CN110953067B - Engine and double-jet combustion method thereof - Google Patents
Engine and double-jet combustion method thereof Download PDFInfo
- Publication number
- CN110953067B CN110953067B CN201811126323.XA CN201811126323A CN110953067B CN 110953067 B CN110953067 B CN 110953067B CN 201811126323 A CN201811126323 A CN 201811126323A CN 110953067 B CN110953067 B CN 110953067B
- Authority
- CN
- China
- Prior art keywords
- combustion
- cylinder
- spark plug
- combustion chamber
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000009841 combustion method Methods 0.000 title claims abstract description 12
- 238000002485 combustion reaction Methods 0.000 claims abstract description 237
- 239000000446 fuel Substances 0.000 claims abstract description 67
- 239000000203 mixture Substances 0.000 claims description 41
- 238000002347 injection Methods 0.000 claims description 37
- 239000007924 injection Substances 0.000 claims description 37
- 230000006835 compression Effects 0.000 claims description 22
- 238000007906 compression Methods 0.000 claims description 22
- 230000009471 action Effects 0.000 claims description 6
- 230000009977 dual effect Effects 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 5
- 239000007789 gas Substances 0.000 description 23
- 239000003502 gasoline Substances 0.000 description 16
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 3
- 238000004134 energy conservation Methods 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- RNFJDJUURJAICM-UHFFFAOYSA-N 2,2,4,4,6,6-hexaphenoxy-1,3,5-triaza-2$l^{5},4$l^{5},6$l^{5}-triphosphacyclohexa-1,3,5-triene Chemical compound N=1P(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP=1(OC=1C=CC=CC=1)OC1=CC=CC=C1 RNFJDJUURJAICM-UHFFFAOYSA-N 0.000 description 1
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003063 flame retardant Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 239000007800 oxidant agent Substances 0.000 description 1
- 230000001590 oxidative effect Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 239000004071 soot Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F02F1/4285—Shape or arrangement of intake or exhaust channels in cylinder heads of both intake and exhaust channel
-
- 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
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
-
- 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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The utility model provides an engine, includes cylinder, cylinder cap, piston, first spark plug, second spark plug and is used for the sprayer of fuel to the cylinder in, the cylinder cap sets up on the cylinder, the piston movably sets up in the cylinder, be equipped with screw intake duct and tangential intake duct on the cylinder cap, screw intake duct is used for the input vortex gas to the cylinder, tangential intake duct is used for the input air to the cylinder, the terminal surface that the piston is close to the cylinder cap is equipped with first combustion bowl, second combustion bowl and third combustion bowl, communicate through first jet passage between first combustion bowl and the third combustion bowl, communicate through second jet passage between second combustion bowl and the third combustion bowl, first spark plug, second spark plug and sprayer set up on the cylinder cap, first spark plug corresponds first combustion bowl setting, second spark plug corresponds the second combustion bowl setting. The engine can reliably and stably ignite in the whole lean-burn mode, and effectively improve the combustion heat efficiency. The invention also relates to a double-jet combustion method of the engine.
Description
Technical Field
The invention relates to the technical field of engine combustion, in particular to an engine and a double-jet combustion method thereof.
Background
Along with the continuous emphasis on energy conservation, emission reduction and low-carbon economy in the global scope, the efficient clean combustion technology of the internal combustion engine is explored, and the energy conservation and emission reduction of the internal combustion engine are realized, so that the method is an important challenge for the future development of the traditional internal combustion engine. For a long time, the gasoline engine is developed from carburetor type to direct injection in a cylinder, even direct injection in a high-pressure cylinder, and the thermal efficiency of the gasoline engine is obviously improved by applying a large number of new technologies, but under the condition that the compression ratio and the heat insulation index of the mixed gas are not further improved from the theoretical aspect, the difficulty of improving the thermal efficiency of the gasoline engine is more and more increased. Based on the above, research hot spots of the high-efficiency gasoline engine gradually shift to effective compression ratio and optimization of physical and chemical properties of working media in a cylinder, and the lean combustion process of the gasoline engine is a combustion control technology provided under the background.
The existing lean-burn engine has the important factor of influencing the combustion stability in the ignition process, and the more lean the concentration of the mixed gas is, the higher the required ignition energy is, thus the great challenge is presented to the operation reliability of the traditional spark plug. Although high energy ignition systems are currently available for small volume production, the cost and maintenance costs are far higher than conventional ignition systems.
Disclosure of Invention
In view of the above, the invention provides an engine, which can reliably and stably ignite in an overall lean-burn mode and effectively improve the combustion heat efficiency.
