with a high auto-ignition point temperature is injected into the low-oxygen content gas of each cylinder by the high-pressure injector per cylinder to further improve the performance of multiple fuel internal combustion engines.
  • Diesel fuel with a high auto-ignition point temperature is injected into the low oxygen content of each cylinder In the gas, the ignition time of the two fuel natural gas and diesel internal combustion engines can be better controlled.
  • the internal combustion engine is an axially stratified internal combustion engine, and the flow stratification device is composed of an auxiliary intake control valve, an intake port of at least one cylinder, and an intake valve connected thereto, the intake valve being arranged on the bottom surface of the cylinder head;
  • An intake auxiliary control valve is provided between the high-oxygen content intake pipe and the low-oxygen content intake pipe and the intake port of the cylinder, and the timing of opening and closing of the intake auxiliary control valve and the timing of gas distribution of the corresponding cylinder intake valve
  • the complete intake process of the cylinder intake port is divided into at least two intake durations, and the intake port is separated from the high oxygen content intake pipe and the low oxygen content during the divided intake duration.
  • the trachea is turned on sequentially.
  • the internal combustion engine is a four-stroke lateral stratified internal combustion engine with multiple intake ports per cylinder; the flow stratification device is composed of an intake port of at least one cylinder and an intake valve connected thereto; the intake port of the cylinder One part is connected to the intake pipe with high oxygen content, and the other part is connected to the intake pipe with low oxygen content.
  • technical solution 4 has a low oxygen content gas layer and a high oxygen content gas layer mixed and interfered with each other for a short time in the cylinder, forming a more ideal axial stratified gas in the cylinder.
  • technical solution five has a simple structure and is easy to arrange on the internal combustion engine; when technical solution five and technical solution one are used in combination, a simple stratification device is used to realize the distribution of fuel in the exhaust gas in the cylinder In the layer.
  • the technical solution four needs to be used in combination with the technical solutions one, two, and three
  • the technical solution five also needs to be used in combination with the technical solutions one, two, and three, respectively.
  • the preferred specific solutions of the above technical solutions are as follows:
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, axially stratified diesel engine with an intake port per cylinder; the number of cylinders is equal to the number of cylinders of the internal combustion engine; the flow stratification device is assisted by intake air
  • the control valve, the intake port of each cylinder and the intake valve connected to it, the intake valve is arranged on the bottom surface of the cylinder head; the high oxygen content intake pipe and the low oxygen content intake pipe and the intake air of each cylinder
  • the intake auxiliary control valve is provided between the channels, and the opening and closing timing of the intake auxiliary control valve corresponds to the phase of the valve timing of the corresponding cylinder intake valve, so that the intake process of each cylinder is divided into two intakes according to the opening sequence.
  • the gas duration is the first intake duration and the second intake duration respectively; during the first intake duration, the high oxygen content intake pipe is connected to the corresponding cylinder intake port; during the second duration, The low-oxygen intake pipe is connected to the intake port of the corresponding cylinder; the inlet of the low-oxygen content intake pipe is connected to the exhaust pipe through an EGR cooler; the inlet of the high-oxygen content intake pipe is connected to the outlet of the intercooler;
  • the fuel injector is a low-pressure injector controlled by an ECU. The low-pressure injector injects diesel into a low-oxygen intake pipe.
  • the low-pressure injector injects diesel into the intake pipe with low oxygen content, which can use the thermal energy of the exhaust gas to fully atomize the diesel oil and mix it with the exhaust gas, further improving the energy utilization rate of the exhaust gas.
  • One of the further optimization schemes of this preferred specific solution is that the inlet of the low-oxygen content intake pipe is connected to the exhaust pipe through an EGR valve and an EGR cooler, which can adjust the amount of exhaust gas recirculated to further meet the matching requirements of the internal combustion engine.
  • the second further optimized solution of this preferred specific solution is that the inlet of the low oxygen content intake pipe is simultaneously connected to the outlet of the EGR valve and the outlet of the high oxygen content gas flow control valve, and the EGR valve is connected to the exhaust pipe through the EGR cooler Connected, the high oxygen content gas flow control valve is connected to the high oxygen content intake pipe.
  • This further optimization scheme can adjust the gas oxygen content in the low oxygen content intake pipe to further meet the matching and use requirements of the internal combustion engine.
  • the third of the further optimization schemes of this preferred specific solution is that the inlet of the high oxygen content intake pipe is connected to the outlet of the intercooler and the flow control valve outlet of the oxygen storage cylinder at the same time.
  • the oxygen content of the high oxygen content intake pipe increases and can be Increase the fuel supply of the diesel engine and increase the power of the diesel engine.
  • the third plan for further optimization can be used in combination with one or two of the further plans.
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, laterally stratified gasoline engine with two intake ports per cylinder, the two intake ports are the front intake port and the rear intake port, respectively;
  • the number of is equal to the number of cylinders of the internal combustion engine;
  • the flow stratification device is composed of two intake ports of each cylinder and an intake valve connected thereto, the intake valve is arranged on the bottom surface of the cylinder head;
  • the intake pipe is connected to the front intake port of each cylinder, the high oxygen content intake pipe is connected to the rear intake port of each cylinder;
  • the inlet of the low oxygen content intake pipe is connected to the exhaust pipe through an EGR cooler;
  • the high The oxygen content intake pipe is connected to the outlet of the intercooler;
  • the fuel injector is a low-pressure injector per cylinder controlled by the ECU, and the low-pressure injector per cylinder injects gasoline into the front intake port of each cylinder.
  • the front air intake port of each cylinder of the flow stratification device provides a mixed air layer of the front exhaust gas of the cylinder and gasoline
  • the rear air intake port of each cylinder provides the rear air layer of the cylinder, so that the mixed gas and air of exhaust gas and gasoline Layered horizontally in the cylinder.
  • the mixed gas layer of exhaust gas and gasoline is at the front, so that after the first stage of low-oxygen combustion of the mixed gas layer of exhaust gas and gasoline, its combustion products can be subjected to high-oxygen combustion of the second stage with the rear air layer, while reducing Gasoline engine emissions and improve the thermal efficiency of gasoline engines.
  • the fuel injector is a low-pressure injector controlled by the ECU.
  • the low-pressure injector injects gasoline into the low-oxygen content intake pipe, which can reduce the number of low-pressure injectors.
  • the other further optimization solutions of this preferred specific solution are the same as the further optimization solutions of the preferred specific solution 1.
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, and laterally stratified gasoline engine with three intake ports per cylinder.
  • the three intake ports are the front, intermediate, and rear intake ports, respectively.
  • the number of the cylinders is equal to the number of cylinders of the internal combustion engine;
  • the flow stratification device is composed of three intake ports of each cylinder and an intake valve connected thereto, the intake valves are arranged on the bottom surface of the cylinder head;
  • the low oxygen content intake pipe is connected to the middle intake port of each cylinder, and the high oxygen content intake pipe is connected to the front and rear intake ports of each cylinder;
  • the inlet of the low oxygen content intake pipe passes through the EGR cooler Connected to the exhaust pipe;
  • the high oxygen content intake pipe is connected to the outlet of the intercooler;
  • the fuel injector is a low-pressure injector per cylinder controlled by the ECU, and the low-pressure injector per cylinder injects gasoline into each cylinder Intake port.
  • the front intake port of each cylinder of the flow stratification device provides the front air layer of the cylinder
  • the intake port of each cylinder and the low-pressure injector provide the mixed layer of exhaust gas and gasoline in the middle of the cylinder
  • the rear of each cylinder The intake port provides the rear air layer of the cylinder, so that the mixed gas and air of exhaust gas and gasoline are laterally layered in the cylinder.
  • the mixed gas layer of exhaust gas and gasoline is in the middle, so that the combustible gas mixture of the mixed gas layer of exhaust gas and gasoline is burned in the first stage with low oxygen, the combustion products can be carried out faster and better with the front air layer and the rear air layer
  • the second stage of high oxygen combustion while reducing the emissions of gasoline engines and improving the thermal efficiency of gasoline engines.
  • this specific solution can reduce the EGR rate, speed up the high-oxygen combustion rate in the second stage, and better meet the matching requirements of the high load of the gasoline engine.
  • the fuel injector is a low-pressure injector controlled by the ECU.
  • the low-pressure injector injects gasoline into the low-oxygen content intake pipe, which can reduce the number of low-pressure injectors.
  • the other further optimization solutions of this preferred specific solution are the same as the further optimization solutions of the preferred specific solution 1.
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, axially stratified diesel engine with two intake ports per cylinder; the number of cylinders is equal to the number of cylinders of the internal combustion engine; the flow stratification device consists of intake air
  • the auxiliary control valve, the intake port of each cylinder and the intake valve connected to it, the intake valve is arranged on the bottom surface of the cylinder head; the high oxygen content intake pipe and the low oxygen content intake pipe and each cylinder inlet
  • the intake duration is the first intake duration, the second intake duration and the third intake duration respectively.
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the low oxygen content The inlet of the intake pipe is connected to the exhaust pipe through the EGR cooler
  • the inlet of the high oxygen content intake pipe is connected to the outlet of the intercooler
  • the fuel injector is a high-pressure injector per cylinder controlled by the ECU
  • the injector injects diesel into the exhaust gas in the middle and upper part of the corresponding cylinder axis.
  • the intake port of the internal combustion engine Since the intake port of the internal combustion engine has a certain volume, its volume is generally about 20% of the volume of the connected cylinder, so that the gas entering the cylinder is first the exhaust gas left in the intake port in the previous cycle, then the air enters the cylinder, and finally the exhaust gas After entering the cylinder, the gas entering the cylinder is divided into three layers.
  • the fuel injected into the fuel system of the diesel engine enters the exhaust layer of the cylinder at the end, and the exhaust gas left in the intake port in the last cycle has little or no effect on the reduction of nitrogen oxides in the diesel engine at the lowest layer of the cylinder.
  • the volume of the exhaust gas layer affects the subsequent air intake, which reduces the maximum power of the diesel engine by about 20%.
  • the third intake duration the remaining exhaust gas in the intake port is pushed into the corresponding cylinder by air, and the air intake of the next cycle of the diesel engine is further increased to increase the power of the diesel engine.
  • the position of the exhaust gas of the second intake duration in the exhaust layer of the diesel engine cylinder can also be adjusted to further reduce the hydrocarbon and carbon monoxide of the internal combustion engine.
  • the further optimization scheme of this preferred specific scheme is the same as the further optimization scheme of the preferred specific scheme 1.
