WO2023159795A1 - 柴油机低速助燃装置及其制作方法、助燃方法和柴油发动机 - Google Patents

柴油机低速助燃装置及其制作方法、助燃方法和柴油发动机 Download PDF

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WO2023159795A1
WO2023159795A1 PCT/CN2022/096944 CN2022096944W WO2023159795A1 WO 2023159795 A1 WO2023159795 A1 WO 2023159795A1 CN 2022096944 W CN2022096944 W CN 2022096944W WO 2023159795 A1 WO2023159795 A1 WO 2023159795A1
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diesel engine
pressure
fuel
low
pressure cylinder
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PCT/CN2022/096944
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English (en)
French (fr)
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陈序泉
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深圳洛喀奔化工科技有限公司
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Publication of WO2023159795A1 publication Critical patent/WO2023159795A1/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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/12—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having homogenising valves held open by mixture current
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to the technical field of a diesel engine, in particular to a technology for improving poor fuel atomization of a diesel engine at a low rotational speed.
  • Poor fuel atomization at low engine speeds in diesel engines is the main cause of incomplete combustion and high emissions.
  • Engine emissions can be high, for example, when a vehicle is stopped at a road traffic light or is stationary with the engine running during a traffic jam. During the shifting process, the engine speed will also drop to idle speed, and the pumping speed is slow at idle speed, resulting in low injection pressure at the fuel injector position and poor fuel atomization. Poor spray quality at low engine speeds is an inherent problem with inline pump diesel engines.
  • the technical problem to be solved by the present invention is that, aiming at the above-mentioned defects of the prior art, a low-speed diesel engine that utilizes the energy-consuming compressed air of the pump to boost the fuel injection pressure at low speeds of the diesel engine to improve the fuel atomization quality is proposed.
  • a combustion-supporting device, a manufacturing method thereof, a combustion-supporting method, and a diesel engine are proposed.
  • a low-speed combustion-supporting device for a diesel engine including:
  • the high-pressure cylinder is used to directly or indirectly communicate with the outlet of the fuel injection pump of the diesel engine, and the air inside it is compressed by the fuel accumulated in the fuel injection pump of the diesel engine to form a high pressure;
  • the inlet of the high-pressure check valve is directly or indirectly connected to the high-pressure cylinder, and the outlet of the valve is used to communicate with the fuel injector of the engine to control the discharge of fuel from the fuel injection pump into the combustion chamber of the diesel engine.
  • the first end of the three-way connector communicates with the high-pressure cylinder, the second end communicates with the high-pressure check valve, and the third end communicates with the fuel injection pump.
  • the high-pressure cylinder is connected to the three-way connector by threads, and the high-pressure check valve is connected to the three-way connector by threads.
  • An adapter joint is also included, one end of the adapter joint is mated with the three-way connector, and the other end is mated connected with the outlet of the fuel injection pump.
  • the high-pressure cylinder is connected to the three-way connector by threads, and the high-pressure check valve is connected to the three-way connector by oil pipes.
  • the high-pressure cylinder is arranged at the upper end of the three-way connector, and the high-pressure one-way valve is arranged at the side end of the three-way connector.
  • the high-pressure cylinder is provided with fuel inlet and outlet holes, the diameter of the fuel inlet and outlet holes is between 2-5mm, and the number is 1-3.
  • the compression ratio of the air inside the high-pressure cylinder is set according to engines with different performance parameters.
  • the release pressure threshold of the high-pressure check valve is set to match the compression ratio of the air inside the high-pressure cylinder.
  • the release pressure threshold of the high-pressure check valve is set by selecting the spring rate and setting position of the high-pressure check valve.
  • the fuel discharge rate is determined by setting the outlet diameter of the high-pressure check valve.
  • a low-speed combustion-supporting method for a diesel engine based on the above-mentioned low-speed combustion-supporting device for a diesel engine, the low-speed combustion-supporting device for a diesel engine is installed between the fuel injection pump outlet of the engine and the fuel injection nozzle, the high-pressure cylinder is vertically installed, and the combustion-supporting method includes The following steps:
  • the high-pressure check valve opens, and the release of fuel generates a sufficient injection pressure at the fuel injector, so that the fuel generates high pressure Atomization.
  • the air pressure inside the high-pressure cylinder is greater than the release pressure threshold of the high-pressure check valve, and the high-pressure check valve opens.
