WO2024178972A1 - 一种发动机结构及其工作方法 - Google Patents

一种发动机结构及其工作方法 Download PDF

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Publication number
WO2024178972A1
WO2024178972A1 PCT/CN2023/122008 CN2023122008W WO2024178972A1 WO 2024178972 A1 WO2024178972 A1 WO 2024178972A1 CN 2023122008 W CN2023122008 W CN 2023122008W WO 2024178972 A1 WO2024178972 A1 WO 2024178972A1
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WO
WIPO (PCT)
Prior art keywords
engine
main combustion
combustion chamber
vortex chamber
connecting pipe
Prior art date
Application number
PCT/CN2023/122008
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English (en)
French (fr)
Inventor
逯雨威
刘腾
聂昊鹏
Original Assignee
中船动力研究院有限公司
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Publication of WO2024178972A1 publication Critical patent/WO2024178972A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • 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
    • F02P23/00—Other ignition
    • F02P23/04—Other physical ignition means, e.g. using laser rays
    • 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
    • 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 present invention relates to the technical field of marine engines, and in particular to an engine structure and a working method thereof.
  • Marine compression ignition engines have the characteristics of large cylinder diameter and low speed. In the relatively large volume combustion chamber, the distance that the flame has to propagate is significantly longer, and the oil-gas mixture is unevenly distributed in the combustion chamber, resulting in a longer combustion process, reduced engine efficiency and worse exhaust emissions. Especially when using gas as fuel, the combustion speed is slow, the misfire rate is high, and the thermal efficiency is low.
  • a vortex chamber is generally used to improve combustion quality.
  • the compression stroke as the piston moves upward, the compressed turbulent gas mixture will be squeezed into the vortex chamber through a small pipe.
  • the concentration and temperature conditions of the gas mixture in the vortex chamber in each cycle are different, which will cause the ignition time and the intensity of the combustion reaction to be unstable, and the piston will not do sufficient work, which is not conducive to the smooth and efficient operation of the engine.
  • the electrodes on the spark plug are used as an auxiliary ignition method. The flame in the vortex chamber is formed between the electrodes, but it is easily blocked by the electrodes and cannot effectively release energy.
  • the purpose of the present invention is to provide an engine structure and a working method thereof, so as to solve the problems of low combustion efficiency of the engine, unstable intensity of the combustion reaction and inability of the engine to operate efficiently in the prior art.
  • the present invention provides an engine structure, including a cylinder head and a cylinder wall, a piston is arranged in the cylinder wall, the cylinder head is connected to the cylinder wall, the cylinder head, the cylinder wall and the piston form a main combustion chamber, an intake manifold and an exhaust manifold are arranged on the cylinder head, the intake manifold and the exhaust manifold are respectively connected to the main combustion chamber, a vortex chamber is also formed in the cylinder head, and the vortex chamber is connected to the main combustion chamber through a first connecting pipe and a second connecting pipe, respectively.
  • a laser igniter is arranged on the side wall of the vortex chamber, and the laser igniter generates laser energy to ignite the air mixture in the vortex chamber.
  • the first connecting pipe is conical, and its diameter shrinks along the direction from the main combustion chamber to the vortex chamber.
  • the second connecting pipe is conical, and its diameter expands along the direction from the main combustion chamber to the vortex chamber.
  • the laser igniter is electrically connected to the engine ECU, the engine ECU can collect the engine speed and the pressure inside the cylinder wall, and the engine ECU can adjust the start time of the laser igniter.
  • the engine ECU is capable of adjusting the laser energy intensity generated by the laser igniter.
  • the engine structure is in the form of a loop-flow cylinder head.
  • a gas injection valve is provided on the air intake manifold, and the gas injection valve can inject gas into the main combustion chamber.
  • a preheat plug is installed in the vortex chamber, and the preheat plug can increase the temperature in the vortex chamber.
  • the present invention also provides an engine operating method, comprising the engine structure according to any one of the above claims, and further comprising the following steps:
  • the flame jet ejected from the second connecting pipe ignites the air mixture in the main combustion chamber and pushes the piston downward to perform work.
  • the high-energy laser generated by the laser igniter is used to ignite the air mixture in the vortex chamber, so that the flame can fully release energy to the surrounding space at the initial stage of ignition.