The utility model provides an engine, includes cylinder, cylinder cap, piston, first spark plug, second spark plug and is used for the sprayer of fuel to the cylinder in, the cylinder cap sets up on the cylinder, the piston movably sets up in the cylinder, be equipped with screw intake duct and tangential intake duct on the cylinder cap, screw intake duct is used for the input vortex gas to the cylinder, tangential intake duct is used for the input air to the cylinder, the terminal surface that the piston is close to the cylinder cap is equipped with first combustion bowl, second combustion bowl and third combustion bowl, communicate through first jet passage between first combustion bowl and the third combustion bowl, communicate through second jet passage between second combustion bowl and the third combustion bowl, first spark plug, second spark plug and sprayer set up on the cylinder cap, first spark plug corresponds first combustion bowl setting, second spark plug corresponds the second combustion bowl setting.
In an embodiment of the present invention, the third combustion groove is provided in a middle portion of the piston, and the first combustion groove and the second combustion groove are provided along a circumferential direction of the third combustion groove.
In an embodiment of the present invention, the tangential air inlet is configured to input air into a region corresponding to the third combustion groove, a second air inlet valve is disposed in the tangential air inlet, a baffle is disposed on the cylinder cover, one end of the baffle is connected to the cylinder cover, the other end of the baffle extends to a position below the second air inlet valve, and when the second air inlet valve is opened, an end of the second air inlet valve abuts against the baffle.
In an embodiment of the present invention, the cylinder head is further provided with a first exhaust passage and a second exhaust passage, the first spark plug is disposed on the cylinder head between the spiral intake passage and the tangential intake passage, and the second spark plug is disposed on the cylinder head between the first exhaust passage and the second exhaust passage.
In an embodiment of the present invention, the above-mentioned injector is disposed in a middle portion of the cylinder head along an axis of the cylinder, an oil nozzle is disposed at an end portion of the injector, a plurality of first oil injection holes and a plurality of second oil injection holes are disposed on the oil nozzle, each first oil injection hole is used for injecting fuel in a direction close to the cylinder wall, each second oil injection hole is used for injecting fuel in a region corresponding to the third combustion groove, and an oil injection amount of the first oil injection hole is larger than an oil injection amount of the second oil injection hole.
In an embodiment of the present invention, a first included angle is formed between a center line of the first oil injection hole and a bottom surface of the cylinder cover, a second included angle is formed between a center line of the second oil injection hole and the bottom surface of the cylinder cover, and the first included angle is smaller than the second included angle.
In the embodiment of the invention, the first included angle is 10-50 degrees; the second included angle is 50-80 degrees.
In an embodiment of the present invention, the number of the first oil holes is greater than the number of the second oil holes.
In an embodiment of the present invention, the aperture of the first oil jet is larger than the aperture of the second oil jet.
The invention also provides a double-jet combustion method using the engine, which comprises the following steps:
During an air inlet stroke, vortex air is input into a cylinder by using a spiral air inlet channel, air is input into the cylinder by using a tangential air inlet channel, and fuel is injected into the cylinder by using a fuel injector to form lean mixture;
at the end of the intake stroke and during the compression stroke, fuel is injected again by the fuel injector, and part of the fuel flows to a region close to the cylinder wall under the action of vortex inertia;
And when the compression stroke is ended, a first combustion chamber, a second combustion chamber and a third combustion chamber are formed between the cylinder cover and the first combustion chamber, the second combustion chamber and the third combustion chamber of the piston, the first spark plug is used for igniting the mixed gas in the first combustion chamber, the second spark plug is used for igniting the mixed gas in the second combustion chamber, the fire core in the first combustion chamber forms high-temperature jet flame through the first jet channel to ignite the mixed gas in the third combustion chamber, and the fire core in the second combustion chamber forms high-temperature jet flame through the second jet channel to ignite the mixed gas in the third combustion chamber.
In the embodiment of the invention, the ignition of the second spark plug close to the exhaust side of the cylinder cover is controlled firstly and then the ignition of the first spark plug close to the air inlet side is controlled under the low-load working condition.
In an embodiment of the invention, the first spark plug and the second spark plug are controlled to ignite simultaneously during medium load operation.
In an embodiment of the present invention, during a heavy load condition, the first spark plug near the intake side is controlled to ignite, and then the second spark plug near the exhaust side is controlled to ignite.
In an embodiment of the present invention, at the end of the compression stroke, the mixture equivalence ratio in the first combustion chamber and the second combustion chamber is 1.05-1.17, and the mixture equivalence ratio in the third combustion chamber is less than 0.65.
The cylinder cover of the engine is arranged on the cylinder, the piston is movably arranged in the cylinder, the cylinder cover is provided with the spiral air inlet channel and the tangential air inlet channel, the spiral air inlet channel is used for inputting vortex air to the cylinder, the tangential air inlet channel is used for inputting air to the cylinder, the end face of the piston, which is close to the cylinder cover, is provided with a first combustion groove, a second combustion groove and a third combustion groove, the first combustion groove is communicated with the third combustion groove through a first jet channel, the second combustion groove is communicated with the third combustion groove through a second jet channel, a first spark plug, a second spark plug and an oil sprayer are arranged on the cylinder cover, the first spark plug is arranged corresponding to the first combustion groove, and the second spark plug is arranged corresponding to the second combustion groove. The engine of the invention forms a plurality of combustion chambers between the cylinder cover and the first combustion groove, the second combustion groove and the third combustion groove of the piston at the end of the compression stroke, the combustion expansion pressure forms high temperature and Gao Sushe flow, and ignites lean mixture with higher ignition energy requirement, thereby realizing reliable and stable ignition in the integral lean combustion mode, effectively improving the combustion heat efficiency and improving the combustion cycle variation.