  • the internal combustion engine is a four-stroke turbocharged intercooled, axially stratified diesel engine with two intake ports per cylinder; the number of cylinders is equal to the number of cylinders of the internal combustion engine; the flow stratification device is assisted by intake air
  • the control valve, the intake port of each cylinder and the intake valve connected to it, the intake valve is arranged on the bottom surface of the cylinder head; the high oxygen content intake pipe and the low oxygen content intake pipe and the intake air of each cylinder
  • the gas duration is the first intake duration, the second intake duration, and the third intake duration.
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port.
  • the low oxygen content intake pipe is connected to the corresponding cylinder intake port, and during the third intake duration, the high oxygen content intake pipe is connected to the corresponding cylinder intake port;
  • the inlet of the air pipe is connected to the exhaust pipe through the EGR cooler;
  • the inlet of the high oxygen content intake pipe is connected to the outlet of the intercooler;
  • the fuel injector is a low-pressure injector controlled by the ECU and each cylinder controlled by the ECU High-pressure injectors and low-pressure injectors inject diesel into low-oxygen intake pipes, and high-pressure injectors per cylinder inject diesel into the upper and middle exhaust gases in the corresponding cylinder axis.
  • a further optimization of this preferred solution is that the diesel engine is a gasoline or diesel two-fuel internal combustion engine, the fuel injector is a low-pressure injector controlled by the ECU and a high-pressure injector per cylinder controlled by the ECU, and the low-pressure injector injects gasoline Into the low-oxygen content intake pipe, each cylinder high-pressure injector injects diesel into the low-oxygen content gas in the middle and upper part of the corresponding cylinder axis to further improve the matching requirements of the internal combustion engine and meet the requirements of the internal combustion engine.
  • the further optimization scheme of this preferred specific scheme is the same as the further optimization scheme of the preferred specific scheme 1.
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, axially stratified diesel engine with two intake ports per cylinder; the number of cylinders is equal to the number of cylinders of the internal combustion engine; the flow stratification device consists of intake air
  • the auxiliary control valve, the intake port of each cylinder and the intake valve connected to it, the intake valve is arranged on the bottom surface of the cylinder head; the high oxygen content intake pipe and the low oxygen content intake pipe and each cylinder inlet
  • the intake duration is the first intake duration, the second intake duration and the third intake duration respectively.
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the high oxygen content intake pipe is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the low oxygen content is connected to the corresponding cylinder intake port
  • the low oxygen content The inlet of the intake pipe is connected to the outlet of the intercooler; the inlet of the high oxygen content intake pipe is simultaneously connected to the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen cylinder;
  • the fuel injector is controlled by the ECU High-pressure injector per cylinder; high-pressure injector per cylinder injects diesel into the air in the middle and upper part of the axis of the corresponding cylinder.
  • the internal combustion engine is a four-stroke, turbocharged, intercooled, and laterally stratified gasoline engine with three intake ports per cylinder.
  • the three intake ports are the front, intermediate, and rear intake ports, respectively.
  • the number of the cylinders is equal to the number of cylinders of the internal combustion engine;
  • the flow stratification device is composed of three intake ports of each cylinder and an intake valve connected thereto, the intake valves are arranged on the bottom surface of the cylinder head;
  • the low-oxygen content intake pipe is connected to the middle intake port of each cylinder, and the high-oxygen content intake pipe is connected to the front intake port and the rear intake port of each cylinder;
  • the outlet of the injector is connected; the inlet of the high oxygen content intake pipe is connected to the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen gas cylinder;
  • the fuel injector is a low-pressure injector per cylinder controlled by the ECU, each Cylinder low-pressure injectors inject gasoline into the middle intake port of
  • the intake auxiliary control valve of the flow stratification device divides the complete intake process of the intake port into at least two intake durations
  • the intake auxiliary control valve may be an electronic control valve controlled by an ECU; it may also be a mechanical valve of the following structure: it includes an inner rotor, an outer rotor fitted on the inner rotor, and a valve body located outside the outer rotor, the inner rotor is hollow and One end is closed, the other end is an open end, the inner rotor, the outer rotor and the side of the valve body are respectively provided with at least a corresponding set of valve ports; the closed end of the inner rotor is connected to a driven external gear via a rotating shaft, and the corresponding end of the outer rotor There is a driven internal gear at the part, a driving gear installed at the end of the transmission shaft meshes with the driven external gear and the driven internal gear respectively; the transmission shaft is driving
  • valve port on the valve body or the open end of the inner rotor When in use, either the valve port on the valve body or the open end of the inner rotor is connected to the intake port of each cylinder, and the other end is connected to the intake pipe.
  • the inner rotor and the outer rotor are driven to move in reverse.
  • the valve port of the intake auxiliary control valve is in the open state.
  • valve port of the intake auxiliary control valve is in the closed state;
  • the rotor and outer rotor rotate in reverse, the opening and closing speed of the valve is the superposition of the inner rotor and outer rotor speed, so that the valve opening of the intake auxiliary control valve can achieve a large opening and can quickly open and close;
  • the transmission shaft is connected with the timing gear It can make the ports of multiple intake auxiliary control valves of each single cylinder correspond to the timing and open in sequence.
  • the above mechanical intake auxiliary control valve may have the following two more specific structures:
  • the number of intake auxiliary control valves connected to the intake port is at least one, the number of valve ports on the side of the inner rotor, the outer rotor and the valve body is equal to the number of intake pipes, the opening of the inner rotor is connected to the intake port, the valve Each valve port on the side of the body is connected to the corresponding intake pipe.
  • the number of intake auxiliary control valves connected to the intake passage is at least two, and the number of valve ports on the side of each intake auxiliary control valve body is equal to the number of intake passages; the open ends of each inner rotor are respectively connected to the corresponding inlet The air pipes and the valve ports on the side of the valve body are connected to the intake ports of the corresponding cylinders.
  • the technical scheme, preferred specific scheme and further optimization scheme of the present invention are all applicable to internal combustion engines of existing fuels, such as diesel engines, gasoline engines, natural gas internal combustion engines, etc.; also applicable to existing two-stroke internal combustion engines, such as two-stroke diesel engines and two-stroke gasoline engines , Two-stroke natural gas internal combustion engine, etc.
  • the injection device of the stratified internal combustion engine of the present invention can be used in conjunction with the existing injection device or can be used alone on the existing internal combustion engine.
  • a four-stroke three-cylinder supercharged intercooled diesel engine is used as an example.
  • the principles of the embodiments are applicable to internal combustion engines with other cylinders, such as four-cylinder internal combustion engines, six-cylinder internal combustion engines, eight-cylinder internal combustion engines, and so on.
  • the principles of the embodiments are all applicable to naturally aspirated internal combustion engines, mechanical supercharging, compound supercharging (such as two-stage supercharging, sequential supercharging) and other internal combustion engines.
  • the principles of the embodiments are applicable to internal combustion engines of other fuels, such as gasoline engines and natural gas internal combustion engines.
  • the principles of the embodiments are all applicable to two-stroke internal combustion engines, such as two-stroke diesel engines, two-stroke gasoline engines, and two-stroke natural gas internal combustion engines.
  • FIG. 1 is a schematic diagram of an optimized injection device of a four-stroke three-cylinder axially stratified, supercharged and intercooled diesel engine of the present invention.
  • FIG. 2 is a cross-sectional view of the cylinder I of the schematic diagram of the injection device of FIG. 1.
  • FIG. 3 is a schematic structural diagram of an intake auxiliary control valve.
  • FIG. 4 is a cross-sectional view of M1-M1 in FIG. 3.
  • FIG. 5 is a cross-sectional view of M5-M5 in FIG. 3.
  • FIG. 6 is a cross-sectional view of M6-M6 in FIG. 3.
  • FIG. 7 is a schematic diagram of the three-cylinder intake phase angle face value and the intake duration of the intake auxiliary control valve port.
  • FIG. 8 is a schematic diagram of another optimized injection device of a four-stroke three-cylinder axially stratified, supercharged and intercooled diesel engine of the present invention.
  • FIG. 9 is a schematic diagram of an optimized injection device of a four-stroke three-cylinder laterally stratified, supercharged and intercooled diesel engine of the present invention.
  • FIG. 10 is a cross-sectional view of the cylinder I of the schematic diagram of the injection device of FIG. 9.
  • Figure 2 is a schematic cross-sectional view of the first cylinder of the injection device of Figure 1), it is an optimized four-stroke three-cylinder (corresponding cylinder number I-III) of the present invention.
  • the injection device of the pressure-intercooled diesel engine is equipped with two intake valves for each cylinder, including: a high oxygen content intake pipe GY, a low oxygen content intake pipe DY, a piston top surface with a ⁇ -shaped combustion chamber pit, and a cylinder
  • Each cylinder composed of the wall 2 and the cylinder head bottom plane 3 is composed of six intake ports 1-1-J, 1-2-J, 2-1-J, 2-2-J, 3-1-J, 3-2-J, six intake valves M1-1, M1-2, M2-1, M2-2, M3-1, M3-2, three intake auxiliary control valves F1, F2, F3 flow rate Layering device, and three high-pressure injectors GP1, GP2, GP3 controlled by ECU.
  • the inlet of the high oxygen content intake pipe GY is connected to the outlet of the air intercooler, and the inlet of the low oxygen content intake pipe DY is connected to the exhaust pipe through the EGR cooler.
  • the closing timing corresponds to the phase of the intake timing of the corresponding cylinder intake valve, so that the intake process of each cylinder is divided into three intake durations according to the opening sequence, namely the first intake duration and the second intake duration Period and the third intake duration, during the first intake duration, the high oxygen content intake pipe GY is connected to the two intake ports of the corresponding cylinder; during the second duration, the low oxygen content intake pipe DY and the corresponding The two intake ports of the cylinder are connected; during the third intake duration, the high oxygen content intake pipe GY is connected to the corresponding cylinder intake port.
  • the six intake ports 1-1-J, 1-2-J, 2-1-J, 2-2-J, 3-1-J, 3-2-J outlets are respectively associated with the corresponding intake valve M1- 1.
  • M1-2, M2-1, M2-2, M3-1, M3-2 are connected, intake valves M1-1, M1-2, M2-1, M2-2, M3-1, M3-2 are arranged On the bottom surface of the cylinder head.
  • High-pressure injectors GP1, GP2, GP3 are arranged on the bottom surface of the cylinder head.
  • Figure 2 is the first cylinder (the second cylinder, the third cylinder is the same as the first cylinder).
