WO2022141804A1 - 一种空气辅助射流火焰点火装置及其点火方法 - Google Patents

一种空气辅助射流火焰点火装置及其点火方法 Download PDF

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WO2022141804A1
WO2022141804A1 PCT/CN2021/080385 CN2021080385W WO2022141804A1 WO 2022141804 A1 WO2022141804 A1 WO 2022141804A1 CN 2021080385 W CN2021080385 W CN 2021080385W WO 2022141804 A1 WO2022141804 A1 WO 2022141804A1
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premixing
fuel
air
sleeve
combustion chamber
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PCT/CN2021/080385
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English (en)
French (fr)
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周磊
高强
华剑雄
刘宗宽
卫海桥
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天津大学
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Priority to US17/793,290 priority Critical patent/US11661885B2/en
Publication of WO2022141804A1 publication Critical patent/WO2022141804A1/zh

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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
    • F02B19/08—Engines characterised by precombustion chambers the chamber being of air-swirl type
    • 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
    • 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
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • 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
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • 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
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • F02B19/1042—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC auxiliary intake, valve drive
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • 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
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1071—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber having only one orifice,(i.e. an orifice by means of which it communicates with the cylinder); the intake system comprising two distinct intake conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P21/00—Direct use of flames or burners for ignition
    • 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 belongs to the field of internal combustion engine combustion, and in particular relates to an air-assisted jet flame ignition device suitable for high EGR rate engines.
  • EGR technology was first used as an effective means for diesel engines to reduce nitrogen oxides, and now it has been widely used in various vehicle engines. EGR technology can effectively reduce the temperature of the mixture in the cylinder by introducing the exhaust gas into the intake port to dilute the mixture in the cylinder, thereby reducing the emission of nitrogen oxides. Experimental results show that nitrogen oxide emissions can be reduced by 50-70% with an EGR rate of 10%. At the same time, the application of EGR technology can also reduce the pumping loss of the gasoline engine under partial load, which is beneficial to improve the thermal efficiency of the engine.
  • EGR technology is also effective in alleviating engine knocking.
  • the current mainstream view on engine knock is that the mixture at the end of the cylinder is compressed by the flame front, and the temperature and pressure continue to rise, resulting in self-ignition at the end, thereby generating a reciprocating pressure wave in the cylinder.
  • EGR technology can reduce the temperature and pressure of the terminal mixture to avoid terminal spontaneous combustion, especially in the case of supercharged and heavy load conditions.
  • the present invention introduces a set of fuel-air premixing unit on the basis of the original pre-combustion chamber structure, and makes the engine work stably in a high EGR rate condition through the high ignition energy of the jet flame.
  • the object of the present invention is to provide an air-assisted jet flame ignition device capable of realizing reliable ignition of the engine under the condition of high EGR rate.
  • a set of fuel-air premixing units are introduced into the original pre-combustion chamber structure to create good ignition conditions inside the pre-combustion chamber, and then the spark plug in the pre-combustion chamber is ignited to inject the flame jet into the main combustion chamber to realize Stable combustion in the main combustion chamber under high EGR rate conditions.
  • An air-assisted jet flame ignition device comprising a casing, a fuel-air premixing unit and a pre-combustion chamber, wherein the fuel-air premixing unit comprises a fuel injector, an injection valve, and a premixing sleeve, The inner core of the premix sleeve placed in the premix sleeve and the fuel injector fastening bolts.
  • the inner wall surface of the premixing sleeve and the outer wall surface of the inner core of the premixing sleeve form the inner cavity of the premixing sleeve.
  • the inner wall surface of the inner core of the premixing sleeve, the lower end surface of the injector nozzle and the upper end surface of the air inlet of the jet valve form a premixing cavity;
  • the premixing cavity is communicated with the inner cavity of the premixing sleeve through the through hole on the side wall of the inner core of the premixing sleeve;
  • the pre-combustion chamber nozzle 4 is fixedly connected to the lower part of the casing through a positioning pin, an external thread is provided on the periphery of the lower part of the casing, an external thread is provided on the outer periphery of the pre-combustion chamber nozzle, and the above-mentioned casing is provided inside the nozzle pressing member
  • the external thread of the nozzle is matched with the internal thread; the nozzle pressing piece compresses the nozzle of the pre-combustion chamber on the casing to form the pre-combustion chamber cavity.