  • a diesel engine including a fuel injection pump and a fuel injection nozzle, and a low-speed combustion-supporting device for a diesel engine as described above.
  • the low-speed combustion-supporting device for a diesel engine is installed between the fuel injection pump outlet of the engine and the fuel injection nozzle.
  • the cylinder is installed vertically.
  • the fuel injection stroke fuel from the engine's fuel injection pump enters the high pressure cylinder. Since air is compressible, the pressure of the air inside the high-pressure cylinder slowly increases with the inflow of slow-flowing fuel. In the low-speed state of the diesel engine, the waste energy of the slow-moving fuel injection pump is accumulated in the form of compressed air. When the check valve is opened, additional fuel injection pressure is provided.
  • the invention utilizes the waste energy of the pump to compress the air to improve Diesel engine low speed performance. Compared with the prior art, the invention improves the fuel spray quality of the diesel engine at low speed, helps the fuel to burn more completely, thereby reduces smoke emission, and is energy-saving and environment-friendly.
  • Fig. 1 is the structural representation of the low-speed combustion-supporting device embodiment of diesel engine of the present invention
  • Fig. 2 is the structural representation of the high-pressure cylinder of the low-speed combustion-supporting device embodiment of the diesel engine of the present invention
  • Fig. 3 is a structural schematic diagram of a high-pressure check valve of an embodiment of a low-speed combustion-supporting device for a diesel engine of the present invention
  • Fig. 4 is a structural schematic diagram of a three-way connector of an embodiment of a low-speed combustion-supporting device for a diesel engine of the present invention
  • Fig. 5 is a structural schematic diagram of an adapter of an embodiment of a low-speed combustion-supporting device for a diesel engine of the present invention
  • Fig. 6 is a structural schematic diagram of Embodiment 1 in which the low-speed combustion-supporting device of a diesel engine is assembled by means of an adapter, and the high-pressure check valve is closed at this time;
  • Fig. 7 is a structural schematic diagram of Embodiment 2 of the low-speed combustion-supporting device embodiment of the diesel engine assembled by means of an adapter, and the high-pressure check valve is opened at this time;
  • Fig. 8 is a schematic diagram of the structure of the working state when the high-pressure check valve of the low-speed combustion-supporting device embodiment of the diesel engine is opened;
  • Fig. 9 is a working diagram of the low-speed combustion-supporting device for a diesel engine of the present invention.
  • a low-speed combustion-supporting device for a diesel engine as shown in Figures 1 to 3, the high-pressure cylinder 1 is used to directly or indirectly communicate with the outlet of the fuel injection pump of the diesel engine, and the air inside it is affected by the accumulation of fuel in the fuel injection pump of the diesel engine Compression forms high pressure; high-pressure check valve 2, its inlet is directly or indirectly connected with the high-pressure cylinder, and its outlet is used to communicate with the fuel injector of the engine to control the discharge of fuel from the fuel injection pump into the diesel engine.
  • the first end of the three-way connector communicates with the high-pressure cylinder, the second end communicates with the high-pressure check valve, and the third end communicates with the high-pressure cylinder. That is, the lower end communicates with the plunger sleeve 3 of the fuel injection pump.
  • the air inside the high-pressure cylinder 1 is compressed by the accumulation of fuel in the fuel injection pump of the engine to form a high pressure; the high-pressure check valve 2 is used to control the discharge of fuel from the fuel injection pump to the diesel engine.
  • the high-pressure check valve opens, and the release of fuel generates a sufficient injection pressure at the injector, so that the fuel generates high-pressure atomization.
  • Both the high-pressure cylinder and the high-pressure one-way valve are detachably connected with a three-way connector.
  • the high-pressure cylinder and the high-pressure check valve are convenient to replace.
  • the high-pressure cylinder 1 is connected to the three-way connector 4 by threads
  • the high-pressure check valve 2 is connected to the three-way connector 4 by threads.
  • the high-pressure cylinder 1 is provided with fuel inlet and outlet holes, the diameter of the fuel inlet and outlet holes is between 2-4mm, and the number is 1-3.
  • the role of the high pressure cylinder is as follows:
  • the high-pressure cylinder uses the waste energy of the fuel injection pump to compress the air in it.
  • the higher the air pressure in the high-pressure cylinder means the higher the injection pressure from the fuel injector, so the higher the fuel outflow speed through the fuel injector, the higher the fuel outflow speed means better fuel atomization. Better fuel atomization means more complete combustion, and more complete combustion means less soot emissions.