  • the high-pressure injector GP1 will compress the diesel oil at the top dead center (line 5) Schematic diagram of the injection into the middle and upper part of the cylinder.
  • the abcd area is the exhaust gas layer, and the air layer is above the line segment ab and below the line segment cd.
  • a fuel injector provides fuel injection to a cylinder, it takes a certain period of time.
  • the high-pressure injector can inject fuel multiple times.
  • the fuel is injected from the first injection to the end of the last injection.
  • the spray area is very large.
  • the fuel injection of the fuel injector according to the present invention means that most of the fuel is injected into the exhaust gas layer in the upper part of the cylinder.
  • the more fuel injected in the exhaust gas layer the lower the emission of nitrogen oxides and soot from the internal combustion engine.
  • the ideal fuel injection scheme is that the injected fuel is all in the exhaust gas layer.
  • the intake auxiliary control valves F2 and F3 have the same structure as the intake auxiliary control valve F1;
  • the intake auxiliary control valve F1 includes an inner rotor 101 and an outer rotor 102 and the valve body 103, the inner rotor 101, the outer rotor 102 and the valve body 103 are respectively provided with corresponding six groups of valve ports, corresponding to 1-1-1 to 1-3-2 (intake auxiliary control valve
  • the port corresponding to F2 is 2-1-1 to 2-3-2, the port corresponding to the intake auxiliary control valve F3 is 3-1-1 to 3-3-2,), the intake auxiliary control valve F1
  • the phase angle positions of the valve ports on the sides of the inner rotor and the outer rotor are out of phase;
  • the closed end of the inner rotor 101 is connected to a driven external gear 104 via a shaft, and the corresponding end of the outer rotor 102 is provided with a driven internal gear 105,
  • the six valve ports of each single cylinder divide the complete intake process of the corresponding cylinder into three short intake durations that are consecutively connected and partially overlap between two adjacent processes, that is, the first duration.
  • Period, the second duration, and the third duration the two intake ports of each cylinder are divided into the three intake durations of the cylinder and the high oxygen content intake pipe GY, the low oxygen content intake pipe DY, and the high oxygen content.
  • the air pipe GY is turned on, and the duration of the same sequence duration of each intake port is the same.
  • the intake auxiliary control valve of each cylinder divides the complete intake process of each intake port into three overlapping and consecutive intake durations; by changing the relative position of the valve port, the To realize the opening and closing of the intake auxiliary control valve port, air, exhaust gas, and air are in three different intake durations, and then enter the cylinder through the intake valve of the intake port.
  • FIG. 1 the intake auxiliary control valve of each cylinder divides the complete intake process of each intake port into three overlapping and consecutive intake durations; by changing the relative position of the valve port, the To realize the opening and closing of the intake auxiliary control valve port, air, exhaust gas, and air are in three different intake durations, and then enter the cylinder through the intake valve of the intake port.
  • FIG. 7 is a schematic diagram of the intake phase angle face value of the intake port 1--1-J of the three-cylinder diesel engine and the intake duration of the intake auxiliary control valve valve port (intake phase angle face value and intake port of the intake port 1-2-J
  • intake phase angle face value and intake port of the intake port 1-2-J The intake duration of the gas-assisted control valve port is exactly the same as that of the intake port 1-1-1J), and this description is also applicable to other internal combustion engines.
  • ⁇ 1 represents the angle difference between the opening of the intake valve and the opening of the intake auxiliary control valve port 1-1-1;
  • ⁇ 2 represents the opening of the intake valve and the port of the intake auxiliary control valve 2-1-1
  • the angle difference of the intake duration of the intake ⁇ 3 represents the angle difference between the opening of the intake valve and the intake duration of the intake auxiliary control valve port 3-1-1;
  • ⁇ 4 represents the valve opening 1- of the intake auxiliary control valve
  • the first intake duration of 1-1 allows the air to enter the cylinder from the high oxygen content intake pipe GY through the intake port from the angle of opening to closing;
  • ⁇ 5 represents the second intake of the intake auxiliary control valve port 2-1-1
  • ⁇ 6 represents the third intake duration of the intake auxiliary control valve port 3-1-1 from opening to The closing angle allows air to enter the cylinder from the high oxygen content intake pipe GY through the intake
  • the flow stratification device provides axially stratified air and exhaust gas to the cylinder of each cylinder of the three-cylinder diesel engine, that is, the air and exhaust gas enter the cylinder first and then form a stratification of air and exhaust gas in the cylinder, high-pressure injector
  • the fuel reaches the combustion chamber wall, it is injected into the exhaust gas layer.
  • the fuel injected by the fuel injector is firstly burned in the stratified exhaust gas in the first stage of low-oxygen combustion, and the low-oxygen combustion products are then rapidly burned in the stratified air.
  • the diesel engine realizes low-oxygen and high-oxygen two-stage combustion, so that the final nitrogen oxides and soot produced by the diesel engine are reduced, and the combustion process is slowed first and then urgent.
  • the gas in the high oxygen content intake pipe comes from air.
  • the air enters the high oxygen content intake pipe through the air filter, turbocharger compressor, and intercooler.
  • the gas in the low oxygen content intake pipe comes from the exhaust gas.
  • the inside enters the exhaust pipe through the exhaust passage, and part of the exhaust gas in the exhaust pipe enters the low oxygen content intake pipe through the EGR cooler. Therefore, this embodiment solves the source of high oxygen content gas and low oxygen content gas through the operation of the diesel engine, realizes two-stage combustion of low oxygen and high oxygen in the cylinder, and realizes nitrogen oxide with a small amount of exhaust gas recirculation The substantial reduction in the value has a very high practical value.
  • this embodiment also achieves the simultaneous reduction of the emissions of nitrogen oxides and soot from the internal combustion engine; it realizes that the combustion efficiency is not reduced or reduced less when the emissions of the bare engine of the internal combustion engine are reduced;
  • the ideal combustion process is a major innovation in the combustion technology of internal combustion engines in more than 100 years.
  • the intake ports of the diesel engine cylinders all have a certain volume, compared with the intake ports of the two intake durations in this embodiment, at the end of the intake of the diesel engine, there will be residual exhaust gas in the intake port, reducing the next cycle Air intake.
  • the third intake duration the remaining exhaust gas in the intake port is pushed into the corresponding cylinder by air, and the air intake of the next cycle of the diesel engine is further increased to increase the power of the diesel engine.
  • the position of the exhaust gas of the second intake duration in the exhaust layer of the diesel engine cylinder can also be adjusted to better meet the diesel engine's requirements for reducing nitrogen oxides and soot.
  • the three high-pressure injectors GP1, GP2, and GP3 are replaced with a low-pressure injector DP0, which is arranged at a low-oxygen content intake pipe (FIG. 8).
  • the low-pressure injector DP0 completely injects diesel into the exhaust gas of the intake pipe with low oxygen content.
  • the energy of the exhaust gas is used to completely vaporize the diesel.
  • the diesel has sufficient time to mix evenly with the exhaust, thereby forming a more uniform exhaust gas mixture in the cylinder
  • the air layer can better meet the two-stage combustion of the diesel engine that is lower than the oxygen content of the air and equal to the oxygen content of the air.
  • a low-pressure injector DP0 is added to the low-oxygen content intake pipe.
  • the diesel engine has the exhaust gas in the exhaust pipe with a low oxygen content at the same time, the exhaust gas and the diesel oil are mixed more uniformly, and the diesel engine is injected into the exhaust layer of the cylinder to control the beneficial benefits of the ignition time of the diesel engine.
  • gasoline is not easy to compress and diesel is easy to compress.
  • Gasoline is injected into the low oxygen content intake pipe by low-pressure injector DP0, and diesel is injected into the exhaust layer of the cylinder by high-pressure injectors per cylinder. It can better meet the matching needs and use requirements of two fuel internal combustion engines.
  • the inlet of the low oxygen content intake pipe DY is connected to the outlet of the EGR valve and the outlet of the high oxygen content gas flow control valve.
  • the EGR valve is connected to the exhaust pipe through the EGR cooler.
  • the high oxygen content gas flow control valve is connected to the high oxygen content gas inlet pipe.
  • the inlet of the high-oxygen content intake pipe of the embodiment is simultaneously connected to the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen gas cylinder.
  • the gas oxygen content of the high oxygen content intake pipe is higher than that of air.
  • more fuel can be burned without increasing the emissions of diesel engines, thereby further increasing the power of the internal combustion engine.
  • FIG. 10 is a cross-sectional view of the first cylinder of the injection device of Fig. 9
  • an optimized four-stroke three-cylinder (corresponding cylinder number is I-III) laterally stratified, supercharged and intercooled diesel engine Injection device, each cylinder is equipped with three intake valves, including: high oxygen content intake pipe GY, low oxygen content intake pipe DY, the top surface of the piston with a shallow basin-shaped combustion chamber pit 1, cylinder wall 2, cylinder
  • Each cylinder composed of flat bottom cover 3 is composed of nine intake ports 1-1-J, 1-2-J, 1-3-J, 2-1-J, 2-2-J, 2-3- J, 3-1-J, 3-2-J, 3-3-J, nine intake valves M1-1, M1-2, M1-3, M2-1, M2-2, M2-3, M3 -1, M3-2, M3-3 flow stratification device, and three low-pressure injectors DP1, DP2, DP3 controlled by the ECU.
  • the inlet of the high oxygen content intake pipe GY is connected to the outlet of the air intercooler, and the inlet of the low oxygen content intake pipe DY is connected to the exhaust pipe through the EGR cooler.
  • the outlet of the high oxygen content intake pipe GY is respectively connected to the six intake passages 1-1-1J, 1-3-1J, 2-1-2J, 2-2-3J, 3-1-1J, 3-3-J
  • the inlet of the low oxygen content intake pipe DY is connected to the inlets of the three intake ports 1-2-J, 2-2-J, 3-2-J, and the nine intake ports 1-1-J , 1-2-J, 1-3-J, 2-1-J, 2-2-J, 2-3-J, 3-1-J, 3-2-J, 3-3-J export respectively Connected to nine intake valves M1-1, M1-2, M1-3, M2-1, M2-2, M2-3, M3-1, M3-2, M3-3, nine intake valves M1- 1.
  • M1-2, M1-3, M2-1, M2-2, M2-3, M3-1, M3-2, M3-3 are arranged on the bottom surface of the cylinder head.
  • the low-pressure injectors DP1, DP2, DP3 of each cylinder are respectively arranged on the upper surface of the middle intake port of each cylinder, and inject diesel into the middle intake port of each cylinder.