  • the high-pressure air enters through the air pipe, and then first enters the inner cavity of the premixing sleeve, and then is injected into the premixing cavity through the through hole on the side wall of the inner core of the premixing sleeve to mix with the fuel; finally, the fuel-air premixed gas passes through the The jet valve is injected into the pre-chamber cavity.
  • the ignition method realized by the ignition device comprises the following steps: defining the opening time of the fuel injector as the fuel injection pulse width, and defining the opening time of the fuel injection valve as the fuel injection pulse width; opening the fuel injector to inject fuel according to the fuel injection pulse width; The delay time is determined according to the fuel injection amount. This delay time is called the injection delay.
  • the injection valve opens according to the injection pulse width, and the final fuel-air premix is injected into the pre-combustion chamber through the injection valve. The body is then ignited by the spark plug and sprayed with a flame jet.
  • the excess air coefficient of the pre-combustion chamber mixture is determined by adjusting the fuel injection pulse width and the injection pulse width. The principle is: if a richer mixture is required, increase the fuel injection pulse width, and if a leaner mixture is required, increase Jet pulse width.
  • an equivalent mixture or a rich mixture with an excess air ratio of less than 1 is used.
  • the invention adopts the air-assisted method to inject the air-fuel pre-mixture in the pre-chamber, which can realize stable ignition inside the pre-chamber, and then utilize the high ignition energy of the jet flame to ignite the fuel mixture in the main combustion chamber.
  • the fuel-air premixing unit of the device of the present invention adopts the structure of stacking fuel injectors and jet valves, which can effectively reduce the diameter of the device and facilitate installation on the engine. And the process of the mixture injected into the pre-combustion chamber through the jet valve is equivalent to the secondary mixing of fuel and air. This can improve the mixing effect of fuels with high viscosity and poor atomization, such as aviation kerosene.
  • the fuel-air premixing unit of the device of the present invention injects air from the side wall of the premixing sleeve, which can effectively reduce the phenomenon of fuel wall wetness.
  • Figure 1 is an exploded view of the parts of the device of the present invention.
  • Figure 2 is a schematic view of the assembly of the device of the present invention.
  • Figure 3 is a cross-sectional view of the apparatus of the present invention.
  • Fig. 4 is a schematic diagram of fuel-air premixing of the fuel premixing device of the device of the present invention.
  • Fig. 1 is an exploded view of the parts of the device of the present invention, which contains 10 parts in total, which are divided into three parts, a casing, a fuel-air premixing unit and a precombustion chamber according to their functions.
  • the function of the housing 1 is to provide installation positions for other parts.
  • the function of the fuel-air premixing unit is to provide the precombustion chamber with a premixed air mixture.
  • the function of the pre-chamber is to provide a flame jet to the main combustion chamber. Including spark plug 2, pre-combustion chamber nozzle 4, positioning pin 3 and nozzle pressing piece 5.
  • the injection valve 6, the inner core of the premixing sleeve 7, the premixing sleeve 9 and the injector 10 are placed in sequence, and the four parts are pressed together on the casing by the injector fastening bolts 11 at the top. 1, and then install the spark plug 2.
  • the positioning pin 3 is provided to prevent the rotation of the nozzle.
  • the whole device is mounted on the cylinder head through the threads on the nozzle.
  • Fuel-air premixing unit The function of the fuel-air premixing unit is to provide air-fuel premixing for the pre-combustion chamber. As shown in FIG. 4 , the fuel is injected into the premixing chamber 13 through the fuel injector 10 . The air flows in from the air pipe 8, firstly the air enters the inner cavity 14 of the premixing sleeve, and then is injected into the premixing cavity 13 through the small holes in the inner core 7 of the premixing sleeve to be mixed with the fuel. Then the mixed gas is injected into the pre-combustion chamber cavity 12 by the injection valve 6, and the injected pre-mixed gas has the function of scavenging, which can sweep away the residual exhaust gas in the pre-combustion chamber cavity.
  • the fuel injection pressure can be selected from 10-20MPa according to the selected fuel, and the pressure of the air pipe 7 is the same as that of the premixing chamber. It is higher than the pre-combustion chamber cavity pressure, generally between 0.4-1MPa.