  • the function of the high pressure check valve is as follows:
  • the high-pressure check valve keeps the slow-flowing fuel in the high-pressure cylinder.
  • the fuel injection pump of the engine varies from engine to engine, some fuel injection pumps may be horizontal, some may be vertical, and the three-way connector allows the fuel injection pump to be connected horizontally or vertically.
  • the capacity of the high pressure cylinder may also vary from engine to engine. This tee connector facilitates the installation of properly sized high pressure cylinders.
  • an adapter C is also included.
  • One end of the adapter is mated with the three-way connector, and the other end is mated with the outlet of the fuel injection pump of the diesel engine.
  • the outlet thread specifications of the fuel injection pump of the engine are various in size.
  • some adapters can be customized. One end matches the port of the low-speed combustion-supporting device, and the other end matches the fuel of the engine. Jet pump outlet threads match.
  • one end of the adapter is mated with the three-way connector, and the other end is mated with the plunger sleeve of the fuel injection pump.
  • the adapter joint is respectively connected between the three-way connector and the high-pressure cylinder 1, the high-pressure check valve 2 and the plunger sleeve 3 of the fuel injection pump.
  • the high-pressure cylinder 1 When assembling and working, the high-pressure cylinder 1 needs to be placed vertically.
  • the plunger sleeve 3 of the fuel injection pump of the engine is vertically arranged, as shown in FIG. At the upper end, the plunger sleeve 3 is arranged at the lower end of the three-way connector 4 , and the high-pressure check valve 2 is arranged at the side end of the three-way connector 4 .
  • the plunger sleeve 3 of the fuel injection pump of the engine is set horizontally, as shown in Fig. through the two sides of the connector 4.
  • the high-pressure cylinder is directly connected to the three-way connector or connected through an adapter, and the high-pressure one-way valve is also directly connected to the three-way connector or connected through an adapter. In some other embodiments, the high-pressure cylinder is directly connected to the three-way connector or connected through an adapter, and the high-pressure one-way valve communicates with the three-way connector through an oil pipe.
  • the diameter of the fuel inlet and outlet holes is set between 2-4mm, and the number is 1-3. Holes can be drilled with a laser, and the fuel inlet and outlet holes cannot be set too large, which would allow air to escape as air bubbles. If one hole is not enough considering the oil consumption and viscosity of the engine, the number of holes can be increased.
  • the high-pressure cylinder adopts a common high-pressure pressure reducing valve, which is easy to manufacture and saves cost.
  • the release pressure threshold of the high-pressure check valve can be set by selecting the spring rate and setting position of the high-pressure check valve, so as to meet fuel accumulation and discharge requirements. And set the release pressure threshold of the high-pressure check valve to match the compression ratio of the air inside the high-pressure cylinder.
  • the outlet diameter of the high pressure check valve can be set to determine the discharge rate, preferably a higher discharge rate.
  • the capacity of the high-pressure cylinder is less than the amount of fuel injected at low speed, and when the high-pressure cylinder enters an excessive amount of fuel, the high-pressure check valve will be forced to open.
  • a low-speed combustion-supporting method for a diesel engine as shown in Figures 6 to 9, based on the above-mentioned low-speed combustion-supporting device 7 for a diesel engine, the low-speed combustion-supporting device 7 for a diesel engine is installed between the outlet of the fuel injection pump 6 of the engine and the fuel injection nozzle 8 , the high-pressure cylinder 1 is installed vertically, and the combustion-supporting method includes the following steps:
  • the high-pressure check valve 2 When the air pressure inside the high-pressure cylinder 1 is greater than the release pressure threshold of the high-pressure check valve 2, as shown in Figure 7, the high-pressure check valve 2 is opened. As shown in FIG. 8 , at this time, the fuel L1 compresses the air A1 to form high-pressure gas. As shown in Figure 9, the fuel is released suddenly after the high-pressure check valve is opened, and sufficient injection pressure is generated at the fuel injector 8, so that the fuel is atomized at high pressure.
  • the air pressure inside the high-pressure cylinder is greater than the release pressure threshold of the high-pressure check valve, and the high-pressure check valve opens.
  • the principle of the diesel engine low-speed combustion-supporting method of the present invention is:
  • the fuel outlet velocity at the injector is proportional to the atomization effect, the higher the fuel outlet velocity, the better the atomization effect;
  • the plunger pushes the fuel into the high-pressure cylinder and compresses the gas inside, forcing the high-pressure check valve to open.