  • the front intake port of each cylinder provides the front air layer of the cylinder
  • the intake port in each cylinder and the low-pressure injector provide the mixed layer of intermediate exhaust gas of the cylinder and diesel
  • the intake air of each cylinder The channel provides the rear air layer of the cylinder, so that the mixed gas and air of exhaust gas and diesel fuel are laterally layered in the cylinder.
  • Figure 10 is the horizontal layered schematic diagram of the air layer, the mixed layer of diesel and exhaust gas of the first cylinder (the second cylinder, the third cylinder and the first cylinder) at the compression bottom dead center cylinder: from the front intake port 1-1 -The front air layer provided by J (the left side of line segment ab), the intermediate air inlet 1-2-J and the low-pressure injector DP1 provide the intermediate exhaust gas and diesel mixture layer (abcd area), and the rear air inlet The back air layer provided by 1-3-J (right side of line segment cd).
  • the three intake ports of each cylinder stratify the mixture of air, exhaust gas and diesel, and air horizontally in the cylinder.
  • the combustible mixture of diesel and exhaust gas in the middle layer is combusted after low-oxygen combustion in the first stage.
  • the second stage of high oxygen combustion can be performed faster and better with the front air layer and the rear air layer.
  • the gas in the high oxygen content intake pipe comes from air.
  • the air enters the high oxygen content intake pipe through the air filter, turbocharger compressor, and intercooler.
  • the gas in the low oxygen content intake pipe comes from the exhaust gas.
  • the inside enters the exhaust pipe through the exhaust passage, and part of the exhaust gas in the exhaust pipe enters the low oxygen content intake pipe through the EGR cooler.
  • this embodiment solves the source of high oxygen content gas and low oxygen content gas through the operation of the diesel engine, realizes two-stage combustion of low oxygen and high oxygen in the cylinder, and realizes nitrogen oxide with a small amount of exhaust gas recirculation
  • the substantial reduction in the value has a very high practical value.
  • This embodiment also achieves the simultaneous reduction of the emissions of nitrogen oxides and soot from the internal combustion engine; the reduction of the combustion efficiency of the internal combustion engine when it is bare, the combustion efficiency is not reduced or reduced less;
  • the combustion process is a major innovation in the combustion technology of internal combustion engines in more than 100 years.
  • the three low-pressure injectors DP1, DP2, and DP3 are replaced with one low-pressure injector DP0, which is arranged at the low-oxygen content intake pipe, and can also achieve the front intake of each cylinder
  • the air passage provides the front air layer of the cylinder, the mixed air layer of the intermediate exhaust gas of the intake port cylinder and diesel in each cylinder, and the rear air layer of each cylinder provides the rear air layer of the cylinder, to achieve the above-mentioned beneficial benefits of this embodiment.
  • a high-pressure injector is added to the cylinder head portion of the intake device of each cylinder, respectively GP1, GP2, and GP3.
  • the diesel engine has the exhaust gas in the exhaust port with a low oxygen content at the same time, the exhaust gas and the diesel oil are mixed more uniformly, and the diesel engine is injected into the exhaust layer of the cylinder to control the beneficial benefits of the ignition time of the diesel engine.
  • gasoline is not easy to compress and diesel is easy to compress.
  • the low-pressure injector of each cylinder injects gasoline into the middle intake port of each cylinder, and the high-pressure injector of each cylinder injects diesel into the cylinder.
  • the middle exhaust layer can better meet the matching needs and use requirements of two fuel internal combustion engines.
  • the inlet of the low oxygen content intake pipe DY is connected to the outlet of the EGR valve and the outlet of the high oxygen content gas flow control valve.
  • the EGR valve is connected to the exhaust pipe through the EGR cooler.
  • the high oxygen content gas flow control valve is connected to the high oxygen content gas inlet pipe.
  • the inlet of the high-oxygen content intake pipe of the embodiment is simultaneously connected to the outlet of the intercooler and the outlet of the oxygen flow control valve of the oxygen gas cylinder.
  • the gas oxygen content of the high oxygen content intake pipe is higher than that of air. In the second stage of diffusion combustion, more fuel can be burned, thereby further increasing the power of the internal combustion engine.
  • Example 1 the inlet of the high oxygen content intake pipe GY is changed from “connected to the outlet of the air intercooler” to “connected simultaneously to the outlet of the air intercooler and the outlet of the oxygen flow control valve of the oxygen gas cylinder" 1.