  • the amount of air in the vortex chamber is stably ignited, and the air in the main combustion chamber is also fully ignited in time, pushing the piston to do work, reducing the cycle fluctuation of the engine and improving the operating efficiency of the engine.
  • FIG1 is a side sectional view of the engine structure of the present invention.
  • FIG2 is a top cross-sectional view of the engine structure of the present invention.
  • FIG3 is an applicable diagram of the engine cylinder head structure of the present invention.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements.
  • connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements.
  • a first feature being “above” or “below” a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them.
  • a first feature being “above”, “above” and “above” a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.
  • a first feature being “below”, “below” and “below” a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.
  • the terms “upper”, “lower”, “right”, etc. refer to directions or positional relationships.
  • the orientation or position relationship shown in the drawings is only for the convenience of description and simplification of operation, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.
  • the terms “first” and “second” are only used to distinguish in the description and have no special meaning.
  • the present invention provides an engine structure, which includes a cylinder head 1 and a cylinder wall 2, a piston 3 is arranged in the cylinder wall 2, the cylinder head 1 is connected to the cylinder wall 2, the cylinder head 1, the cylinder wall 2 and the piston 3 form a main combustion chamber 4, an intake manifold 5 and an exhaust manifold 6 are arranged on the cylinder head 1, the intake manifold 5 and the exhaust manifold 6 are respectively connected to the main combustion chamber 4, a vortex chamber 7 is also formed in the cylinder head 1, the vortex chamber 7 is connected to the main combustion chamber 4 through a first connecting pipe 8 and a second connecting pipe 9, a laser igniter 10 is arranged on the side wall of the vortex chamber 7, the laser igniter 10 generates laser energy to ignite the mixture in the vortex chamber 7, and the fuel gas used in the present invention is generally natural gas.
  • the above structure is mainly used in the process of engine compression stroke.
  • the gas injection valve 13 sprays gas into the main combustion chamber 4.
  • the gas and air are first premixed to form an air mixture.
  • the intake valve 12 is closed, and the entire internal engine space forms a closed structure.
  • the piston 3 compresses the space in the main combustion chamber 4, which causes the air mixture in the main combustion chamber 4 to enter the vortex chamber 7 along the first connecting pipe 8.
  • the end diameter of the first connecting pipe 8 is the smallest, which makes the air mixture have a higher flow rate and a strong turbulence intensity, further promoting the mixing of air and gas in the air mixture, making the later combustion more complete and the combustion time more timely.
  • the laser igniter 10 starts and generates high-energy laser.
  • the laser first ignites the air mixture in the vortex chamber 7.
  • the ignited gas undergoes a violent combustion reaction in the vortex chamber 7, causing the temperature and pressure to rise rapidly.
  • the formed flame jet rushes into the main combustion chamber 4 along the second connecting pipe 9 and ignites the air mixture therein.
  • the main combustion chamber 4 Diffusion combustion is formed inside and the piston 3 is pushed downward to perform work, after which the exhaust gas is discharged to the outside through the exhaust manifold 6.
  • the second connecting pipe 9 is conical, and its diameter expands along the direction from the main combustion chamber 4 to the vortex chamber 7, so that the flow rate of the flame jet can be faster, causing more complete combustion in the main combustion chamber 4 and a faster rate.
  • the laser igniter 10 is electrically connected to the engine ECU.
  • the ignition signal is sent by the engine ECU.
  • the laser generator arranged on the engine receives the control to generate high-energy laser, and the laser is transmitted to the laser igniter 10 through the passage. With the help of the lens in the laser igniter 10, the laser is focused in the cylinder and transfers heat to the air mixture to stimulate the occurrence of flames.
  • the engine ECU can collect the engine speed and the pressure in the cylinder wall 2.
  • the opening time of the laser igniter 10 can be adjusted through the engine ECU. When using fuel with a lower combustion rate, the working time of the laser igniter 10 can be timely opened in advance to make full use of the energy of the fuel combustion explosion, so that the air mixture inside the vortex chamber 7 can be ignited in time.
  • the ignition time of the laser igniter 10 can be timely adjusted through the engine ECU.