  • the diesel engine low-speed combustion-supporting device of the present invention can be connected to the outlet of the fuel injection pump of the single-cylinder diesel engine, and can also be connected to the outlet of each plunger sleeve of the fuel injection pump of the multi-cylinder diesel engine.
  • a diesel engine as shown in Figure 9, includes a fuel injection pump 6 and a fuel injection nozzle 8, and also includes a low-speed combustion-supporting device 7 for a diesel engine as described above, and the low-speed combustion-supporting device 7 for a diesel engine is installed on the fuel injection pump 6 of the engine Between the outlet and the injector 8.
  • the high-pressure cylinder of low-speed combustion-supporting device 7 of diesel engine is vertically installed.
  • the injection pressure at the engine fuel injection nozzle is not related to the engine speed. Therefore, when the engine is in a low-speed state, the injection The injection pressure at the nozzle is not affected by the moving speed of the plunger of the fuel injection pump, and the slowly moving fuel in the fuel injection pump accumulates in the high-pressure cylinder and compresses the air inside to form a high pressure. When the high-pressure check valve is opened, this The high pressure is just conducive to the injection speed at the fuel injector, forming high-quality fuel spray10, which helps the fuel to burn more completely, thereby reducing smoke emissions, energy saving and environmental protection.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

本发明涉及一种柴油机低速助燃装置及其制作方法、助燃方法和柴油发动机，包括高压气缸，其下端用于直接或间接与柴油发动机的燃油喷射泵出口连通，其内部空气受柴油发动机的燃油喷射泵中的燃油积聚压缩形成高压；高压单向阀，其进口与所述高压气缸直接或间接相连，其出口用于与发动机的喷油嘴相通，用于控制来自燃油喷射泵的燃油向柴油发动机内排放。与现有技术相比，本发明提高了低速状态下的燃油喷雾质量，有助于燃油更完全地燃烧，从而减少了烟雾排放，节能又环保。

Description