  • the specific working process is as follows: firstly, the fuel injector is opened to inject fuel according to the injection pulse width, and the fuel and air are mixed within the injection delay time, and then the injection valve is opened according to the injection pulse width. After the mixture is injected into the pre-chamber cavity, the spark plug ignites and injects a flame jet.
  • the excess air coefficient of the pre-combustion chamber mixture can be determined by adjusting the fuel injection pulse width and the injection pulse width. If a rich mixture is required, increase the injection pulse width. Increase the jet pulse width if a leaner mixture is required. Increasing the jet pulse width can continue to inject air after the pre-mixed gas is completely injected into the pre-combustion chamber cavity, thereby diluting the pre-combustion chamber air-fuel mixture. However, in order to ensure stable ignition in the pre-combustion chamber, an equivalent mixture or a rich mixture with an excess air ratio of less than 1 is generally used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

一种空气辅助射流火焰点火装置，包括壳体(1)，燃油‑空气预混单元与预燃室，燃油‑空气预混单元包含喷油器(10)，喷气阀(6)，预混套筒(9)，置于预混套筒(9)内的预混套筒内芯(7)与喷油器紧固螺栓(11)，预混套筒(9)内壁面与预混套筒内芯(7)外壁面构成预混套筒内腔(14)，预混套筒内芯(7)内壁面，喷油器(10)喷嘴下端面与喷气阀(6)进气口上端面构成预混腔(13)，预混腔(13)与预混套筒内腔(14)通过预混套筒内芯(7)侧壁上的通孔连通，预燃室喷嘴(4)通过定位销固定连接到壳体(1)下部。一种点火方法也被公开。

Description

一种空气辅助射流火焰点火装置及其点火方法 技术领域
本发明属于内燃机燃烧领域，特别是涉及一种适用于高EGR率发动机的空气辅助射流火焰点火装置。
背景技术
人们对环境和能源问题的日益关注，相关法律法规的日趋严格，均驱使着内燃机向着更加高效率、低排放的方向发展。EGR技术最早作为柴油机降低氮氧化物的有效手段，如今已经广泛应用于各类车用发动机。EGR技术通过向进气道引入废气稀释缸内混合气，可以有效降低缸内混合气温度，从而降低氮氧化物排放。实验结果表明，采用10％的EGR率即可降低氮氧化物排放50-70％。同时应用EGR技术还可以降低汽油机部分负荷下的泵气损失，有利于提升发动机热效率。
此外EGR技术对于缓解发动机爆震效果同样显著。目前关于发动机爆震的主流观点是缸内末端混合气受火焰前锋面压缩，温度和压力不断升高导致末端自燃，从而在缸内产生往复震荡的压力波。EGR技术可以降低末端混合气的温度和压力，避免发生末端自燃，尤其对于增压大负荷工况下更为明显。
