Six-stroke incremental combustion gasoline and diesel engine

Abstract

The invention discloses a six-stroke gradually adding combustion gasoline and diesel engine, which comprises at least two cylinder blocks, and is provided with a cylinder head on the upper port of the cylinder block, and the cylinder head is provided with an air inlet, an exhaust port and a fuel injection port. The nozzle is equipped with a piston driven by the crankshaft-connecting rod mechanism to reciprocate up and down in the cylinder body. The movement of the piston in the first cylinder body includes reciprocating idle air intake, compression, explosion work, exhaust gas, main air intake and to the second cylinder. The two cylinders supply air to six strokes, and the movement of the piston in the second cylinder includes the six strokes of reciprocating exhaust gas, main air intake, air supply to the first cylinder, idle air intake, compression and explosion work; the idle speed Accompanied by idle oil intake in the intake stroke, for gasoline engines, accompanied by a small amount of multiple oil intakes in the explosion power stroke. The combustion temperature of the invention is low, the combustion is sufficient, the main index of waste gas emission is low, the compression ratio is high, the power loss is small, the service life is long, and the miniaturized production of the engine displacement can be realized.

Description

technical field [0001] The invention relates to engine technology, in particular to a six-stroke gradually adding combustion gasoline and diesel engine. Background technique [0002] The main body of the internal combustion engine (gasoline engine and diesel engine) is a cylinder block, the upper opening of the cylinder block is covered by a cylinder head, and a piston is arranged in the cylinder body. The drive of the above-mentioned reciprocating motion is a crankshaft connecting rod mechanism. [0003] The conventional working mode of internal combustion engines (gasoline and diesel engines) is four-stroke. [0004] In the four-stroke working mode, the reciprocating motion of the piston is divided into four processes: intake, compression, explosion work and exhaust. [0005] 1. Air intake. The piston runs downward from the top dead center, the intake port takes in air (the exhaust port is closed), the fuel injector sprays oil, and the oil and gas mix. [0006] 2. Comp...

AI Technical Summary

Problems solved by technology

Gasoline engines complete the intake and oil intake in one intake stroke. The mixed fuel is compressed by the piston and ignited in a very narrow combustion space. Excessive fuel and oxygen accumulate in the small space and deflagrate, making the combustion temperature easily exceed 1700°C Exceeding this temperature will lead to the instability of nitrogen and oxygen, and a large amount of nitrogen oxides will be produced. This is one of the main reasons for the excessive emission of gasoline engines. The narrow space of the combustion chamber is also the cause of poor combustion and high temperature.

[0011] 2. Gasoline engine compression ratio problem

The higher the compression ratio, the better the power and the lower the fuel consumption. However, the compression ratio of most gasoline engines does not exceed 11:1. It is only in recent years that the compression ratio of Mazda’s Blue Sky technology engine is 14:1. The compression ratio is too high. Not only Unqualified emissions, more importantly, combustion knock and damage to the engine

[0012] 3. The problem of asynchronous combustion of oxygen and gasoline in traditional gasoline engines

At present, most gasoline engines use a compression ratio of 11:1 (a small number of them use a compression ratio of 14:1). Although the fuel supply is sprayed into the cylinder and atomized, the particle size of the fuel is not as small as the oxygen molecules of the combustion aid. Ignition and combustion because the burnout speed of oil mist is far slower than the consumption speed of oxygen, which has caused the current unsatisfactory hydrocarbon emission indicators. This is also the contradiction between the development of gasoline engine power and fuel conversion efficiency. There is no completely combusted fuel. are hydrocarbons, do not meet increasingly stringent emissions standards, and waste fuel

[0013] 4. The problem of power waste in the power stroke of the gasoline engine

At present, there are still problems with this design. The original extensive understanding is that diesel oil will start to burn immediately when it encounters high-temperature gas. However, after the actual diesel injection, it will generate cooling capacity to reduce the air temperature in the cylinder, which will cause the already polarized compression temperature to rise. The effect is reduced, and the oil head starts to burn when the cold oil is injected, but the tail oil becomes black smoke particles when the temperature is low. This is also the reason why the most advanced high-pressure common rail diesel engines are equipped with urea black particle traps.

[0016] 2. Accumulation combustion problem of diesel engine

The existing high-pressure common rail is equipped with a pre-injection oil supply system. The intake and compression strokes complete the intake and compression at one time. No matter how atomized, there is no combustion aid. Oxygen molecules are small. The burnout speed of oil mist is far slower than the consumption speed of oxygen. The pre-injection ignition has already consumed most of the oxygen, and the corresponding combustion aid is needed when the main injection is started. Oxygen, but at this time the cylinder body has consumed too much oxygen, resulting in the main fuel injection barely burning in the high temperature and oxygen-deficient ambient gas caused by the pre-injection. We call this situation "charcoal burning effect", which is also the cause of black The main cause of particle emissions, resulting in low utilization of fuel power conversion

[0017] 3. Miniaturization of diesel engine displacement

Now the only 4-cylinder engine that can produce 1.3L displacement in the world is Fiat in Italy. Other car companies have not produced an engine that meets emissions and has the same number of cylinders below 1.3L, because it is necessary to make a 4-cylinder engine below 1.3L. The cylinder bore and stroke must be reduced, so that the compression ratio cannot be increased without limit, and the compression temperature cannot be guaranteed. If the compression ratio is too high, it will detonate and damage the engine when the throttle is full. If the cylinder pressure is not increased, the cylinder will be idling. Misfire, this is a dilemma. Too high compression ratio is also a historical problem of diesel engines, which cannot achieve high power like gasoline engines. Therefore, the above problems must be solved in order to miniaturize and industrialize diesel engines.

Images