柴油机低速助燃装置及其制作方法、助燃方法和柴油发动机 技术领域
本发明涉及一种柴油发动机技术领域，特别涉及一种改善柴油发动机低转速状态下燃油雾化不良的技术。
背景技术
柴油发动机低转速下燃油雾化不良是不完全燃烧和高排放的主要原因。比如当车辆在道路交通信号灯处停车或在交通堵塞期间发动机仍在运转的情况下静止时，发动机排放会很高。在换档过程中，发动机转速也会降至怠速，怠速时泵送速度慢，导致喷油嘴位置的喷射压力低以致燃油雾化不良。发动机低转速下喷雾质量差是直列泵柴油发动机的固有问题。
发明内容
本发明要解决的技术问题在于，针对现有技术的上述缺陷，提出一种利用泵的费能压缩空气来增压以提高柴油发动机的低速状态下燃油喷射压力从而提高燃油雾化质量的柴油机低速助燃装置及及其制作方法、助燃方法和柴油发动机。
本发明解决其技术问题所采用的技术方案为：
提供一种柴油发动机低速助燃装置，包括：
高压气缸，用于直接或间接与柴油发动机的燃油喷射泵出口连通，其内部空气受柴油发动机的燃油喷射泵中的燃油积聚压缩形成高压；
高压单向阀，其进口与所述高压气缸直接或间接相连，其出口用于与发动机的喷油嘴相通，用于控制来自燃油喷射泵的燃油向柴油发动机燃烧室内排放。
进一步地：
还包括三通连接器，该三通连接器的第一端与所述高压气缸相通， 第二端与所述高压单向阀相通，第三端与燃油喷射泵相通。
所述高压气缸借助螺纹与所述三通连接器连接，所述高压单向阀借助螺纹与所述三通连接器连接。
还包括适配接头，该适配接头一端与三通连接器配合连接，另一端与所述燃油喷射泵出口配合连接。
所述高压气缸借助螺纹与所述三通连接器连接，所述高压单向阀借助油管与所述三通连接器连通。
所述高压气缸设置在三通连接器的上端，所述高压单向阀设置在三通连接器的侧端。
所述高压气缸上开设有燃油出入孔，该燃油出入孔的直径在2-5mm之间，数量为1-3个。
提出一种上述柴油发动机低速助燃装置的制作方法，用标准减压阀制作所述高压气缸，该高压气缸上开设燃油出入孔包括以下步骤：
①确定燃油出入孔的直径和数量以设定燃油出入速率；
②确定燃油出入孔在所述高压气缸竖直方向上的位置，以设定所述高压气缸内部空气的压缩比。
进一步地：
根据不同性能参数的发动机设定所述高压气缸内部空气的压缩比。
设定所述高压单向阀的释放压力阈值与所述高压气缸内部空气的压缩比匹配。
通过选择所述高压单向阀的弹簧刚度和设置位置来设定其释放压力阈值。
通过设定所述高压单向阀的出口直径来确定燃油的排放速率。
一种柴油发动机低速助燃方法，基于上述柴油发动机低速助燃装置，该柴油发动机低速助燃装置安装在发动机的燃料喷射泵出口和喷油嘴之间，所述高压气缸竖直安装，所述助燃方法包括以下步骤：
①柴油发动机转速低时，在发动机燃油喷射泵的柱塞作用下，燃油在所述高压气缸中积聚并压缩所述高压气缸内部空气；
②当所述高压气缸内部的空气压力大于所述高压单向阀的释放 压力阈值时，所述高压单向阀打开，燃油的释放在喷油嘴处产生足够大的喷射压力，从而燃油产生高压雾化。
进一步地：
设置发动机喷油泵的柱塞达到压缩冲程三分之二时，所述高压气缸内部的空气压力大于所述高压单向阀的释放压力阈值，该高压单向阀打开。
提供一种柴油发动机，包括燃油喷射泵和喷油嘴，以及如上所述的柴油发动机低速助燃装置，该柴油发动机低速助燃装置安装在发动机的燃料喷射泵出口和喷油嘴之间，所述高压气缸竖直安装。
燃油注射冲程期间，发动机燃油喷射泵中的燃油进入高压气缸。由于空气是可压缩的，随着慢速流动燃油的流入，高压气缸内部空气的压力慢慢增加。在柴油发动机的低速状态下，缓慢移动的燃油喷射泵的费能以压缩空气的形式积聚，当单向阀被打开时，提供额外的燃油喷射压力，本发明利用泵的废能压缩空气来提高柴油发动机低速性能。与现有技术相比，本发明提高了柴油发动机低速状态下的燃油喷雾质量，有助于燃油更完全地燃烧，从而减少了烟雾排放，节能又环保。
附图说明
图1是本发明柴油机低速助燃装置实施例的结构示意图；
图2是本发明柴油机低速助燃装置实施例的高压气缸的结构示意图；
图3是本发明柴油机低速助燃装置实施例的高压单向阀的结构示意图；
图4是本发明柴油机低速助燃装置实施例的三通连接器的结构示意图；
图5是本发明柴油机低速助燃装置实施例的适配器的结构示意图；