Drawings
Fig. 1 is a partial schematic structure of an engine of the present invention.
Fig. 2 is a schematic view of the structure of the engine of the present invention at the end of the compression stroke.
Fig. 3 is a schematic top view of the cylinder head of the present invention.
Fig. 4 is a partial structural schematic view of the cylinder head of the present invention.
Fig. 5 is a schematic end view of the piston of the present invention.
Fig. 6 is an enlarged schematic view of the fuel injector of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be further described with reference to the accompanying drawings.
Fig. 1 is a partial schematic structure of an engine of the present invention. Fig. 2 is a schematic view of the structure of the engine of the present invention at the end of the compression stroke. As shown in fig. 1 and 2, the engine 10 includes a plurality of sets of cylinders 11, a cylinder head 12, a piston 13, a first spark plug 14a, a second spark plug 14b, and an injector 15.
The end of the cylinder 11 is closed, and the cylinder head 12 is provided on the open end of the cylinder 11. In the present embodiment, the cylinder 11 has therein a combustion chamber 101 that burns gasoline fuel.
Fig. 3 is a schematic top view of the cylinder head of the present invention. Fig. 4 is a partial structural schematic view of the cylinder head of the present invention. As shown in fig. 1,2,3 and 4, the cylinder head 12 is provided with a screw intake passage 121, a tangential intake passage 123, a first exhaust passage 125 and a second exhaust passage 127. The screw intake passage 121, the tangential intake passage 123, the first exhaust passage 125, and the second exhaust passage 127 communicate with the combustion chamber 101. A first intake valve 122 for controlling the connection and disconnection of the spiral air inlet passage 121 and the combustion chamber 101 is arranged in the spiral air inlet passage 121; a second intake valve 124 for controlling the tangential intake duct 123 to be connected and disconnected with the combustion chamber 101 is arranged in the tangential intake duct 123; a first exhaust valve 126 for controlling the first exhaust passage 125 to be communicated with and disconnected from the combustion chamber 101 is arranged in the first exhaust passage 125; a second exhaust valve (not shown) for controlling the second exhaust passage 127 to be communicated with and disconnected from the combustion chamber 101 is arranged in the second exhaust passage 127; the functions and actions of the first intake valve 122, the second intake valve 124, the first exhaust valve 126, and the second exhaust valve are referred to in the prior art, and will not be described herein.
Fig. 5 is a schematic end view of the piston of the present invention. As shown in fig. 1,2 and 5, a piston 13 is movably disposed in a cylinder 11, the piston 13 is connected with a connecting rod through a pin, the connecting rod is connected with a crankshaft, the reciprocating movement of the piston 13 in the cylinder 11 is realized when the crankshaft rotates, and a combustion chamber 101 with a variable volume is formed between a cylinder cover 12 and the piston 13. The end surface 131 of the piston 13 is provided with a first combustion groove 102, a second combustion groove 103 and a third combustion groove 104, the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 are formed by the partial end surface 131 of the piston 13 being recessed away from the cylinder head 12, wherein the third combustion groove 104 is located in the middle of the piston 13, the first combustion groove 102 and the second combustion groove 103 are arranged at intervals along the circumferential direction of the third combustion groove 104, and preferably, the first combustion groove 102 and the second combustion groove 103 are symmetrically arranged. The first combustion groove 102 and the second combustion groove 103 are arc-shaped; one end of the first combustion groove 102 is communicated with the third combustion groove 104 through a first jet channel 105, and the other end of the first combustion groove 102 is not communicated with the third combustion groove 104; one end of the second combustion groove 103 is communicated with the third combustion groove 104 through a second jet channel 106, and the other end of the second combustion groove 103 is not communicated with the third combustion groove 104. In the present embodiment, the end face 131 of the piston 13 is a plane, and the end face 131 of the piston 13 is parallel to the bottom surface of the cylinder head 12. When the engine 10 is at the end of the compression stroke, a first combustion chamber 101a, a second combustion chamber 101b, and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion chamber 102, the second combustion chamber 103, and the third combustion chamber 104 of the piston 13.