  • the modified Example 1 and Example 2 are the low oxygen content inlet
  • the gas oxygen content of the air pipe is equal to the oxygen content of air, and the oxygen content of the high oxygen content intake pipe is higher than the oxygen content of air.
  • more fuel can be burned, that is, the power of the internal combustion engine is additionally increased.
  • the pollution emission of the internal combustion engine does not increase, and it is particularly important that this effective benefit basically solves the problem of increased pollution emission and power reduction of the internal combustion engine used in the plateau.

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Abstract

一种分层内燃机的喷射装置，包括两根进气管、至少一个气缸、流量分层装置和燃料喷射器，两根进气管分别是高氧含量进气管和低氧含量进气管；高氧含量进气管和低氧含量进气管与气缸之间设有的流量分层装置，流量分层装置使进入气缸的高氧含量气体、低氧含量气体在其气缸内轴向或横向分层，燃料喷射器把燃料喷射到低氧含量气体中。该装置实现所喷燃料产生的氮氧化物和碳烟排放物同时降低、燃烧效率不降低或降低较少。

Description

分层内燃机的喷射装置 技术领域
本发明涉及内燃机，特别涉及内燃机的进排气系统、燃料喷射器。
背景技术
内燃机问世一百多年来，其技术得到长足进步。人们对动力的追求、对舒适性的追求一直没有停止，特别是出于对环境的保护，内燃机污染物的排放限值要求越来越严。
内燃机扩散燃烧的主要排放物主要是氮氧化物和碳烟；降低内燃机氮氧化物排放物、碳烟排放物，也是降低内燃机排放物工作的难点和重点。内燃机的氮氧化物排放物与燃烧气体的最高燃烧温度、氧含量、高温燃烧持续时间有关，大幅降低其中一个参数，内燃机氮氧化物均会大幅下降；内燃机碳烟主要是在高温缺氧条件下产生的，内燃机碳烟排放物是在气缸的初期燃烧过程中产生，在燃烧后期大部分碳烟将被氧化燃烧。内燃机碳烟的氧化，与后期的燃气中的氧含量有关，氧含量越高，碳烟的燃烧越彻底(即内燃机碳烟的排放物越低)。
内燃机废气再循环(简称EGR)，可降低内燃机的最低燃烧温度，即可降低内燃机的氮氧化物排放物。废气再循环燃烧技术研究表明：内燃机在采用废气再循环时，可燃混合气燃烧过程中并未增加碳烟的生成量，与之相反，由于燃烧温度的降低、碳烟的生成量降低，内燃机最终排出的碳烟物增加是由于后期的氧含量较低、碳烟燃烧氧化速度慢所致。
内燃机污染物(碳烟、碳氢、一氧化碳和氮氧化物)的机内降低措施，特别是碳烟与氮氧化物，往往有矛盾；同时，降低内燃机污染物的机内措施，与降低内燃机的燃烧效率也有矛盾。内燃机富氧燃烧，可以降低内燃机的燃油耗，同时可以降低内燃机碳烟、碳氢、一氧化碳的排放物。内燃机富氧燃烧，将大幅增加内燃机氮氧化物排放物，同时使内燃机工作粗暴、甚至发生内燃机爆燃。内燃机低氧燃烧：可大幅降低内燃机的氮氧化物排放物，但会增加内燃机的碳烟、碳氢、一氧化碳排放物，同时也将增加内燃机的燃油耗。进入气缸中空气的氧含量已不能满足内燃机节能减排的需要。人们一直在寻求降低内燃机机内污染排放物的措施、一直在寻求提高内燃机燃烧效率的方案、一直在寻求提高内燃机动力的办法。
发明内容
本发明的目的是提供一种分层内燃机的喷射装置，其运用于内燃机工作循环中，至少使内燃机一个气缸的气缸内的内燃机燃料分布在轴向或横向的低氧含量气体层中，可增加内燃机的动力，而内燃机的污染排放物不增加。
本发明提供的一种分层内燃机的喷射装置，包括由ECU控制的燃料喷射器、两根进 气管和至少一个气缸，所述两根进气管分别是氧含量低于或等于空气的低氧含量进气管和氧含量高于低氧含量进气管的高氧含量进气管；高氧含量进气管和低氧含量进气管分别与所述气缸之间设有流量分层装置，所述流量分层装置使进入气缸的高氧含量气体、低氧含量气体在其气缸内实现轴向分层或横向分层；所述燃料喷射器把燃料喷射到气缸内和/或外的低氧含量气体中。
本发明使燃料在气缸内分布在轴向或横向的低氧含量气体层，超出了人们常规想法(燃料在富氧中燃烧，降低内燃机的排放)，与现有技术相比，本发明的有益效果是：其工作时，两个进气管气体的氧含量不等，燃料在气缸的低氧气体层中，可实现低氧、富氧两阶段燃烧。本发明在运行时，燃料首先分布在所述气缸的低氧含量气体层中，可使燃料与低氧含量气体形成可燃混合气燃烧(简称第一阶段燃烧，下同)，此条件下的可燃混合气氧含量较低，结果使最高燃烧温度下降，降低了内燃机的氮氧化物的生成量，同时低氧含量气体层的较低燃烧温度，使碳烟的生成量减少；第一阶段燃烧过程，由于低氧含量气体形成的可燃混合气，相对燃烧速度缓慢(与高氧含量气体相比)，燃烧速度比较缓和。预混合燃烧产物然后在分层的高氧含量气体中快速扩散燃烧(简称第二阶段燃烧，下同)，加快了碳烟的氧化和燃烧(与低氧含量气体相比)。第一阶段预混合低氧燃烧、第二阶段扩散富氧燃烧(简称低氧、富氧两阶段燃烧，下同)，使内燃机的燃烧效率不下降或下降较少。内燃机使用本发明的喷射装置的气缸数越多，即实现上述有益收益的气缸越多；其优化方案是每个气缸的气缸内实现燃料分布在轴向或横向的低氧含量气体层。内燃机每个气缸均实现可燃混合气先在第一阶段预混合低氧燃烧、第二阶段扩散富氧燃烧，内燃机的氮氧化物、碳烟的排放物同时降低，同时，使内燃机的燃烧效率不下降或下降较少。如分成的低氧含量气体低于空气的氧含量，分层的高氧含量气体的氧含量等于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料(与分层的高氧含量气体等于低氧含量气体相比)，即可增加内燃机的动力，而内燃机的污染排放物不增加；如分层的高氧含量气体的氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以进一步燃烧更多燃料(与分层的高氧含量气体等于空气氧含量相比)，即可增加内燃机的动力，而内燃机的污染排放物不增加。低氧含量进气管的气体氧含量低于空气的氧含量、高氧含量进气管的气体氧含量等于空气的氧含量，本发明解决了人们一直渴望解决、但始终未能获得成功的技术难题——同时降低至少内燃机一个气缸氮氧化物、碳烟的排放物；本发明解决了内燃机工作者一直渴望解决、但始终未能获得成功的技术难题——在降低内燃机裸机排放污染物时，燃烧效率不降低或降低较少；本发明取得了意想不到的效果，可实现内燃机先缓后急的理想的燃烧过程、并大幅降低内燃机爆震燃烧的可能性 (内燃机爆震燃烧，限制了内燃机自身可达到的最大动力)，是一百多年来内燃机燃烧技术的一次重大创新。低氧含量进气管的气体氧含量低于空气的氧含量、高氧含量进气管的气体氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料，除实现上述有益效果外，还可获得增加额外的内燃机的动力，特别重要的是，此有效收益基本解决了在高原使用的内燃机排放污染物增加和动力下降难题。低氧含量进气管的气体氧含量等于空气的氧含量、高氧含量进气管的气体氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料，即额外增加内燃机的动力，而内燃机的排放污染物不增加，特别重要的是，此有效收益基本解决了在高原使用的内燃机排放污染物增加和动力下降难题。
低氧含量进气管的气体氧含量低于空气氧含量、高氧含量进气管的气体氧含量等于或高于空气氧含量的具体实施方案是：对于增压中冷内燃机，所述低氧含量进气管的进口与低于空气氧含量的储气筒相连，或直接与排气管相连，或通过EGR冷却器与排气管相连，或通过EGR阀、EGR冷却器与排气管相连，或同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连；所述高氧含量进气管的进口与中冷器的出口相连。低氧含量进气管可以与低于空气氧含量的储气筒相连，但增加内燃机系统的复杂性。低氧含量进气管直接与排气管相连，或通过EGR冷却器与排气管相连，或通过EGR阀、EGR冷却器与排气管相连，用简单的方法——内燃机自身提供的气体解决了低氧含量气体来源，实际使用性价比较高。低氧含量进气管通过EGR冷却器与排气管相连，EGR冷却器可以降低废气再循环的废气温度。低氧含量进气管通过EGR阀、EGR冷却器与排气管相连，EGR阀可以调节EGR率。低氧含量进气管同时与废气流量控制阀的进口、高氧含量气体流量控制阀的进口相连，所述废气流量控制阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连，此低氧含量进气管进口的连接方式既解决了低氧含量气体来源、又使低氧含量气体的氧含量可调，实际使用性价比更高。所述高氧含量进气管的进口与中冷器的出口相连，用内燃机自身提供的空气，解决了高氧含量气体来源；其进一步优化方案是，所述高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连，既完全利用了内燃机自身提供的空气、又利用氧储气筒提供的氧含量，结果是第一阶段废气层中的燃料可增加(根据上述的氮氧化物、碳烟生成特点)，而氮氧化物、碳烟的生成量均不增加，第二燃烧阶段可以更多的燃烧第一阶段的燃烧产物(主要是有足够的氧气燃烧碳烟)，即可以增加内燃机额外的功率而内燃机氮氧化物、碳烟不增加。额外增加内燃机的功率，实际使用性价比较高，如内燃机在高原使用。对于自然吸气内燃机的具体实施方案，把上述具 体实施方案的“中冷器”更换为“空气滤清器”即可，其具体有益收益不变。
低氧含量进气管的气体氧含量等于空气氧含量、高氧含量进气管的气体氧含量高于空气氧含量的具体实施方案：对于增压中冷内燃机，所述低氧含量进气管的进口与中冷器的出口相连；所述高氧含量进气管同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连。所述低氧含量进气管的进口与中冷器的出口相连，用内燃机自身提供的气体解决了低氧含量气体来源，所述高氧含量进气管同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连，储气筒提供的氧含量，从而增加第一阶段废气层中的燃料，而氮氧化物、碳烟的生成量均不增加，第二燃烧阶段可以更多的燃烧第一阶段的燃烧产物(主要是有足够的氧气燃烧碳烟)，即可以增加内燃机额外的功率而内燃机氮氧化物、碳烟不增加。额外增加内燃机的功率，实际使用性价比较高，如内燃机在高原使用。对于自然吸气内燃机的具体实施方案，上述具体实施方案的“中冷器”变更为“空气滤清器”即可，其具体有益收益不变。
根据内燃机的具体使用要求，本发明可以具有如下的燃油喷射、分层装置的技术方案：技术方案一
燃料喷射器把燃料喷射到气缸外的低氧含量气体中，可使燃料有充分的时间与低氧含量气体混合，并可使燃料完全喷射在低氧含量气体中。内燃机喷射的燃料是所述内燃机使用的燃料，如汽油、柴油、天然气等燃料。
技术方案二
燃料喷射器把燃料喷射到气缸内的低氧含量气体中，可以通过控制燃料的喷射时间、从而控制燃料的着火时间。内燃机喷射的燃料是所述内燃机使用的燃料，如汽油、柴油、天然气等燃料。内燃机的一个工作循环中，燃料喷射器向缸内的低氧含量气体时，均需要一定持续时间，特别是内燃机多次喷射燃料，燃料从第一次喷射开始到最后一次喷射结束，在气缸的喷射区域非常大。本发明所述燃料喷射器的燃料喷射在所述气缸内的低氧含量气体中，是指大部分燃料喷射在低氧含量气体中，喷射的燃料在低氧含量气体中越多，降低内燃机氮氧化物、碳烟的排放物效果越显著，理想的燃料喷射方案是喷射的燃料全部在废气层。