图6是本发明柴油机低速助燃装置借助适配器装配的实施例一的结构示意图，此时高压单向阀关闭；
图7是本发明柴油机低速助燃装置实施例借助适配器装配的实施例二的结构示意图，此时高压单向阀打开；
图8是本发明柴油机低速助燃装置实施例的高压单向阀打开时的工作状态结构示意图；
图9是本发明柴油机低速助燃装置的工作示意图。
附图标记：1.高压气缸；2.高压单向阀；3.柱塞套；4.三通连接器；6.燃料喷射泵；7.柴油发动机低速助燃装置；8.喷油嘴；9.发动机燃烧室；C.适配接头；10.喷雾。
具体实施方式
现结合附图，对本发明的较佳实施例作详细说明。
一种柴油发动机低速助燃装置，如图1至图3所示，高压气缸1，用于直接或间接与柴油发动机的燃油喷射泵出口连通，其内部空气受柴油发动机的燃油喷射泵中的燃油积聚压缩形成高压；高压单向阀2，其进口与所述高压气缸直接或间接相连，其出口用于与发动机的喷油嘴相通，用于控制来自燃油喷射泵的燃油向柴油发动机内排放。
本实施例中，如图4所示，还包括三通连接器4，该三通连接器的第一端与所述高压气缸相通，第二端与所述高压单向阀相通，第三端即下端与燃油喷射泵的柱塞套3相通。高压气缸1内部空气受发动机的燃油喷射泵中的燃油积聚压缩形成高压；高压单向阀2用于控制来自燃油喷射泵的燃油向柴油发动机内排放，当高压气缸1内部的高压大于所述高压单向阀2的释放压力阈值时，高压单向阀打开，燃油的释放在喷油嘴处产生足够大的喷射压力，燃油从而产生高压雾化。
所述高压气缸和高压单向阀均与三通连接器可拆卸连接。如此，对于不同性能参数的发动机，高压气缸和高压单向阀方便更换。本实施例中，所述高压气缸1借助螺纹与所述三通连接器4连接，所述高压单向阀2借助螺纹与所述三通连接器4连接。
所述高压气缸1上开设有燃油出入孔，该燃油出入孔的直径在2-4mm之间，数量为1-3个。
高压气缸的作用如下：
1.利用高压气缸将燃油喷射泵与喷油嘴隔离，使得喷油嘴处的喷射压力与发动机转速不相关。
2.有助于积累缓慢流动的来自燃油喷射泵的燃油，随着燃油的流入，高压气缸内截留的空气被压缩。
3.高压气缸利用燃油喷射泵的废能压缩其内的空气。
4.缓慢移动的燃油喷射泵的能量积累至高压单向阀开启时，压缩空气提供额外的燃油排放能量。
5.高压气缸内越高的空气压力意味着喷油嘴出的喷射压力越高，因此燃油通过喷油嘴的流出速度越高，越高的燃油流出速度意味着更好的燃油雾化。更好的燃油雾化意味着更完全的燃烧，更完全的燃烧意味着更少的烟尘排放。
高压单向阀的作用如下：
1.便于燃油排放控制。
2.在高压气缸内部的压力不大于高压单向阀的释放压力阈值时，高压单向阀将缓慢流动的燃油保留在高压气缸中。
三通连接器的作用如下：
1.它允许根据需要配置高压气缸和高压单向阀。
2.发动机的燃油喷射泵因发动机而异，有些燃油喷射泵可能是水平的，有些可能是垂直的，三通连接器允许水平或垂直连接燃油喷射泵。
3.它允许高压气缸根据需要安装在垂直位置。这一点很重要，因为如果高压气缸不在垂直位置，高压气缸就不能工作。
4.高压气缸的容量也可能因发动机而异。该三通连接器便于安装尺寸合适的高压气缸。
5.它有助于容易地更换故障部件，只需拧开并更换即可，如果没有三通连接器，单个部件故障时，整个柴油发动机低速助燃装置将不得不更换。
一些实施例中，如图5所示，还包括适配接头C，该适配接头一端与三通连接器配合连接，另一端与所述柴油发动机的燃油喷射泵出口配合连接。发动机的燃油喷射泵出口螺纹规格大小多种多样，为了 将柴油发动机的低速助燃装置连接至各种柴油发动机，可以定制一些适配接头，一端与低速助燃装置的端口匹配，另一端与发动机的燃油喷射泵出口螺纹匹配。比如该适配接头一端与三通连接器配合连接，另一端与所述燃油喷射泵的柱塞套配合连接。如图6和图7所示，该适配接头分别连接在三通连接器与高压气缸1、高压单向阀2和燃油喷射泵的柱塞套3之间。
装配和工作时，所述高压气缸1需竖直放置，对于发动机的燃油喷射泵的柱塞套3竖直设置的情况，如图6所示，高压气缸1可以设置在三通连接器4的上端，柱塞套3设置在三通连接器4的下端，高压单向阀2设置在三通连接器4的侧端。对于发动机的燃油喷射泵的柱塞套3水平设置的情况，如图7所示，高压气缸1可以设置在三通连接器4的上端，柱塞套3和高压单向阀2分别设置在三通连接器4的两侧端。
一些实施例中，所述高压气缸与三通连接器直接相连或者借助适配接头相连，高压单向阀也与三通连接器直接相连或者借助适配接头相连。另一些实施例中，所述高压气缸与三通连接器直接相连或者借助适配接头相连，高压单向阀通过油管与所述三通连接器相通。
一种根据上述柴油发动机低速助燃装置的制作方法，用标准减压阀制作所述高压气缸，该高压气缸上开设燃油出入孔，具体包括以下步骤：
①确定燃油出入孔的直径和数量以设定燃油出入速率；本实施例中，燃油出入孔的直径设置在2-4mm之间，数量为1-3个。可以利用激光打孔，燃油出入孔不能设置太大，太大会使得允许空气作为气泡逸出。如果考虑到发动机的油耗和粘度，一个孔不够的话，可以增加孔的数量。
②确定燃油出入孔在所述高压气缸竖直方向上的位置，以设定所述高压气缸内部空气的压缩比。高压气缸内部截留的空气量可以通过改变燃油出入孔的竖直位置来改变，从而改变内部空气压缩比。高压气缸内部的空气量可用作高压气缸尺寸指南。装配完成时，竖直安装的高压气缸燃油出入孔下方的燃油将保留在高压气缸内部，这个燃 油体积将保持不变。因此，改变燃油出入孔的竖直位置可以改变高压气缸内部截留的空气体积。发动机性能参数因车辆而异，可以设置一系列不同空气压缩比的高压气缸配合不同性能参数的发动机。
高压气缸采用普通的高压减压阀，制作简单，节约成本。
一些实施例中，可以通过选择所述高压单向阀的弹簧刚度和设置位置来设定其释放压力阈值，从而满足燃油累积和排放要求。并设定所述高压单向阀的释放压力阈值与所述高压气缸内部空气的压缩比匹配。可以设定高压单向阀的出口直径而确定排放速率，优选更高的排放速率。
高压气缸的容量小于在低速时所注入的燃油量，当高压气缸进入过量的燃油时将迫使高压单向阀开启。
一种柴油发动机低速助燃方法，如图6至图9所示，基于上述柴油发动机低速助燃装置7，该柴油发动机低速助燃装置7安装在发动机的燃料喷射泵6的出口和喷油嘴8之间，所述高压气缸1竖直安装，所述助燃方法包括以下步骤：
①柴油发动机转速低时，在发动机燃油喷射泵的柱塞在柱塞套3中缓慢移动，在柱塞的推动下，燃油在所述高压气缸中积聚，由于空气是可压缩的，随着慢速流动燃油的流入，高压气缸内部的压力会慢慢增加，并压缩所述高压气缸内部空气，如图6所示，此时高压气缸1内部空气压力尚未达到高压单向阀的释放压力阈值，高压单向阀关闭；
②当所述高压气缸1内部的空气压力大于所述高压单向阀2的释放压力阈值时，如图7所示，此时高压单向阀2打开。如图8所示，此时燃油L1将空气A1压缩形成高压气体。如图9所示，高压单向阀打开后燃油突然释放，在喷油嘴8处产生足够大的喷射压力，以致燃油产生高压雾化。
一些实施例中，设置发动机喷油泵的柱塞达到压缩冲程三分之二时，所述高压气缸内部的空气压力大于所述高压单向阀的释放压力阈值，该高压单向阀打开。
本发明柴油发动机低速助燃方法的原理在于：
1.喷油嘴处燃油出口速度与雾化效果成正比，燃油出口速度越高，雾化效果越好；
2.雾化效果越好意味着产生越细的燃油液滴；
3.越细的燃油液滴蒸发越快，故燃烧更完全；
4.柱塞推动燃油进入高压气缸并压缩其内的气体，迫使高压单向阀打开。
本发明柴油发动机低速助燃装置可以连接到单缸柴油发动机的燃油喷射泵出口，也可以在多缸柴油发动机的燃油喷射泵每一柱塞套的出口各连接一个所述柴油发动机低速助燃装置。
一种柴油发动机，如图9所示，包括燃油喷射泵6和喷油嘴8，还包括如上所述的柴油发动机低速助燃装置7，该柴油发动机低速助燃装置7安装在发动机的燃料喷射泵6出口和喷油嘴8之间。柴油发动机低速助燃装置7的高压气缸竖直安装。
安装有低速助燃装置7的柴油发动机，由于低速助燃装置7将将燃油喷射泵与喷油嘴隔离，发动机喷油嘴处的喷射压力与发动机转速不相关，因此，发动机在低转速状态时，喷油嘴处的喷射压力不受燃油喷射泵的柱塞移动速度的影响，并且，燃油喷射泵中缓慢移动的燃油在高压气缸中积聚压缩其内空气形成高压，在高压单向阀开启时，此高压正好有利于喷油嘴处的喷射速度，形成高质量的燃油喷雾10，有助于燃油更完全地燃烧，从而减少了烟雾排放，节能又环保。