As shown in fig. 1,2 and 5, a first spark plug 14a and a second spark plug 14b are provided on the cylinder head 12, wherein the first spark plug 14a is provided on the cylinder head 12 between the screw intake passage 121 and the tangential intake passage 123, and the second spark plug 14b is provided on the cylinder head 12 between the first exhaust passage 125 and the second exhaust passage 127, i.e., the first spark plug 14a is provided near the intake side, and the second spark plug 14b is provided near the exhaust side. In this embodiment, the first spark plug 14a is disposed corresponding to the first combustion groove 102, preferably, the orthographic projection of the first spark plug 14a on the piston 13 is located in the first combustion groove 102, so that the first spark plug 14a can ignite the mixture in the first combustion chamber 101 a; the second spark plug 14b is disposed corresponding to the second combustion groove 103, and preferably, the orthographic projection of the second spark plug 14b on the piston 13 is located in the second combustion groove 103, so that the second spark plug 14b can ignite the mixture in the second combustion chamber 101 b.
Fig. 6 is an enlarged schematic view of the fuel injector of the present invention. As shown in fig. 1,2 and 6, the injector 15 is provided on the cylinder head 12, preferably, the injector 15 is provided in the middle of the cylinder head 12 along the axis of the cylinder 11, and the orthographic projection of the injector 15 on the piston 13 is located in the third combustion chamber 104. The end of the injector 15 is provided with an injector nozzle 151, the injector nozzle 151 is provided with a plurality of first injector holes 107 and a plurality of second injector holes 108, each first injector hole 107 is used for injecting fuel in a direction close to the wall of the cylinder 11, each second injector hole 108 is used for injecting fuel in a region corresponding to the third combustion groove 104, the fuel quantity injected by the first injector hole 107 is larger than the fuel quantity injected by the second injector hole 108, the concentration of the mixture gas of the first combustion chamber 101a and the second combustion chamber 101b is ensured to be larger than that of the third combustion chamber 101c when the engine 10 is at the end of a compression stroke, the stratified distribution of the mixture gas in the cylinder 11 is realized, preferably, the mixture gas equivalent ratio of the first combustion chamber 101a and the second combustion chamber 101b is 1.05-1.17, and the mixture gas equivalent ratio of the third combustion chamber 101c is less than 0.65, but not limited thereto. Therefore, the mixture of the first combustion chamber 101a and the second combustion chamber 101b is easily ignited, the use of a high-energy ignition system can be avoided, and the structural dimensions of the first spark plug 14a and the second spark plug 14b can be appropriately reduced, which is advantageous in reducing the production cost.
In a preferred embodiment, a first included angle is formed between the central line of the first oil injection hole 107 and the bottom surface of the cylinder cover 12, and a second included angle is formed between the central line of the second oil injection hole 108 and the bottom surface of the cylinder cover 12, wherein the first included angle is smaller than the second included angle, and the first included angle is 10-50 degrees; the second included angle is 50-80 degrees so as to realize that the first oil injection hole 107 injects fuel to the direction close to the wall of the cylinder 11, and the second oil injection hole 108 injects fuel to the area corresponding to the third combustion groove 104.
In a preferred embodiment, the number of first fuel injection holes 107 is greater than the number of second fuel injection holes 108, so as to achieve that the amount of fuel injected from the first fuel injection holes 107 is greater than the amount of fuel injected from the second fuel injection holes 108.
In a preferred embodiment, the aperture of the first fuel injection hole 107 is larger than the aperture of the second fuel injection hole 108, so as to realize that the amount of fuel injected from the first fuel injection hole 107 is larger than the amount of fuel injected from the second fuel injection hole 108.
As shown in fig. 1,2 and 4, a helical intake passage 121 is used to input swirl gas to the cylinder 11, and a tangential intake passage 123 is used to input air to a region corresponding to the third combustion groove 104. In order to ensure that the air input by the tangential air inlet 123 is limited to the area corresponding to the third combustion groove 104, a baffle 128 is arranged on the cylinder cover 12, the baffle 128 is arranged at the outlet of the tangential air inlet 123, one end of the baffle 128 is connected to the cylinder cover 12, and the other end of the baffle 128 extends to the lower part of the second air inlet valve 124. When the second intake valve 124 is opened, the end of the second intake valve 124 abuts against the baffle 128, and the air output from the tangential inlet duct 123 is blocked by the wall of the cylinder head 12 and the baffle 128, and most of the air enters the area corresponding to the third combustion chamber 104.