  • the engine ECU can adjust the laser energy intensity generated by the laser igniter 10.
  • the air coefficient of the air mixture in the vortex chamber 7 is high and the distribution of the fuel gas mixture in the cylinder is relatively thin, the cylinder temperature and pressure indicators generated by the simple compression of the piston 3 cannot ignite the fuel.
  • Increasing the ignition energy of the laser generated by the laser igniter 10 will cause complete combustion in the cylinder, improve the efficiency of the engine, and reduce the fluctuation cycle of the engine operation.
  • the Offset Cross-Flow cylinder head 114 is arranged in parallel and in opposite directions, the intake and exhaust passages of the Inline-Flow cylinder head 115 are in one line, and the intake and exhaust manifolds 6 on the Loop-flow cylinder head 116 are arranged close to the same side.
  • the engine structure used in the present invention is in the form of a Loop-flow cylinder head 116, and the intake manifold 5 and the exhaust manifold 6 on the cylinder head 1 are arranged close to the same side. This design leaves a part of the space on the opposite side of the intake manifold 5 and the exhaust manifold 6 on the cylinder head 1, and the above space can be arranged with a vortex chamber 7 and a laser igniter 10.
  • the vortex chamber 7 and the laser igniter 10 used in the present invention can also be arranged on the Offset Cross-Flow cylinder head 14 and the Inline-flow cylinder head 15, or on other types of cylinder heads 1, and are not limited to the above three types of cylinder heads 1.
  • a preheat plug 11 is installed in the vortex chamber 7 , and the preheat plug 11 can increase the temperature in the vortex chamber 7 so that the air mixture in the engine can be burned in time under the laser of the laser igniter 10 .
  • the present invention also provides an engine operating method, comprising the following steps:
  • the flame jet ejected from the second connecting pipe 9 ignites the air mixture in the main combustion chamber 4 and pushes the piston 3 downward to perform work.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Physics & Mathematics (AREA)
  • Optics & Photonics (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

一种发动机结构，包括缸盖（1）和气缸壁（2），气缸壁（2）内设置有活塞（3），缸盖（1）盖接在气缸壁（2）上，缸盖（1）、气缸壁（2）和活塞（3）围成主燃烧室（4），缸盖（1）上设置有进气集管（5）和排气集管（6），进气集管（5）和排气集管（6）分别与主燃烧室（4）连通，缸盖（1）内还形成有涡流室（7），涡流室（7）分别通过第一连通管（8）和第二连通管（9）与主燃烧室（4）连通，涡流室（7）侧壁上设置有激光点燃器（10），激光点燃器（10）产生激光能点燃涡流室（7）内的空气混合物；该发动机结构解决现有技术下发动机燃烧效率较低，燃烧反应的强度不稳定，发动机无法高效运行的问题。还涉及一种发动机的工作方法。

Description

一种发动机结构及其工作方法 技术领域
本发明涉及船用发动机技术领域，尤其涉及一种发动机结构及其工作方法。
背景技术
为了贯彻节能减排目标，以燃气为代表的替代能源因其良好的排放性能愈发受到船用发动机市场关注，船用压燃发动机有缸径大，转速低等特点，在相对大容积的燃烧室中火焰要传播的距离显著变长，油气混合物在燃烧室内的分布不均匀，导致燃烧过程时间较长，导致发动机的效率降低和尾气排放变差，特别是在使用燃气作为燃料时，燃烧速度慢、失火率高、热效率低。
现有技术中一般使用涡流室提升燃烧质量，在压缩冲程中，随着活塞上行，被压缩的充满湍流的燃气混合物会由一个小管道挤入涡流室中，但是由于燃气混合物分布的不确定性，每个循环中涡流室中的燃气混合物浓度和温度条件存在差异，这会造成点火发生的时间和燃烧反应的强度不稳定，活塞做功不充分，不利于发动机的平稳运转及高效运行，同时通过火花塞上的电极作为辅助的引燃方式，涡流室内的火焰在电极之间形成，但是又容易被电极遮挡，无法有效释放出能量，此时缸内火焰的早期形成状态较差，导致整个火焰发展进程容易出现中断导致燃烧不充分，这也会限制火焰边界发展的速度，导致燃烧速度降低，增大发动机的循环波动，不利于发动机的平稳运转及高效运行。
发明内容
本发明的目的在于提供一种发动机结构及其工作方法，解决现有技术下发动机燃烧效率较低，燃烧反应的强度不稳定，发动机无法高效运行的问题。
为达此目的，本发明采用以下技术方案：本发明提供一种发动机结构，包括缸盖和气缸壁，所述气缸壁内设置有活塞，所述缸盖盖接在所述气缸壁上，所述缸盖、所述气缸壁和所述活塞围成主燃烧室，所述缸盖上设置有进气集管和排气集管，所述进气集管和所述排气集管分别与所述主燃烧室连通，所述缸盖内还形成有涡流室，所述涡流室分别通过第一连通管和第二连通管与所述主燃烧室连通， 所述涡流室侧壁上设置有激光点燃器，所述激光点燃器产生激光能点燃所述涡流室内的空气混合物。
作为优选地，所述第一连通管呈锥形，沿所述主燃烧室至所述涡流室方向，所述第一连通管直径收缩。
作为优选地，所述第二连通管呈锥形，沿所述主燃烧室至所述涡流室方向，所述第二连通管直径扩张。
作为优选地，所述激光点燃器与发动机ECU电连接，所述发动机ECU能采集的发动机的转速和气缸壁内的压力，所述发动机ECU能调节所述激光点燃器开启时间。
作为优选地，所述发动机ECU能调节所述激光点燃器产生的所述激光能量强度。
作为优选地，所述发动机结构为Loop-flow缸盖形式。
作为优选地，所述进气集管上设置有燃气喷射阀，所述燃气喷射阀能将燃气喷射至所述主燃烧室内。
作为优选地，所述涡流室内安装有预热塞，所述预热塞能提升所述涡流室内温度。
本发明还提供一种发动机的工作方法，包括上述任一项权利要求所述的发动机结构，还包括以下步骤：
S1，开启进气阀，燃气沿进气集管上的燃气喷射阀喷至主燃烧室内，燃气与空气组成空气混合物；
S2，关闭进气阀，活塞向上运动将主燃烧室内空气混合物通过第一连通管移动至涡流室内；
S3，当涡流室内的燃气和空气混合物压力和温度上升至设定值，发动机ECU开启激光点燃器；
S4，涡流室内空气混合物被激光引燃，火焰沿第二连通管喷入主燃烧室内；
S5，第二连通管喷出的火焰射流点燃主燃烧室内的空气混合物，并推动活塞向下做功。