应当理解的是，以上实施例仅用以说明本发明的技术方案，而非对其限制，对本领域技术人员来说，可以对上述实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改和替换，都应属于本发明所附权利要求的保护范围。

Claims (15)

  1. 一种柴油发动机低速助燃装置，其特征在于，包括：
    高压气缸，用于直接或间接与柴油发动机的燃油喷射泵出口连通，其内部空气受柴油发动机的燃油喷射泵中的燃油积聚压缩形成高压；
    高压单向阀，其进口与所述高压气缸直接或间接相连，其出口用于与发动机的喷油嘴相通，用于控制来自燃油喷射泵的燃油向柴油发动机燃烧室内排放。
  2. 根据权利要求1所述的柴油发动机低速助燃装置，其特征在于：还包括三通连接器，该三通连接器的第一端与所述高压气缸相通，第二端与所述高压单向阀相通，第三端用于与燃油喷射泵相通。
  3. 根据权利要求2所述的柴油发动机低速助燃装置，其特征在于：所述高压气缸借助螺纹与所述三通连接器连接，所述高压单向阀借助螺纹与所述三通连接器连接。
  4. 根据权利要求2所述的柴油发动机低速助燃装置，其特征在于：还包括适配接头，该适配接头一端与三通连接器配合连接，另一端与所述燃油喷射泵出口配合连接。
  5. 根据权利要求2所述的柴油发动机低速助燃装置，其特征在于：所述高压气缸借助螺纹与所述三通连接器连接，所述高压单向阀借助油管与所述三通连接器连通。
  6. 根据权利要求2所述的柴油发动机低速助燃装置，其特征在于：所述高压气缸设置在三通连接器的上端，所述高压单向阀设置在三通连接器的侧端。
  7. 根据权利要求1所述的柴油发动机低速助燃装置，其特征在于：所述高压气缸上开设有燃油出入孔，该燃油出入孔的直径在2-5mm之间，数量为1-3个。
  8. 一种根据权利要求1至7任一项所述的柴油发动机低速助燃装置的制作方法，其特征在于，用标准减压阀制作所述高压气缸，该高压气缸上开设燃油出入孔，包括以下步骤：
    ①确定燃油出入孔的直径和数量以设定燃油出入速率；
    ②确定燃油出入孔在所述高压气缸竖直方向上的位置，以设定所述高压气缸内部空气的压缩比。
  9. 根据权利要求8所述的柴油发动机低速助燃装置的制作方法，其特征在于：根据不同性能参数的发动机设定所述高压气缸内部空气的压缩比。
  10. 根据权利要求8所述的柴油发动机低速助燃装置的制作方法，其特征在于：设定所述高压单向阀的释放压力阈值与所述高压气缸内部空气的压缩比匹配。
  11. 根据权利要求10所述的柴油发动机低速助燃装置的制作方法，其特征在于：通过选择所述高压单向阀的弹簧刚度和设置位置来设定其释放压力阈值。
  12. 根据权利要求8所述的柴油发动机低速助燃装置的制作方法，，其特征在于：通过设定所述高压单向阀的出口直径来确定燃油的排放速率。
  13. 一种柴油发动机低速助燃方法，其特征在于，基于权利要求1至7任一项所述的柴油发动机低速助燃装置，该柴油发动机低速助燃装置安装在发动机的燃料喷射泵出口和喷油嘴之间，所述高压气缸竖直安装，所述助燃方法包括以下步骤：
    ①柴油发动机转速低时，在发动机燃油喷射泵的柱塞推动下，燃油在所述高压气缸中积聚并压缩所述高压气缸内部空气；
    ②当所述高压气缸内部的空气压力大于所述高压单向阀的释放压力阈值时，所述高压单向阀打开，燃油的释放在喷油嘴处产生足够 大的喷射压力，从而燃油产生高压雾化。
  14. 根据权利要求13所述的一种柴油发动机低速助燃方法，其特征在于：设置发动机喷油泵的柱塞达到压缩冲程三分之二时，所述高压气缸内部的空气压力大于所述高压单向阀的释放压力阈值，该高压单向阀打开。
  15. 一种柴油发动机，包括燃油喷射泵和喷油嘴，其特征在于：还包括如权利要求1至7任一项所述的柴油发动机低速助燃装置，该柴油发动机低速助燃装置安装在发动机的燃料喷射泵出口和喷油嘴之间，所述高压气缸竖直安装。
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JPH09184464A (ja) * 1995-12-28 1997-07-15 Nippon Soken Inc 筒内直接噴射機関の燃料圧力制御装置
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