In the engine 10, during an intake stroke, a spiral air inlet passage 121 inputs vortex air into a cylinder 11, a tangential air inlet passage 123 inputs air into the cylinder 11, at the moment, a small amount of gasoline fuel is sprayed out by an injector 15, and the gasoline fuel forms a thinner oil-gas mixture in the cylinder 11 under the driving of vortex; at the end of the intake stroke and during the compression stroke, the fuel injector 15 injects part of the oil-gas fuel again, and the gasoline fuel injected from the first fuel injection hole 107 flows to the vicinity of the wall of the cylinder 11 under the action of vortex inertia and flows along with the rotating airflow, wherein the concentration of part of the mixed gas is larger; the gasoline fuel injected from the second injection hole 108 is restricted to the third combustion chamber 101c; at the end of the compression stroke, the space in the cylinder 11 is greatly compressed, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion chamber 102, the second combustion chamber 103 and the third combustion chamber 104 of the piston 13, the mixture concentration of the first combustion chamber 101a and the second combustion chamber 101b is greater than the mixture concentration of the third combustion chamber 101c, at this time, according to the load state, the first spark plug 14a and/or the second spark plug 14b are controlled to ignite, the flame kernel in the first combustion chamber 101a ignites the mixture in the third combustion chamber 101c through the first jet passage 105, and the flame kernel in the second combustion chamber 101b ignites the mixture in the third combustion chamber 101c through the second jet passage 106.
The temperature and pressure of the mixture gas in the first combustion chamber 101a and the second combustion chamber 101b are increased after combustion, the volume expansion is limited in the limited volume, the internal combustion gas can be sprayed out from the first jet flow channel 105 and the second jet flow channel 106, strong vortex is formed in the third combustion chamber 101c, and the high-energy ignition core ignites the lean mixture gas which is difficult to ignite, so that the purpose of local stratified lean combustion is achieved. Meanwhile, a large amount of oxygen in the third combustion chamber 101c can be used as an oxidant for incompletely combusted products in high-temperature fuel gas, so that emissions of substances such as soot (oil smoke), HC (hydrocarbon) and the like are reduced. The invention utilizes the high-temperature fuel gas formed by the first combustion chamber 101a and the second combustion chamber 101b to ignite the lean mixture in the third combustion chamber 101c in a jet flow mode, thereby effectively avoiding the phenomenon of fire ignition caused by insufficient ignition energy of the lean mixture and having positive effect on reducing HC emission.
Referring to fig. 1 to 6, the present invention further relates to a dual jet combustion method of an engine, the method using the engine 10, comprising the steps of:
In the first step, during the intake stroke, a swirl gas is introduced into the cylinder 11 through the screw intake passage 121, air is introduced into the cylinder 11 through the tangential intake passage 123, and fuel is injected into the cylinder 11 through the injector 15 to form a lean mixture.
Specifically, the spiral air inlet 121 inputs vortex air to the cylinder 11, the tangential air inlet 123 inputs air to the cylinder 11, the vortex air enters the areas corresponding to the first combustion chamber 101a and the second combustion chamber 101b, the air input by the tangential air inlet 123 enters the area corresponding to the third combustion groove 104, at this time, the injector 15 sprays a small amount of gasoline fuel, and the gasoline fuel forms a thinner oil-gas mixture in the cylinder 11 under the driving of vortex.
In the end of the intake stroke and in the compression stroke, fuel is injected again by the injector 15, and part of the fuel flows to the area close to the wall of the cylinder 11 under the action of vortex inertia.
Specifically, during the end of the intake stroke and the compression stroke, the injector 15 injects a part of the oil-gas fuel again, and the gasoline fuel injected from the first injection hole 107 flows to the vicinity of the wall of the cylinder 11 under the action of vortex inertia and flows along with the rotating airflow, wherein the part of the mixture has a high concentration; the gasoline fuel injected from the second injection hole 108 is restricted to the third combustion chamber 101c.
Third, at the end of the compression stroke, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion chamber 102, the second combustion chamber 103 and the third combustion chamber 104 of the piston 13, the mixture in the first combustion chamber 101a is ignited by the first spark plug 14a, the mixture in the second combustion chamber 101b is ignited by the second spark plug 14b, the flame kernel in the first combustion chamber 101a forms a high-temperature jet flame through the first jet channel 105 to ignite the mixture in the third combustion chamber 101c, and the flame kernel in the second combustion chamber 101b forms a high-temperature jet flame through the second jet channel 106 to ignite the mixture in the third combustion chamber 101 c.
Specifically, at the end of the compression stroke, the space in the cylinder 11 is greatly compressed, a first combustion chamber 101a, a second combustion chamber 101b and a third combustion chamber 101c are formed between the cylinder head 12 and the first combustion chamber 102, the second combustion chamber 103 and the third combustion chamber 104 of the piston 13, the mixture concentration of the first combustion chamber 101a and the second combustion chamber 101b is greater than that of the third combustion chamber 101c, at this time, according to the load state, the first spark plug 14a and/or the second spark plug 14b are controlled to ignite, the flame kernel in the first combustion chamber 101a forms a high-temperature jet flame through the first jet passage 105 to ignite the mixture in the third combustion chamber 101c, and the flame kernel in the second combustion chamber 101b forms a high-temperature jet flame through the second jet passage 106 to ignite the mixture in the third combustion chamber 101 c.