但应用EGR技术也存在一些问题，如EGR率过大会导致缸内燃烧不稳定，火焰传播速度减慢。燃烧持续期增大。因此需要采用更高的点火能量来点燃缸内混合气。现有的实验数据表明，发动机采用射流点火后可以稳定工作在过量空气系数2.0以上的稀薄燃烧工况。此外射流点火喷出的火焰射流不仅可以稳定点燃稀薄混合气，还可以加速混合气燃烧速率。这对于高EGR率工况下发动机燃烧有同样的效果。
在稀薄燃烧工况下，发动机缸内有过量的空气，因此预燃室中需要额外喷油以维持当量或较浓的混合气。但在高EGR率工况下，原有过量的空气被替换为了废气，因此预燃室中需要同时喷油与喷气才能实现其内部可靠点火。基于此想法，本发明通过在原有预燃室结构的基础上引入一套燃油-空气预混单元，并通过射流火焰的高点火能量使发动机稳定工作在高EGR率工况。
发明内容
本发明的目的是提供一种能够在高EGR率的条件下实现发动机可靠点火的一种空气辅助射流火焰点火装置。本发明通过在原有预燃室结构上引入一套燃油-空气预混单元为预燃室内部创造良好点火条件，再通过预燃室腔内的火花塞点火，将火焰射流喷入主燃烧室，实现主燃烧室在高EGR率条件下的稳定燃烧。技术方案如下：
一种空气辅助射流火焰点火装置，包括壳体，燃油-空气预混单元与预燃室，其特征在于，所述的燃油-空气预混单元包含喷油器，喷气阀，预混套筒，置于预混套筒内的预混套筒内芯与喷油器紧固螺栓。其中，
预混套筒内壁面与预混套筒内芯外壁面构成预混套筒内腔。预混套筒内芯内壁面，喷油器喷嘴下端面与喷气阀进气口上端面构成预混腔；
预混腔与预混套筒内腔通过预混套筒内芯侧壁上的通孔连通；
预燃室喷嘴4通过定位销固定连接到壳体下部，在壳体下部的周边设置有外螺纹，在预燃室喷嘴的外周设置有外螺纹，喷嘴压紧件的内部设置有上述的壳体的外螺纹相匹配的内螺纹；喷嘴压紧件将预燃室喷嘴压紧在壳体上，形成预燃室腔体。
进一步地，高压空气经气管进入，随后先进入预混套筒内腔，继而通过预混套筒内芯侧壁上的通孔喷入预混腔与燃油混合；最终燃油-空气预混气通过喷气阀喷入到预燃室腔体。
所述的点火装置实现的点火方法，包括下列步骤：将喷油器开启时间定义为喷油脉宽，喷气阀开启时间定义为喷气脉宽；根据喷油脉宽开启喷油器喷入燃油；根据喷油量确定延迟时间，此段延迟时间被称为喷气延迟，到达规定的喷气延迟后，喷气阀根据喷气脉宽开启，其中最终燃油-空气预混气经喷气阀喷入预燃室腔体，后再经火花塞点火并喷射火焰射流。
进一步地，预燃室混合气的过量空气系数通过调节喷油脉宽与喷气脉宽确定，原则为：如果需要较浓混合气，则增大喷油脉宽，如果需要较稀混合气则增加喷气脉宽。
进一步地，为保证预燃室内稳定点火，采用当量混合气或过量空气系数小于1的浓混合气。
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.在高EGR率的条件下，火花点火不能稳定引燃混合气。普通的射流点火装置虽然点火能量高，但在高EGR率的条件下其内部也会残余大量废气导致无法稳定着火。本发明采用空气辅助方式在预燃室中喷射空气燃料预混气，可以实现预燃室内部稳定着火，进而利用射流火焰的高点火能量引燃主燃烧室燃料混合气。
2.本发明装置的燃油-空气预混单元采用喷油器与喷气阀堆叠的结构，可以有效降低装置的直径，有利于在发动机上安装。并且混合气经喷气阀喷射进预燃室腔体的过程等同于燃油与空气的二次混合。这可以提升粘度大，雾化效果不好的燃油的混合效果，如航空煤油。
3.本发明装置的燃油-空气预混单元从预混套筒的侧壁喷入空气，可以有效减少燃油湿壁现象。
附图说明
图1为本发明装置的零件爆炸图。
图2为本发明装置的装配示意图。
图3是本发明装置的剖面图。
图4是本发明装置的燃料预混装置的燃油-空气预混示意图。
附图标记：1-壳体；2-火花塞；3-定位销；4-预燃室喷嘴；5-喷嘴压紧件；6-喷气阀；7预混套筒内芯；8-气管；9-预混套筒；10-喷油器；11-喷油器紧固螺栓；12-预燃室腔体；13-预混腔；14-预混套筒内腔
具体实施方式