有益效果：通过设置激光点燃器产生的高能量激光对涡流室内的空气混合物进行点燃，使空气混合物在被点燃的初期，火焰可以向四周的空间充分的释放能 量，使涡流室内的空气混合物被稳定引燃，同时也会使主燃烧室内的空气混合物被及时地充分引燃，推动活塞做功，减小发动机的循环波动，提升发动机的运行效率。
附图说明
图1是本发明发动机结构侧视截面图；
图2是本发明发动机结构俯视截面图；
图3时本发明发动机缸盖结构适用图。
图中：1-缸盖；2-气缸壁；3-活塞；4-主燃烧室；5-进气集管；6-排气集管；7-涡流室；8-第一连通管；9-第二连通管；10-激光点燃器；11-预热塞；12-进气阀；13-燃气喷射阀；14-Offset Cross-Flow缸盖；15-Inline-Flow缸盖；16-Loop-flow缸盖。
具体实施方式
下面结合附图和实施例对本发明作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本发明，而非对本发明的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本发明相关的部分而非全部结构。
在本发明的描述中，除非另有明确的规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本实施例的描述中，术语“上”、“下”、“右”、等方位或位置关系为 基于附图所示的方位或位置关系，仅是为了便于描述和简化操作，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”仅仅用于在描述上加以区分，并没有特殊的含义。
由于船用压燃发动机缸径大，转速低，在相对大容积的燃烧室中火焰要传播的距离显著变长，这就需要相对较久的燃烧过程，油气混合物在燃烧室内的分布也呈现强的不均匀性，这会限制火焰边界发展的速度，导致运转速度降低和燃烧速度降低，为了节能减排，在使用燃然气作为燃料的时候上述问题就会史为显著，同时由于电极之间产生的火焰反过来也会限制火焰向周围扩散的能力，进一步降低了发动机的燃烧效率。
为了解决上述问题，如图1至图2所示，本发明提供一种发动机结构，其中包括缸盖1和气缸壁2，气缸壁2内设置有活塞3，缸盖1盖接在气缸壁2上，缸盖1、气缸壁2和活塞3围成主燃烧室4，缸盖1上设置有进气集管5和排气集管6，进气集管5和排气集管6分别与主燃烧室4连通，缸盖1内还形成有涡流室7，涡流室7分别通过第一连通管8和第二连通管9与主燃烧室4连通，涡流室7侧壁上设置有激光点燃器10，激光点燃器10产生激光能点燃涡流室7内的混合物，本发明所使用的燃气一般为天燃气。
上述结构主要应用发动机压缩冲程的过程中，进气阀12开启后，燃气喷射阀13将燃气喷入主燃烧室4，在主燃烧室4内燃气和空气首先会进行预混合，形成空气混合物，之后进气阀12关闭，整个内部发动机空间形成密闭的结构，之后压缩冲程，活塞3会压缩主燃烧室4内的空间，这就会导致主燃烧室4内的空气混合物随着第一连通管8进入涡流室7内，沿气流流向，第一连通管8的末端直径最小，这就会使空气混合物具有较高的流速很强的湍流强度，进一步促进空气混合物内的空气和燃气进行混合，使后期的燃烧更为充分，燃烧时间更为及时。
随着活塞3继续压缩主燃烧室4内的空间，就会导致涡流室7内的空气混合物压力和温度持续上升，当到达点燃条件的时候，激光点燃器10启动并产生高能量激光，激光首先引燃涡流室7中的空气混合物，其中被点燃的燃气在涡流室7中发生剧烈燃烧反应造成温度和压力急速升高，形成的火焰射流沿着第二连通管9冲入主燃烧室4并点燃其中的空气混合物，此阶段中主燃烧室4 内形成扩散燃烧并推动活塞3下行做功，之后废气通过排气集管6向外界排出。
其中第二连通管9呈锥形，沿主燃烧室4至涡流室7方向，第二连通管9直径扩张，这样可以使火焰射流的流速更快，在主燃烧室4内引起燃烧更为充分，速率更快。
激光点燃器10与发动机ECU电连接，点燃信号由发动机ECU发出，布置在发动机机上的激光发生器收到控制产生高能量的激光，激光通过通路输送至激光点然器10。借助于激光点燃器10内的透镜，激光在缸内聚焦并传递热量至空气混合物中以激发火焰的发生，发动机ECU能采集的发动机的转速和气缸壁2内的压力，通过发动机ECU能调节激光点燃器10开启时间，当使用燃烧速率较低的燃料时，激光点燃器10的工作时间可及时提前开启，以充分利用燃料燃烧爆发的能量，使涡流室7内部的空气混合物可以被及时的引燃，通过发动机ECU可以及时调节激光点燃器10的点火时间。
同时发动机ECU能调节激光点燃器10产生的激光能量强度，当涡流室7内的空气混合物空气系数较高，燃气混合物在气缸内的分布较为稀薄，单纯活塞3压缩产生的缸内温度和压力指标不能使燃料点火，增加激光点燃器10所产生激光的点火能量，这会造成缸内燃烧完全，提升发动机的效率，降低发动机运行的波动循环。
如图3所示，Offset Cross-Flow缸盖114的形式为并行排列且朝向相反，Inline-Flow缸盖115的进排气道在一条线上，Loop-flow缸盖116上的进排气集管6紧靠相同一侧排布，本发明所使用的发动机结构为Loop-flow缸盖116形式，缸盖1上的进气集管5和排气集管6紧靠相同一侧排布，这种设计在进气集管5和排气集管6对侧空出了一部分空间缸盖1上的空间，上述空间可被布置涡流室7和激光点燃器10。需要特别说明的是本发明所使用的涡流室7和激光点燃器10还可以布置在Offset Cross-Flow缸盖14和Inline-flow缸盖15上，或者其他种类的缸盖1上，并不局限于以上三种缸盖1。
涡流室7内安装有预热塞11，预热塞11能提升涡流室7内温度，使发动机内的空气混合物在激光点燃器10的激光下及时燃烧。
本发明还提供一种发动机的工作方法，包括以下步骤：
S1，开启进气阀12，燃气沿进气集管5上的燃气喷射阀13喷至主燃烧室4内，空 气和燃气组成空气混合物；
S2，关闭进气阀12，活塞3向上运动将主燃烧室4内空气混合物沿第一连通管8推动至涡流室7内；
S3，当涡流室7内的空气混合物压力和温度上升至设定值，发动机ECU开启激光点然器10；
S4，涡流室7内空气混合物被激光引燃，火焰沿第二连通管9进入主燃烧室4内；
S5，第二连通管9喷出的火焰射流点燃主燃烧室4内的空气混合物，并推动活塞3向下做功。
显然，本发明的上述实施例仅仅是为了清楚说明本发明所作的举例，而并非是对本发明的实施方式的限定。对于所属领域的普通技术人员来说，能够进行各种明显的变化、重新调整和替代而不会脱离本发明的保护范围。这里无需也无法对所有的实施方式予以穷举。凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明权利要求的保护范围之内。

Claims (9)

  1. 一种发动机结构，其特征在于，包括缸盖(1)和气缸壁(2)，所述气缸壁(2)内设置有活塞(3)，所述缸盖(1)盖接在所述气缸壁(2)上，所述缸盖(1)、所述气缸壁(2)和所述活塞(3)围成主燃烧室(4)，所述缸盖(1)上设置有进气集管(5)和排气集管(6)，所述进气集管(5)和所述排气集管(6)分别与所述主燃烧室(4)连通，所述缸盖(1)内还形成有涡流室(7)，所述涡流室(7)分别通过第一连通管(8)和第二连通管(9)与所述主燃烧室(4)连通，所述涡流室(7)侧壁上设置有激光点燃器(10)，所述激光点燃器(10)产生激光能点燃所述涡流室(7)内的空气混合物。
  2. 根据权利要求1所述的发动机结构，其特征在于，所述第一连通管(8)呈锥形，沿所述主燃烧室(4)至所述涡流室(7)方向，所述第一连通管(8)直径收缩。
  3. 根据权利要求1所述的发动机结构，其特征在于，所述第二连通管(9)呈锥形，沿所述主燃烧室(4)至所述涡流室(7)方向，所述第二连通管(9)直径扩张。
  4. 根据权利要求1所述的发动机结构，其特征在于，所述激光点燃器(10)与发动机ECU电连接，所述发动机ECU能采集的发动机的转速和所述气缸壁(2)内的压力，所述发动机ECU能调节所述激光点燃器(10)开启时间。
  5. 根据权利要求4所述的发动机结构，其特征在于，所述发动机ECU能调节所述激光点燃器(10)产生的激光能量强度。
  6. 根据权利要求1所述的发动机结构，其特征在于，所述发动机结构为Loop-flow缸盖(16)形式。
  7. 根据权利要求1所述的发动机结构，其特征在于，所述进气集管(5)上设置有燃气喷射阀(13)，所述燃气喷射阀(13)能将燃气喷射至所述主燃烧室(4)内。
  8. 根据权利要求1所述的发动机结构，其特征在于，所述涡流室(7)内安装有预热塞(11)，所述预热塞(11)能提升所述涡流室(7)内温度。
  9. 一种发动机的工作方法，包括权利要求1-8任一项所述的发动机结构，其特征在于，还包括以下步骤：
    S1，开启进气阀(12)，燃气沿进气集管(5)上的燃气喷射阀(13)喷至主燃烧室(4)内，燃气与空气组成空气混合物；
    S2，关闭进气阀(12)，活塞(3)向上运动将主燃烧室(4)内空气混合物通过第一连通管(8)移动至涡流室(7)内；
    S3，当涡流室(7)内的燃气和空气混合物压力和温度上升至设定值，发动机ECU开启激光点燃器(10)；
    S4，涡流室(7)内空气混合物被激光引燃，火焰沿第二连通管(9)喷入主燃烧室(4)内；
    S5，第二连通管(9)喷出的火焰射流点燃主燃烧室(4)内的空气混合物，并推动活塞(3)向下做功。
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