Further, in the light load condition, ignition of the second ignition plug 14b near the exhaust side (the first exhaust passage 125 and the second exhaust passage 127 of the cylinder head 12) is controlled first, and ignition of the first ignition plug 14a near the intake side (the screw intake passage 121 and the tangential intake passage 123) is controlled later. Because the combustion stagnation period is relatively longer, the temperature in the cylinder 11 is lower, and the ignition is relatively earlier, at the moment, the ignition of the second spark plug 14b at the exhaust side is controlled first, the activation energy of the air-intake side air-fuel mixture is improved by utilizing the high temperature and high pressure generated by the combustion of the air-fuel mixture at the exhaust side, and the combustion rate of the air-fuel mixture at the colder air-intake side is ensured.
Further, during medium load conditions, the first spark plug 14a and the second spark plug 14b are controlled to fire simultaneously. Since the temperature levels are close, the difference in the flame-retardant period is reduced, and the first spark plug 14a and the second spark plug 14b can be controlled to be ignited simultaneously.
Further, during the heavy load operation, the ignition of the first ignition plug 14a near the intake side (the screw intake passage 121 and the tangential intake passage 123) is controlled, and the ignition of the second ignition plug 14b near the exhaust side (the first exhaust passage 125 and the second exhaust passage 127 of the cylinder head 12) is controlled. Because the temperature level is higher, and the first exhaust valve 126 and the second exhaust valve on the exhaust side can have a certain heating effect on the mixture, the first spark plug 14a on the intake side is controlled to be ignited first at this time, so as to avoid the problem that the combustion processes of the mixture in the first combustion chamber 101a and the second combustion chamber 101b cannot be synchronized.
Further, at the end of the compression stroke, the equivalent ratio of the mixture in the first combustion chamber 101a and the second combustion chamber 101b is 1.05 to 1.17, and the equivalent ratio of the mixture in the third combustion chamber 101c is less than 0.65. By adopting a control method of lean combustion, the mixed gas in the slightly rich region (the first combustion chamber 101a and the second combustion chamber 101 b) is ignited by the peripheral first spark plug 14a and the second spark plug 14b, and then the mixed gas in the lean region (the third combustion chamber 101 c) is ignited by high-temperature jet flame, so that the whole lean of the combustion process is realized, the adiabatic index of working media in the combustion process is increased, and the heat efficiency is improved. Further, increasing the compression ratio of the gasoline engine 10 is advantageous in improving the combustion heat efficiency, and the arrangement of the first spark plug 14a and the second spark plug 14b (double spark plugs) can effectively reduce the flame propagation distance, improving the knocking tendency of the gasoline engine 10.
The cylinder cover 12 of the engine 10 is arranged on the cylinder 11, the piston 13 is movably arranged in the cylinder 11, a spiral air inlet passage 121 and a tangential air inlet passage 123 are arranged on the cylinder cover 12, the spiral air inlet passage 121 is used for inputting vortex air to the cylinder 11, the tangential air inlet passage 123 is used for inputting air to the cylinder 11, a first combustion groove 102, a second combustion groove 103 and a third combustion groove 104 are arranged on the end face 131, close to the cylinder cover 12, of the piston 13, the first combustion groove 102 is communicated with the third combustion groove 104 through a first jet flow channel 105, the second combustion groove 103 is communicated with the third combustion groove 104 through a second jet flow channel 106, a first spark plug 14a, a second spark plug 14b and an oil sprayer 15 are arranged on the cylinder cover 12, the first spark plug 14a is arranged corresponding to the first combustion groove 102, and the second spark plug 14b is arranged corresponding to the second combustion groove 103. In the engine 10, a plurality of combustion chambers 101a, 101b and 101c are formed between the cylinder cover 12 and the first combustion groove 102, the second combustion groove 103 and the third combustion groove 104 of the piston 13 at the end of the compression stroke, combustion expansion pressure forms high temperature Gao Sushe flow, and a lean mixture with high ignition energy requirement is ignited, so that reliable and stable ignition in the whole lean combustion mode is realized, the combustion heat efficiency is effectively improved, and the combustion cycle variation is improved.
In addition, the engine dual jet combustion method of the present invention can combine the control modes of exhaust gas recirculation, etc. with the intake air guiding mode and further improve the original emissions of the engine 10, aiming at the problem that the emission of nitrogen oxides (NOx) is not easy to control during the lean combustion process.
The invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the invention within the scope of the technical concept of the invention, and these simple modifications all belong to the protection scope of the invention. The individual technical features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations of the invention are not described in detail in order to avoid unnecessary repetition.