技术方案一与技术方案二相比，技术方案一可使燃料有充分的时间与低氧含量气体混合，并使燃料完全喷射在低氧含量气体中，完全避免了燃料喷入高氧含量气体的可能；技术方案二与技术方案一相比，技术方案二可以通过控制燃料的喷射时间、从而控制燃料的着火时间。
技术方案三
所述燃料喷射器是由ECU控制的低压喷射器和所由ECU控制的每缸高压喷射器，低压喷射 器把燃料喷射进低氧含量进气管，每缸高压喷射器把燃料喷射进每缸气缸低氧含量气体中。本技术方案同时具有技术方案一和技术方案二的特点，更好地满足多种燃料内燃机的需要。对于两种燃料的内燃机，如天然气和柴油的两种燃料内燃机，两种燃料的自燃点温度不一样，优化方案是由低压喷射器把自燃点温度低的天然气燃料喷射进低氧含量进气管，由每缸高压喷射器把自燃点温度高的柴油燃料喷射进每缸气缸低氧含量气体中，进一步提高多种燃料内燃机的使用性能，自燃点温度高的柴油燃料喷射进每缸气缸低氧含量气体中，可以更好的控制两种燃料天然气、柴油内燃机的着火时间。
技术方案四
所述内燃机是轴向分层内燃机，所述流量分层装置由进气辅助控制阀、至少一个气缸的进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述高氧含量进气管和低氧含量进气管与所述气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使所述气缸进气道完整的进气过程划分为至少两个进气持续期，进气道在已划分的进气持续期内分别与高氧含量进气管和低氧含量进气管顺序接通。
技术方案五
内燃机是每缸设有多个进气道的四冲程横向分层内燃机；所述流量分层装置由至少一个气缸的进气道和与之相连的进气门组成；所述气缸的进气道一部分与高氧含量进气管相连、另一部分进气道与低氧含量进气管相连。
技术方案四与技术方案五相比，前者在气缸内低氧含量气体层和高氧含量气体层相互混合、干扰的时间较短，在气缸内形成较为理想的轴向分层气体。技术方案五与技术方案四相比，后者分层装置结构简单，在内燃机上布置方便；技术方案五与技术方案一组合使用时，使用简单的分层装置，实现燃油在气缸中分布在废气层中。
本发明工作时，技术方案四需分别与技术方案一、二、三组合使用，技术方案五也需分别与技术方案一、二、三组合使用。根据内燃机的使用要求，上述技术方案的优选具体方案如下：
优选具体方案一
所述内燃机是每缸设有一个进气道的四冲程、涡轮增压中冷、轴向分层柴油机；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为两个进气持续期，分别是 第一进气持续期、第二进气持续期；在第一进气持续期内，高氧含量进气管与相应气缸进气道接通；在第二持续期内，低氧进气管与相应气缸进气道接通；所述低氧含量进气管的进口通过EGR冷却器与排气管相连；所述高氧含量进气管的进口与中冷器的出口相连；所述燃料喷射器是由ECU控制的低压喷射器，低压喷射器把柴油喷射进低氧含量进气管。低压喷射器把柴油喷射进低氧含量进气管，可以利用废气的热能，使柴油充分雾化并与废气混合，进一步提高了废气能量利用率。本优选具体方案的进一步优化方案之一是，所述低氧含量进气管的进口通过EGR阀、EGR冷却器与排气管相连，可以调节废气再循环的废气量，进一步满足内燃机匹配要求。本优选具体方案的进一步优化方案之二是，所述低氧含量进气管的进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连，此进一步优化方案可以调节低氧含量进气管内的气体氧含量，更进一步满足内燃机匹配、使用要求。本优选具体方案的进一步优化方案之三是，所述高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的流量控制阀出口相连，高氧含量进气管的氧含量增加，可以增加柴油机的供油量，额外提高柴油机的动力。进一步优化具体方案之三可以分别与进一步具体优化方案之一、二叠加使用。
优选具体方案二
所述内燃机是每缸设有两个进气道的四冲程、涡轮增压中冷、横向分层汽油机，所述两个进气道分别是前进气道、后进气道；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由每个气缸的两个进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述低氧含量进气管与每缸的前进气道相连，所述高氧含量进气管与每缸的后进气道相连；所述低氧含量进气管进口通过EGR冷却器与排气管相连；所述高氧含量进气管与中冷器的出口相连；所述燃料喷射器是由ECU控制的每缸低压喷射器，每缸低压喷射器把汽油喷射进每缸的前进气道。所述流量分层装置的每个气缸的前进气道提供气缸的前废气和汽油的混合气层、每个气缸后进气道提供气缸的后空气层，使废气和汽油的混合气、空气在气缸内横向分层。废气和汽油的混合气层在前部，使废气和汽油的混合气层的可燃混合气在第一阶段低氧燃烧后，其燃烧产物可以与后空气层进行第二阶段高氧燃烧，同时降低汽油机的排放和提高汽油机的热效率等。本优选具体方案的进一步优化方案之一是所述燃料喷射器是由ECU控制的低压喷射器，低压喷射器把汽油喷射进低氧含量进气管，可减少低压喷射器的个数。本优选具体方案其它的进一步优化方案与优选具体方案一的进一步优化方案相同。
优选具体方案三
所述内燃机是每缸设有三个进气道的四冲程、涡轮增压中冷、横向分层汽油机，所述三个进气道分别是前进气道、中进气道、后进气道；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由每个气缸的三个进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述低氧含量进气管与每缸的中进气道相连，所述高氧含量进气管与每缸的前进气道、后进气道相连；所述低氧含量进气管进口通过EGR冷却器与排气管相连；所述高氧含量进气管与中冷器的出口相连；所述燃料喷射器是由ECU控制的每缸低压喷射器，每缸低压喷射器把汽油喷射进每缸的中进气道。所述流量分层装置的每个气缸的前进气道提供气缸的前空气层、每个气缸中进气道和低压喷射器提供气缸的中间的废气和汽油的混合气层、每个气缸后进气道提供气缸的后空气层，使废气和汽油的混合气、空气在气缸内横向分层。废气和汽油的混合气层在中间，使废气和汽油的混合气层的可燃混合气在第一阶段低氧燃烧后，其燃烧产物可以更快、更好的与前空气层和后空气层进行第二阶段高氧燃烧，同时降低汽油机的排放和提高汽油机的热效率等。本具体方案与每缸两个进气道的流量分层(优选具体方案二)相比，可以降低EGR率、加快第二阶段的高氧燃烧速度，更好的满足汽油机高负荷的匹配要求。本优选具体方案的进一步优化方案之一是所述燃料喷射器是由ECU控制的低压喷射器，低压喷射器把汽油喷射进低氧含量进气管，可减少低压喷射器的个数。本优选具体方案其它的进一步优化方案与优选具体方案一的进一步优化方案相同。
优选具体方案四
所述内燃机是每缸设有两个进气道的四冲程、涡轮增压中冷、轴向分层柴油机；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口通过EGR冷却器与排气管相连；所述高氧含量进气管的进口与中冷器的出口相连；所述燃料喷射器是由ECU控制的每缸高压喷射器；每缸高压喷射器把柴油喷射进相应气缸轴向的中上部废气中。由于内燃机的进气道均有一定容积，其容积一般是所连气缸容积20％左右，使进入气缸的气体首先是上一循环留在进气道的废气，然后是空气进入气缸，最后是废气进入气缸，即进入气缸的气体分为三层。柴油机的燃油系统喷入的燃油是在最后进入气缸废气层， 上一循环留在进气道的废气，在气缸的最下层，对柴油机降低氮氧化物的作用已很小或基本没有，但此废气层体积影响了后续空气量的进入，使柴油机的最大功率下降20％左右。通过第三进气持续期，由空气把进气道的剩余废气推进相应气缸，进一步增大柴油机下一循环的空气进气量，即可增大柴油机的功率。通过第三进气持续期，还可调节第二进气持续期的废气在柴油机气缸废气层的位置，进一步降低内燃机的碳氢、一氧化碳。本优选具体方案的进一步优化方案与优选具体方案一的进一步优化方案相同。
优选具体方案五
所述内燃机是每缸设有两个进气道的四冲程涡轮增压中冷、轴向分层柴油机；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口通过EGR冷却器与排气管相连；所述高氧含量进气管的进口与中冷器的出口相连；所述燃料喷射器是由ECU控制的低压喷射器和由ECU控制的每缸高压喷射器，低压喷射器把柴油喷射进低氧含量进气管，每缸高压喷射器把柴油喷射进相应气缸轴向的中上部废气中。本优选方案的进一步优化方案是所述柴油机是汽油、柴油两种燃料内燃机，所述燃料喷射器是由ECU控制的低压喷射器和由ECU控制的每缸高压喷射器，低压喷射器把汽油喷射进低氧含量进气管，每缸高压喷射器把柴油喷射进相应气缸轴向的中上部低氧含量气体中，进一步提高内燃机的匹配要求、满足内燃机使用要求。本优选具体方案的进一步优化方案与优选具体方案一的进一步优化方案相同。
优选具体方案六
所述内燃机是每缸设有两个进气道的四冲程、涡轮增压中冷、轴向分层柴油机；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气 管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口与中冷器的出口相连；所述高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连；所述燃料喷射器是由ECU控制的每缸高压喷射器；每缸高压喷射器把柴油喷射进相应气缸轴向的中上部空气中。
优选具体方案七
所述内燃机是每缸设有三个进气道的四冲程、涡轮增压中冷、横向分层汽油机，所述三个进气道分别是前进气道、中进气道、后进气道；所述气缸的个数等于内燃机的气缸数；所述流量分层装置由每个气缸的三个进气道和与之相连的进气门组成，进气门布置在气缸盖的底面；所述低氧含量进气管与每缸的中进气道相连，所述高氧含量进气管与每缸的前进气道、后进气道相连；所述低氧含量进气管的进口与中冷器的出口相连；所述高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连；所述燃料喷射器是由ECU控制的每缸低压喷射器，每缸低压喷射器把汽油喷射进每缸的中进气道。本优选方案的进一步优化方案之一是所述燃料喷射器是由ECU控制的低压喷射器，低压喷射器把汽油喷射进低氧含量进气管，可减少低压喷射器的个数。
上述优选具体方案及进一步优化方案，均是增压中冷内燃机。当内燃机是自然吸气内燃机时，上述技术方案、优选具体方案及进一步优化方案中的“中冷器”替换为“空气滤清器”即可，其具体有益收益不变。
为实现内燃机气缸内低氧含量气体和高氧含量气体的轴向分层，流量分层装置的进气辅助控制阀将进气道完整的进气过程分成至少两个进气持续期，所述进气辅助控制阀可以是由ECU控制的电控阀；还可以是如下结构的机械阀：其包括内转子、套装在内转子上的外转子和位于外转子外的阀体，内转子中空且一端封闭，另一端为开口端，内转子、外转子和阀体的侧面分别开设有相对应的至少一组阀口；内转子的封闭端经转轴连接一从动外齿轮，外转子的相应端部设有从动内齿轮，一安装在传动轴端部的主动齿轮分别与从动外齿轮和从动内齿轮相啮合；传动轴与内燃机正时齿轮传动连接。使用时，使阀体上的阀口或内转子的开口端中的任一端接各缸进气道，另一端接进气管，传动轴转动时，驱动内转子和外转子逆向运动，当运动到内转子、外转子和阀体侧面的阀口相互重叠或部分重叠时，进气辅助控制阀的阀口即处于开启状态，其它状态下，进气辅助控制阀的阀口处于关闭状态；由于内转子和外转子逆向转动，阀的启闭速度是内转子和外转子速度的叠加，使进气辅助控制阀的阀口可以实现大开度并能迅速启闭；传动轴与正时齿轮传动连接，可使各单缸的多个进气辅助控 制阀的阀口与正时相对应并顺序开启。