图1为本发明装置的零件爆炸图，共包含10个零件，按照功能分为壳体，燃油-空气预混单元和预燃室三部分。其中壳体1的功能是为其他零件提供安装位置。燃油-空气预混单元功能是为预燃室提供与空气预混好的混合气。包含喷油器10，喷气阀6，预混套筒内芯7，预混套筒9与喷油器紧固螺栓11。预燃室的功能是为主燃烧室提供火焰射流。包含火花塞2，预燃室喷嘴4，定位销3和喷嘴压紧件5。
安装过程中喷气阀6，预混套筒内芯7，预混套筒9和喷油器10依次放入，由顶部的喷油器紧固螺栓11将这四个零件共同压紧在壳体1上，随后安装火花塞2。最后依次安装定位销3，预燃室喷嘴4与喷嘴压紧件5。其中定位销3是为了防止喷嘴转动而设置的。最后装置整体通过喷嘴上的螺纹安装在气缸盖上。
燃油-空气预混单元：燃油-空气预混单元的作用是为预燃室提供空气燃油预混气。如图4所示，燃油经喷油器10喷入预混腔13内。空气由气管8流入，首先空气进入预混套筒内腔14内，随后由预混套筒内芯7上的小孔喷入预混腔13与燃油混合。随后混合气由喷气阀6喷入预燃室腔体12，喷入的预混气具有扫气的功能，可以扫除预燃室腔体内的残余废气。
使用参数确定：燃油喷射压力根据选用的燃油不同可以选择10-20MPa，空气气管7压力与预混腔相同，由于预混气要从预混腔喷入预燃室腔体，因此预混腔压力要高于预燃室腔体压力，一般在0.4-1MPa之间。
具体工作过程为：首先根据喷油脉宽开启喷油器喷入燃油，燃油与空气在喷气延迟的时间内混合，随后根据喷气脉宽开启喷气阀。混合气喷入预燃室腔体后火花塞点火并喷射火焰射流。
预燃室混合气的过量空气系数可以通过调节喷油脉宽与喷气脉宽确定。如需要浓混合气，则增大喷油脉宽。如需要较稀混合气则增加喷气脉宽。增大喷气脉宽可以在预混气完全喷入预燃室腔体后继续喷入空气，从而稀释预燃室内混合气。不过为了保证预燃室内稳定点火，一般采用当量混合气或过量空气系数小于1的浓混合气。
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. 一种空气辅助射流火焰点火装置，包括壳体(1)，燃油-空气预混单元与预燃室，其特征在于，所述的燃油-空气预混单元包含喷油器(10)，喷气阀(6)，预混套筒(9)，置于预混套筒(9)内的预混套筒内芯(7)与喷油器紧固螺栓(11)，其中，
    预混套筒(9)内壁面与预混套筒内芯(7)外壁面构成预混套筒内腔(14)，预混套筒内芯(7)内壁面，喷油器(10)喷嘴下端面与喷气阀(6)进气口上端面构成预混腔(13)；
    预混腔(13)与预混套筒内腔(14)通过预混套筒内芯(7)侧壁上的通孔连通；
    预燃室喷嘴(4)通过定位销固定连接到壳体(1)下部，在壳体(1)下部的周边设置有外螺纹，在预燃室喷嘴(4)的外周设置有外螺纹，喷嘴压紧件(5)的内部设置有与上述的壳体(1)的外螺纹相匹配的内螺纹；喷嘴压紧件(5)将预燃室喷嘴(4)压紧在壳体(1)上，形成预燃室腔体(12)。
  2. 根据权利要求1所述的点火装置，其特征在于，高压空气经气管(8)进入，随后先进入预混套筒内腔(14)，继而通过预混套筒内芯(7)侧壁上的通孔喷入预混腔(13)与燃油混合；最终燃油-空气预混气通过喷气阀(6)喷入到预燃室腔体(12)。
  3. 根据权利要求1所述的点火装置实现的点火方法，其特征在于，包括下列步骤：将喷油器开启时间定义为喷油脉宽，喷气阀开启时间定义为喷气脉宽；根据喷油脉宽开启喷油器喷入燃油；根据喷油量确定延迟时间，此段延迟时间被称为喷气延迟，到达规定的喷气延迟后，喷气阀根据喷气脉宽开启，其中最终燃油-空气预混气经喷气阀喷入预燃室腔体，后再经火花塞点火并喷射火焰射流。
  4. 根据权利要求3所述的点火装置实现的点火方法，其特征在于，预燃室混合气的过量空气系数通过调节喷油脉宽与喷气脉宽确定，原则为：如果需要较浓混合气，则增大喷油脉宽，如果需要较稀混合气则增加喷气脉宽。
  5. 根据权利要求3或4任意一项所述的点火装置实现的点火方法，其特征在于，为保证预燃室内稳定点火，采用当量混合气或过量空气系数小于1的浓混合气。
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