Claims (13)
1. The engine is characterized by comprising a cylinder, a cylinder cover, a piston, a first spark plug, a second spark plug and an oil injector for injecting fuel into the cylinder, wherein the cylinder cover is arranged on the cylinder, the piston is movably arranged in the cylinder, a spiral air inlet channel and a tangential air inlet channel are arranged on the cylinder cover, the spiral air inlet channel is used for inputting vortex air into the cylinder, the tangential air inlet channel is used for inputting air into the cylinder, a first combustion groove, a second combustion groove and a third combustion groove are formed in the end surface, close to the cylinder cover, of the piston, the first combustion groove is communicated with the third combustion groove through a first jet flow channel, the second combustion groove is communicated with the third combustion groove through a second jet flow channel, the first spark plug, the second spark plug and the oil injector are arranged on the cylinder cover, and the first spark plug is arranged corresponding to the first combustion groove and the second spark plug is arranged corresponding to the second combustion groove; the fuel injector is arranged in the middle of the cylinder cover along the axis of the cylinder, the fuel injector is provided with a fuel injection nozzle at the end part, the fuel injection nozzle is provided with a plurality of first fuel injection holes and a plurality of second fuel injection holes, each first fuel injection hole is used for injecting fuel towards the direction close to the cylinder wall of the cylinder, each second fuel injection hole is used for injecting fuel towards the area corresponding to the third combustion groove, and the fuel injection quantity of the first fuel injection holes is larger than that of the second fuel injection holes.
2. The engine of claim 1, wherein the third combustion groove is provided in a middle portion of the piston, and the first combustion groove and the second combustion groove are provided along a circumferential direction of the third combustion groove.
3. The engine of claim 2, wherein the tangential air intake is configured to input air into a region corresponding to the third combustion chamber, a second air intake valve is disposed in the tangential air intake, a baffle is disposed on the cylinder head, one end of the baffle is connected to the cylinder head, the other end of the baffle extends below the second air intake valve, and when the second air intake valve is opened, an end of the second air intake valve abuts against the baffle.
4. The engine of claim 3, wherein said cylinder head is further provided with a first exhaust passage and a second exhaust passage, said first spark plug being disposed on said cylinder head between said screw intake passage and said tangential intake passage, said second spark plug being disposed on said cylinder head between said first exhaust passage and said second exhaust passage.
5. The engine of claim 1, wherein a first angle is formed between a centerline of the first oil jet and a bottom surface of the cylinder head, and a second angle is formed between a centerline of the second oil jet and the bottom surface of the cylinder head, and the first angle is smaller than the second angle.
6. The engine of claim 5, wherein the first included angle is 10 ° to 50 °; the second included angle is 50-80 degrees.
7. The engine of any one of claims 5 to 6, wherein the number of first oil jet holes is greater than the number of second oil jet holes.
8. The engine of any one of claims 5 to 6, wherein a bore diameter of the first oil jet is larger than a bore diameter of the second oil jet.
9. A dual jet combustion method using the engine of any one of claims 1 to 8, the method comprising:
During an air inlet stroke, vortex air is input into a cylinder by using a spiral air inlet channel, air is input into the cylinder by using a tangential air inlet channel, and fuel is injected into the cylinder by using a fuel injector to form lean mixture;
at the end of the intake stroke and during the compression stroke, fuel is injected again by the fuel injector, and part of the fuel flows to a region close to the cylinder wall under the action of vortex inertia;
And when the compression stroke is ended, a first combustion chamber, a second combustion chamber and a third combustion chamber are formed between the cylinder cover and the first combustion chamber, the second combustion chamber and the third combustion chamber of the piston, the first spark plug is used for igniting the mixed gas in the first combustion chamber, the second spark plug is used for igniting the mixed gas in the second combustion chamber, the fire core in the first combustion chamber forms high-temperature jet flame through the first jet channel to ignite the mixed gas in the third combustion chamber, and the fire core in the second combustion chamber forms high-temperature jet flame through the second jet channel to ignite the mixed gas in the third combustion chamber.
10. The engine dual-jet combustion method of claim 9, wherein during light load conditions, ignition of said second spark plug is controlled to be adjacent to the exhaust side of said cylinder head and ignition of said first spark plug is controlled to be adjacent to the intake side.
11. The engine dual jet combustion method of claim 9, wherein said first spark plug and said second spark plug are controlled to fire simultaneously during mid-load conditions.
12. The engine dual jet combustion method of claim 9, wherein during high load conditions, ignition of said first spark plug is controlled proximate to the intake side and ignition of said second spark plug is controlled proximate to the exhaust side.