上述机械式进气辅助控制阀可以有如下二种更具体的结构：
其一，与进气道相连的进气辅助控制阀数目至少为一只，内转子、外转子和阀体侧面的阀口数目与进气管数目相等，内转子的开口端接进气道，阀体侧面的各阀口分别接相应进气管。
其二，与进气道相连的进气辅助控制阀数目至少为两只，各进气辅助控制阀阀体侧面的阀口数目与进气道数相等；各内转子的开口端分别接相应进气管，阀体侧面的各阀口分别接相应各缸的进气道。
本发明的技术方案、优选具体方案及进一步优化方案，均适用于现有燃料的内燃机，如柴油机、汽油机、天然气内燃机等；同样适用于现有的二冲程内燃机，如二冲程柴油机、二冲程汽油机、二冲程天然气内燃机等。
本发明一种分层内燃机的喷射装置既可与现有的喷射装置配合使用，又可在现有的内燃机上单独使用。
本发明实施例为说明简洁，采用四冲程三缸增压中冷柴油机为实施例。所述实施例原理均适用于其它缸数的内燃机，如四缸内燃机、六缸内燃机、八缸内燃机等。所述实施例原理均适用于自然吸气内燃机、机械增压、复合增压(如二级增压、顺序增压)等内燃机。所述实施例原理均适用于其它燃料的内燃机，如汽油机、天然气内燃机等。所述实施例原理均适用于二冲程内燃机，如二冲程柴油机、二冲程汽油机、二冲程天然气内燃机等。
附图说明
图1本发明一种优化的四冲程三缸轴向分层、增压中冷柴油机的喷射装置示意图。
图2为图1的喷射装置示意图的第Ⅰ缸气缸剖视图。
图3一种进气辅助控制阀的结构示意图。
图4为图3的M1－M1剖视图。
图5为图3的M5－M5剖视图。
图6为图3的M6－M6剖视图。
图7一种三缸进气阶段角面值及进气辅助控制阀阀口进气持续期示意图。
图8本发明另一种优化的四冲程三缸轴向分层、增压中冷柴油机的喷射装置示意图。
图9本发明一种优化的四冲程三缸横向分层、增压中冷柴油机的喷射装置示意图。
图10为图9的喷射装置示意图的第Ⅰ缸气缸剖视图。
具体实施方式
实施例1
如图1、图2(图2是图1的喷射装置示意图的第Ⅰ缸气缸剖视图)，为本发明一种优化的四冲程三缸(对应缸号为Ⅰ－Ⅲ)轴向分层、增压中冷柴油机的喷射装置，每缸对应设有两个进气门，包括：高氧含量进气管GY、低氧含量进气管DY，由有ω形燃烧室凹坑的活塞顶面1、气缸壁2、缸盖底平面3组成的每个气缸，由六个进气道1-1-J、1-2-J、2-1-J、2-2-J、3-1-J、3-2-J、六个进气门M1-1、M1-2、M2-1、M2-2、M3-1、M3-2、三只进气辅助控制阀F1、F2、F3组成的流量分层装置，和由ECU控制的三个高压喷射器GP1、GP2、GP3。高氧含量进气管GY的进口与空气中冷器的出口相连，低氧含量进气管DY的进口通过EGR冷却器与排气管相连。高氧含量进气管GY和低氧含量进气管DY与每个的进气道之间设有三只进气辅助控制阀F1、F2、F3，三只进气辅助控制阀F1、F2、F3的启闭定时与相应气缸进气阀配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气管GY与相应气缸两个进气道接通；在第二持续期内，低氧含量进气管DY与相应气缸两个进气道接通；在第三进气持续期内，高氧含量进气管GY与相应气缸进气道接通。六个进气道1-1-J、1-2-J、2-1-J、2-2-J、3-1-J、3-2-J出口分别与相应的进气门M1-1、M1-2、M2-1、M2-2、M3-1、M3-2相连，进气门M1-1、M1-2、M2-1、M2-2、M3-1、M3-2布置在缸盖的底面。高压喷射器GP1、GP2、GP3布置在缸盖的底面，图2是第Ⅰ缸(第Ⅱ、第Ⅲ缸与第Ⅰ缸一样)高压喷射器GP1在压缩上止点将柴油(油线5)喷射到气缸的中上部的示意图，abcd区域是废气层，线段ab上方、线段cd下方是空气层。内燃机的一个工作循环中，燃料喷射器向气缸提供燃料喷射时，均需要一定持续时间，特别是高压喷射器可多次喷射燃料，燃料从第一次喷射开始到最后一次喷射结束，在气缸的喷射区域非常大。本发明所述燃料喷射器的燃料喷射在所述气缸中上部，是指大部分燃料喷射在气缸中上部的废气层，喷射的燃料在废气层越多，降低内燃机氮氧化物、碳烟的排放物效果越显著，理想的燃料喷射方案是喷射的燃料全部在废气层。
以一只进气辅助控制阀F1(见图3－6)为例，进气辅助控制阀F2、F3与进气辅助控制阀F1结构相同；进气辅助控制阀F1包括内转子101、外转子102和阀体103，内转子101、外转子102和阀体103的侧面分别开设有相对应的6组阀口，分别对应为1-1-1至1-3-2(进气辅助控制阀F2对应的阀口为2-1-1至2-3-2，进气辅助控制阀F3对应的阀口为3-1-1至3-3-2，)，进气辅助控制阀F1内的内转子、外转子侧面的阀口相位角位置相错；内转子101的封闭端经轴连接一从动外齿轮104，外转子102的相应端部设有从动内齿轮105，一安装在传动轴106(相对应的传动轴分别为106－n，n为进气辅助控制阀的编号)端部的主 动齿轮107分别与从动外齿轮和从动内齿轮相啮合，传动轴与正时齿轮传动连接。通过阀口位置的相对位置变化，可实现进气辅助控制阀阀口的开启与关闭；进气辅助控制阀F1、F3内转子的开口端均与高氧含量进气管GY的出口相连，进气辅助控制阀F2内转子的开口端与低氧含量进气管DY的出口相连，阀体侧面的各阀口分别接相应各缸的进气道；每只进气辅助控制阀内的6组阀口与相应进气阀的配气正时的相位相对应的启闭角度相对应；内转子转速：外转子的转速：柴油机凸轮轴转速＝3：1：1；各单缸的顺序开启的相邻两进气持续期的开启相位有部分重叠。这样，每一单缸的6个阀口把相应气缸的完整的进气过程按开启先后划分为依次相连的、相邻两个过程部分重叠的3个短的进气持续期，即第一持续期、第二持续期、第三持续期，每缸的两个进气道在已分的3个进气持续期分别与高氧含量进气管GY、低氧含量进气管DY、高氧含量进气管GY接通，并使每个进气道相同次序持续期的持续时间均一样。
本实施例工作时，每缸的进气辅助控制阀把每个进气道完整的进气过程分成3个有重叠的、依次相连的进气持续期；通过阀口位置的相对位置变化，可实现进气辅助控制阀阀口的开启与关闭，空气、废气、空气分别在3个不同的进气持续期，先、后通过进气道的进气门进入气缸。图7是三缸柴油机进气道1-1-J的进气阶段角面值及进气辅助控制阀阀口进气持续期示意图(进气道1-2-J的进气阶段角面值及进气辅助控制阀阀口进气持续期与进气道1-1-J完全一样)，该说明同样适用于其它内燃机。其中：θ1表示进气门开启与进气辅助控制阀阀口1-1-1的进气持续期开启的角度差；θ2表示进气门开启与进气辅助控制阀阀口2-1-1的进气持续期开启的角度差；θ3表示进气门开启与进气辅助控制阀阀口3-1-1的进气持续期开启的角度差；θ4表示进气辅助控制阀阀口1-1-1的第一进气持续期从开启到关闭的角度使空气由高氧含量进气管GY通过进气道进入气缸；θ5表示进气辅助控制阀阀口2-1-1的第二进气持续期从开启到关闭的角度，使废气由低氧含量进气管DY通过进气道进入气缸；θ6表示进气辅助控制阀阀口3-1-1的第三进气持续期从开启到关闭的角度，使空气由高氧含量进气管GY通过进气道进入气缸。根据增压柴油机的使用用途，可对θ1、θ2、θ3、θ4、θ5、θ6的角度进行优化选择。
流量分层装置向三缸柴油机的每个气缸的气缸提供轴向分层的空气、废气，即空气、废气先、后进入气缸内，并在气缸内形成空气、废气的分层，高压喷射器的燃油在到达燃烧室壁时喷射在废气层内，实现燃料喷射器所喷射的燃油首先在分层的废气中第一阶段低氧燃烧，低氧燃烧产物然后在分层的空气中快速燃烧，使柴油机实现低氧、高氧两阶段燃烧，从而使柴油机最终生成的氮氧化物和碳烟均降低、并实现先缓后急的燃烧过程。高氧含量进气 管的气体来源于空气，空气经空气滤清器、涡轮增压器的压气机、中冷器进入高氧含量进气管，低氧含量进气管的气体来源于废气，废气由缸内经排气道进入排气管，排气管的部分废气经EGR冷却器进入低氧含量进气管。因此，本实施例通过柴油机自身的运行，解决了高氧含量气体、低氧含量气体的来源，在气缸内实现低氧、高氧两阶段燃烧，以较小的废气再循环量实现氮氧化物的大幅降低，有非常高的实用价值。同时，本实施例还实现了同时降低内燃机的氮氧化物、碳烟的排放物；实现了在降低内燃机裸机污染排放物时，燃烧效率不降低或降低较少；实现了内燃机先缓后急的理想的燃烧过程，是一百多年来内燃机燃烧技术的一次重大创新。
由于柴油机气缸的进气道均有一定容积，本实施例相比于两个进气持续期的进气道，在柴油机进气结束时，进气道将有剩余废气，减小了下一循环中空气的进气量。通过第三进气持续期，由空气把进气道的剩余废气推进相应气缸，进一步增大柴油机下一循环的空气进气量，即可增大柴油机的功率。通过第三进气持续期，还可调节第二进气持续期的废气在柴油机气缸废气层的位置，更好的满足柴油机降低氮氧化物和碳烟的要求。
本实施例的简化方案，所述三个高压喷射器GP1、GP2、GP3用一个低压喷射器DP0代替，低压喷射器DP0布置在低氧含量进气管部位(图8)。低压喷射器DP0把柴油完全喷射到低氧含量进气管的废气中，同时利用废气的能量使柴油完全汽化，柴油有充分的时间与废气混合均匀，从而在气缸内形成较均匀的废气混合气层、空气层，较好的满足柴油机的低于空气氧含量、等于空气氧含量的两阶段燃烧。
本实施例进一步优化之一，实施例在低氧含量进气管部位增加一个低压喷射器DP0。使柴油机同时具有低氧含量进气管的废气中的废气与柴油混合较均匀、向缸内废气层喷射柴油可控制柴油机的着火时间的有益收益。对于汽油、柴油的两种燃料的内燃机，汽油不易压燃、柴油易压燃，汽油由低压喷射器DP0喷进低氧含量进气管，柴油由每缸的高压喷射器喷进气缸的废气层，更好地满足两种燃料的内燃机的匹配需求和使用要求。
本实施例进一步优化之二，实施例低氧含量进气管DY的进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连。此优化方案既通过废气再循环解决了低氧含量气体来源，又使废气的氧含量可调，可更好的满足柴油机的匹配与使用要求。
本实施例进一步优化之三，实施例高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连。高氧含量进气管的气体氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料而柴油机的排放污染物不增加，从而进一步增加内 燃机动力。
上述进一步优化方案均可叠加使用，进一步满足柴油机匹配和使用的要求。
本实施方案、简化方案和优化方案的“中冷器”更换为“空气滤清器”时，本实施例、简化方案和优化方案可用于自然吸气柴油机，其具体所述有益收益不变。
实施例2
如图9、图10(图10是图9的喷射装置示意图的第Ⅰ缸气缸剖视图)，一种优化的四冲程三缸(对应缸号为Ⅰ－Ⅲ)横向分层、增压中冷柴油机的喷射装置，每缸对应设有三个进气门，包括：高氧含量进气管GY、低氧含量进气管DY，由有浅盆形燃烧室凹坑的活塞顶面1、气缸壁2、缸盖底平面3组成的每个气缸，由九个进气道1-1-J、1-2-J、1-3-J、2-1-J、2-2-J、2-3-J、3-1-J、3-2-J、3-3-J、九个进气门M1-1、M1-2、M1-3、M2-1、M2-2、M2-3、M3-1、M3-2、M3-3组成的流量分层装置，和由ECU控制的三个低压喷射器DP1、DP2、DP3。高氧含量进气管GY的进口与空气中冷器的出口相连，低氧含量进气管DY的进口通过EGR冷却器与排气管相连。高氧含量进气管GY的出口分别与六个进气道1-1-J、1-3-J、2-1-J、2-3-J、3-1-J、3-3-J的进口相连，低氧含量进气管DY的出口分别与三个进气道1-2-J、2-2-J、3-2-J的进口相连，九个进气道1-1-J、1-2-J、1-3-J、2-1-J、2-2-J、2-3-J、3-1-J、3-2-J、3-3-J出口分别与九个进气门M1-1、M1-2、M1-3、M2-1、M2-2、M2-3、M3-1、M3-2、M3-3相连，九个进气门M1-1、M1-2、M1-3、M2-1、M2-2、M2-3、M3-1、M3-2、M3-3布置在缸盖的底面。每缸低压喷射器DP1、DP2、DP3分别布置在每缸的中间进气道上表面，并把柴油喷射进每缸的中进气道。
本实施例工作时，每个气缸的前进气道提供气缸的前空气层、每个气缸中进气道和低压喷射器提供气缸的中间废气和柴油的混合气层、每个气缸后进气道提供气缸的后空气层，使废气和柴油的混合气、空气在气缸内横向分层。图10是第Ⅰ缸(第Ⅱ、第Ⅲ缸与第Ⅰ缸一样)在压缩下止点气缸的空气层、柴油和废气的混合气层的横向分层示意图：由前进气道1-1-J提供的前空气层(线段ab的左侧)、由中进气道1-2-J和低压喷射器DP1提供中间的废气和柴油的混合气层(abcd区域)、由后进气道1-3-J提供的后空气层(线段cd的右侧)。每个气缸的三个进气道使空气、废气和柴油的混合气、空气在气缸内横向分层，中间层的柴油和废气层的可燃混合气在第一阶段低氧燃烧后，其燃烧产物可以更快、更好的与前空气层和后空气层进行第二阶段高氧燃烧。高氧含量进气管的气体来源于空气，空气经空气滤清器、涡轮增压器的压气机、中冷器进入高氧含量进气管，低氧含量进气管的气体来源于废气，废气由缸内经排气道进入排气管，排气管的部分废气经EGR冷却器进入低氧含量进气管。因 此，本实施例通过柴油机自身的运行，解决了高氧含量气体、低氧含量气体的来源，在气缸内实现低氧、高氧两阶段燃烧，以较小的废气再循环量实现氮氧化物的大幅降低，有非常高的实用价值。本实施例还实现了同时降低内燃机的氮氧化物、碳烟的排放物；实现了在降低内燃机裸机污染排放物时，燃烧效率不降低或降低较少；实现了内燃机先缓后急的理想的燃烧过程，是一百多年来内燃机燃烧技术的一次重大创新。
本实施例的简化方案，所述三个低压喷射器DP1、DP2、DP3用一个低压喷射器DP0代替，低压喷射器DP0布置在低氧含量进气管部位，同样可以实现每个气缸的前进气道提供气缸的前空气层、每个气缸中进气道气缸的中间废气和柴油的混合气层、每个气缸后进气道提供气缸的后空气层，实现本实施例上述有益收益。
本实施例进一步优化之一，实施例在每缸的进气装置的缸盖部位增加一个高压喷射器，分别是GP1、GP2、GP3。使柴油机同时具有低氧含量进气道的废气中的废气与柴油混合较均匀、向缸内废气层喷射柴油可控制柴油机的着火时间的有益收益。对于汽油、柴油的两种燃料的内燃机，汽油不易压燃、柴油易压燃，每缸低压喷射器把汽油喷射进每缸的中进气道，每缸的高压喷射器把柴油喷进气缸的中间废气层，更好地满足两种燃料的内燃机的匹配需求和使用要求。
本实施例进一步优化之二，实施例低氧含量进气管DY的进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连。此优化方案既通过废气再循环解决了低氧含量气体来源，又使废气的氧含量可调，可更好的满足柴油机的匹配与使用要求。
本实施例进一步优化之三，实施例高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连。高氧含量进气管的气体氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料，从而进一步增加内燃机动力。
上述进一步优化方案均可叠加使用，进一步满足柴油机匹配和使用的要求。
本实施方案、简化方案和优化方案的“中冷器”更换为“空气滤清器”时，本实施例、简化方案和优化方案可用于自然吸气柴油机，其具体有益收益不变。
本实施例1、实施例2高氧含量进气管GY的进口由“与空气中冷器的出口相连”变换为“同时与空气中冷器的出口和氧气储气筒的氧流量控制阀出口相连”、低氧含量进气管DY的进口由“通过EGR冷却器与排气管相连”变更为“与空气中冷器的出口”相连时，变更后的实施例1、实施例2是低氧含量进气管的气体氧含量等于空气的氧含量、高氧含量进气管的气体氧含量高于空气的氧含量，则在第二阶段扩散燃烧中，可以燃烧更多燃料，即 额外增加内燃机的动力，而内燃机的污染排放物不增加，特别重要的是，此有效收益基本解决了在高原使用的内燃机污染排放物增加和动力下降难题。

Claims (14)

  1. 一种分层内燃机的喷射装置，包括由ECU控制的燃料喷射器、两根进气管和至少一个气缸，其特征在于：所述两根进气管分别是氧含量低于或等于空气的低氧含量进气管和氧含量高于低氧含量进气管的高氧含量进气管；高氧含量进气管和低氧含量进气管分别与所述气缸之间设有流量分层装置，所述流量分层装置使进入气缸的高氧含量气体、低氧含量气体在其气缸内实现轴向分层或横向分层；所述燃料喷射器把燃料喷射到气缸内和/或外的低氧含量气体中。
  2. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述流量分层装置由进气辅助控制阀、至少一个气缸的进气道和与之相连的进气门组成；进气辅助控制阀设置在进气管与进气道之间，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使气缸完整的进气过程划分为至少两个进气持续期，进气道在进气持续期内分别与高氧含量进气管和低氧含量进气管顺序接通。
  3. 根据权利要求2所述的一种分层内燃机的喷射装置，其特征在于：所述进气辅助控制阀包括内转子、套装在内转子上的外转子和位于外转子外的阀体，内转子中空且一端封闭，另一端为开口端，内转子、外转子和阀体的侧面分别开设有相对应的至少一组阀口；内转子的封闭端经转轴连接一从动外齿轮，外转子的相应端部设有从动内齿轮，一安装在传动轴端部的主动齿轮分别与从动外齿轮和从动内齿轮相啮合；所述传动轴与内燃机正时齿轮传动连接。
  4. 根据权利要求3所述的一种分层内燃机的喷射装置，其特征在于：所述进气辅助控制阀的数目至少为两只，各进气辅助控制阀的内转子开口端分别接进气管，各进气辅助控制阀阀体侧面的阀口数目与进气道数相等并分别接相应进气道。
  5. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有多个进气道的四冲程内燃机；所述流量分层装置由至少一个气缸的进气道和与之相连的进气门组成；所述气缸的一部分进气道与高氧含量进气管相连、另一部分进气道与低氧含量进气管相连。
  6. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述燃料喷射器为低压喷射器，低压喷射器把燃料喷射到气缸外的低氧含量气体中。
  7. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述燃料喷射器是高压喷射器，高压喷射器把燃料喷射到气缸内的低氧含量气体中。
  8. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是增压中冷内燃机；所述低氧含量进气管的进口直接与排气管相连，或通过EGR冷却器与排气管相连，或通过EGR阀、EGR冷却器与排气管相连，或同时与EGR阀出口、高氧含量气体流 量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连；所述高氧含量进气管的进口与中冷器的出口相连、或同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连。
  9. 根据权利要求1所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是增压中冷内燃机；所述低氧含量进气管的进口与中冷器的出口相连；所述高氧含量进气管同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连。
  10. 根据权利要求1、2、6、8中任意一项所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有一个进气道的四冲程、涡轮增压中冷柴油机；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为二个进气持续期，分别是第一进气持续期、第二进气持续期；在第一进气持续期内，高氧含量进气管与相应气缸进气道接通；在第二持续期内，低氧进气管与相应气缸进气道接通；所述低氧含量进气管的进口通过EGR冷却器与排气管相连；所述高氧含量进气管的进口与中冷器的出口相连，或同时与中冷器的出口和氧气储气筒的流量控制阀出口相连；所述燃料喷射器是低压喷射器，低压喷射器把柴油喷射进低氧含量进气管。
  11. 根据权利要求1、5、6、8中任意一项所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有三个进气道的四冲程、涡轮增压中冷汽油机，所述三个进气道分别是前进气道、中进气道、后进气道；所述流量分层装置由每个气缸的三个进气道和与之相连的进气门组成；所述低氧含量进气管与每缸的中进气道相连，所述高氧含量进气管与每缸的前进气道、后进气道相连；所述低氧含量进气管进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连；所述高氧含量进气管与中冷器的出口相连；所述燃料喷射器是低压喷射器，每缸低压喷射器把汽油喷射进每缸的中进气道。
  12. 根据权利要求1、2、7、8中任意一项所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有两个进气道的四冲程、涡轮增压中冷柴油机；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高 氧含量进气管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连；所述高氧含量进气管的进口与中冷器的出口相连；所述燃料喷射器是由ECU控制的每缸高压喷射器；每缸高压喷射器把柴油喷射进相应气缸的、轴向的、中上部低氧含量气体中。
  13. 根据权利要求1、2、6、7、8中任意一项所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有两个进气道的四冲程涡轮增压中冷汽柴油两种燃料的内燃机；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口同时与EGR阀出口、高氧含量气体流量控制阀的出口相连，所述EGR阀通过EGR冷却器与排气管相连，所述高氧含量气体流量控制阀与高氧含量进气管相连；所述高氧含量进气管的进口同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连；所述燃料喷射器包括低压喷射器和高压喷射器，低压喷射器把汽油喷射进低氧含量进气管，高压喷射器把柴油喷射进相应气缸轴向的中上部低氧含量气体中。
  14. 根据权利要求1、2、7、9任意一项所述的一种分层内燃机的喷射装置，其特征在于：所述内燃机是每缸设有二个进气道的四冲程、涡轮增压中冷柴油机；所述流量分层装置由进气辅助控制阀、每个气缸的进气道和与之相连的进气门组成；所述高氧含量进气管和低氧含量进气管与每个气缸的进气道之间设有进气辅助控制阀，进气辅助控制阀的启闭定时与相应气缸进气门配气定时的相位相对应，使每个气缸的进气过程按开启先后划分为三个进气持续期，分别是第一进气持续期、第二进气持续期和第三进气持续期，在第一进气持续期内，高氧含量进气管与相应气缸进气道接通，在第二持续期内，低氧含量进气管与相应气缸进气道接通，在第三进气持续期内，高氧含量进气管与相应气缸进气道接通；所述低氧含量进气管的进口与中冷器的出口相连；所述高氧含量进气管同时与中冷器的出口和氧气储气筒的氧流量控制阀出口相连；所述燃料喷射器是由ECU控制的每缸高压喷射器；每缸高压喷射器把柴油喷射进相应气缸的、轴向的、中上部低氧含量气体中。
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