13. The engine dual jet combustion method as set forth in claim 9 wherein the mixture equivalence ratio in said first combustion chamber and said second combustion chamber is between 1.05 and 1.17 at the end of the compression stroke and the mixture equivalence ratio in said third combustion chamber is less than 0.65.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811126323.XA CN110953067B (en) | 2018-09-26 | 2018-09-26 | Engine and double-jet combustion method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811126323.XA CN110953067B (en) | 2018-09-26 | 2018-09-26 | Engine and double-jet combustion method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110953067A CN110953067A (en) | 2020-04-03 |
| CN110953067B true CN110953067B (en) | 2024-04-16 |
Family
ID=69966268
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811126323.XA Active CN110953067B (en) | 2018-09-26 | 2018-09-26 | Engine and double-jet combustion method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110953067B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111878221B (en) * | 2020-08-20 | 2024-11-08 | 天津大学 | Middle-heavy ignition engine combustion chamber |
| CN113107698A (en) * | 2021-05-07 | 2021-07-13 | 东风柳州汽车有限公司 | Internal combustion engine |
| CN113719341B (en) * | 2021-07-29 | 2022-11-29 | 东风商用车有限公司 | Jet-compression ignition combustion system of multi-partition combustion chamber |
| CN114233465A (en) * | 2021-12-14 | 2022-03-25 | 天津大学 | Ammonia fuel combustion system, engine and combustion control method |
| CN114233464A (en) * | 2021-12-14 | 2022-03-25 | 天津大学 | Combustion system, engine and combustion control method |
| CN115234360B (en) * | 2022-07-21 | 2024-04-05 | 天津大学 | Combustion chamber for inclined shaft vortex enhancement, engine and ignition control method |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11117749A (en) * | 1997-10-21 | 1999-04-27 | Nissan Motor Co Ltd | Piston for cylinder injection type internal combustion engine |
| JP2001317359A (en) * | 2000-02-29 | 2001-11-16 | Toyota Central Res & Dev Lab Inc | Internal combustion engine |
| CN101900026A (en) * | 2010-07-05 | 2010-12-01 | 天津大学 | Wall-guided in-cylinder direct injection gasoline engine combustion chamber |
| CN107339150A (en) * | 2017-07-31 | 2017-11-10 | 天津大学 | A kind of engine chamber for using Fuel Petroleum instead on the basis of diesel engine |
| CN208816234U (en) * | 2018-09-26 | 2019-05-03 | 广州汽车集团股份有限公司 | Engine |
-
2018
- 2018-09-26 CN CN201811126323.XA patent/CN110953067B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11117749A (en) * | 1997-10-21 | 1999-04-27 | Nissan Motor Co Ltd | Piston for cylinder injection type internal combustion engine |
| JP2001317359A (en) * | 2000-02-29 | 2001-11-16 | Toyota Central Res & Dev Lab Inc | Internal combustion engine |
| CN101900026A (en) * | 2010-07-05 | 2010-12-01 | 天津大学 | Wall-guided in-cylinder direct injection gasoline engine combustion chamber |
| CN107339150A (en) * | 2017-07-31 | 2017-11-10 | 天津大学 | A kind of engine chamber for using Fuel Petroleum instead on the basis of diesel engine |
| CN208816234U (en) * | 2018-09-26 | 2019-05-03 | 广州汽车集团股份有限公司 | Engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110953067A (en) | 2020-04-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110953067B (en) | Engine and double-jet combustion method thereof | |
| CN109098835B (en) | Combustion organization method of natural gas engine with low-pressure gas supply of precombustion chamber and high-pressure direct injection in cylinder | |
| JP5118839B2 (en) | In-cylinder direct injection internal combustion engine | |
| JPH0323314A (en) | Stratified combustion type internal combustion engine | |
| CN109268170B (en) | Composite gas supply dual-fuel engine system with double needle valve oil injector and combustion method | |
| CN109026366B (en) | In-cylinder direct injection rotary engine injection ignition system with variable ignition position | |
| CN114320572A (en) | Multi-combustion-mode ammonia fuel engine and control method thereof | |
| CN211666804U (en) | Pre-combustion system with air-entraining nozzle and internal combustion engine thereof | |
| CN101440742A (en) | Direct spraying composite flow guide laminating combustion system in spark ignition methanol cylinder | |
| CN108571392B (en) | Lean burn system and method for spark-ignition engine | |
| CN110821638B (en) | Ignition chamber type engine with high-energy ignition fuel and control method thereof | |
| CN110953059A (en) | Pre-combustion system with air entrainment nozzle, internal combustion engine and pre-combustion control method | |
| CN114233465A (en) | Ammonia fuel combustion system, engine and combustion control method | |
| CN208816234U (en) | Engine | |
| CN110953066B (en) | Engine and in-cylinder split-layer combustion method | |
| CN216518261U (en) | Ammonia fuel combustion system and engine | |
| CN216894617U (en) | Combustion system and engine | |
| CN113756932A (en) | Pre-combustion chamber structure | |
| CN115126592B (en) | Hydrogen precombustion chamber type engine and control method thereof | |
| CN109184926A (en) | A kind of dual fuel engine burner and method based on crosspointer valve fuel injector | |
| JP4145177B2 (en) | Engine and operation method thereof | |
| JPH07332140A (en) | Compressive ignition type internal combustion engine | |
| CN115750071B (en) | Gasoline engine combustion system, engine and vehicle | |
| US11536221B2 (en) | Piston crown for a combustion system and an associated method thereof | |
| CN115962053B (en) | Diesel and ammonia dual-fuel engine combustion system and combustion method adopting jet ignition of precombustion chamber |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |