Jet flow flame ignition type combustion system

Abstract

The invention discloses a jet flame ignition type combustion system, and relates to the technical field of internal combustion engines. The jet flow flame ignition unit comprises a shell, a pre-combustion chamber arranged in the shell and an ignition device arranged on the shell, the shell is provided with a plurality of jet flow spraying holes communicated with the pre-combustion chamber, the jet flow spraying holes are communicated with a combustion chamber of the internal combustion engine, and the ignition device adopts a spark plug or a glow plug; the first injection unit comprises a first booster pump, a first fuel rail and a first fuel injector which are communicated in sequence, and the first fuel injector is used for injecting fuel into the pre-combustion chamber; and the second injection unit comprises a second booster pump, a second fuel rail and a second fuel injector which are communicated in sequence, and the second fuel injector is used for injecting fuel into an air inlet channel or a combustion chamber of the internal combustion engine. And single carbon neutralization fuel (such as ammonia, methanol and the like) is supported, so that the cost is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of internal combustion engines, and in particular to a jet flame ignition combustion system. Background Art

[0002] Internal combustion engines are the main power source in the field of transportation. Traditional internal combustion engines use fossil energy as fuel to generate heat through combustion, and then convert heat into work to do external work. Fossil energy is a hydrocarbon fuel, and its use in internal combustion engines inevitably produces NO x , PM, HC, CO, CO2 and other pollutants, and CO2 is a greenhouse gas and the culprit of global warming. In order to control global warming, internal combustion engines have also started to use low-carbon / carbon-free carbon-neutral fuels; carbon-neutral fuels refer to fuels prepared by green electricity (photovoltaic power generation, wind power), such as hydrogen, ammonia, methanol and other fuels. Such fuels face many problems such as friction and wear, corrosion, ignition and combustion speed when used in existing internal combustion engines. In particular, fuels with high natural temperatures such as ammonia and methanol require combustion aids to ignite. For example, if methanol fuel is to be burned in an existing compression ignition engine, it is not easy to ignite because the auto-ignition temperature of methanol is more than 200°C higher than that of diesel, so it is necessary to use an easily ignitable fuel such as diesel to ignite it; and if the carbon-neutral fuel in the combustion chamber of a large-bore internal combustion engine is directly ignited by a spark plug, there is a great risk of knocking, and because the combustion chamber of a large-bore internal combustion engine has a large volume, it is also impractical to use other heating methods to heat the carbon-neutral fuel in the combustion chamber to the ignition point.

[0003] In the prior art, in order to make carbon-neutral fuels, such as ammonia, methanol and other fuels, burn normally in existing compression ignition engines, two fuel injection systems are usually set up, one fuel injection system is used to inject carbon-neutral fuel into the combustion chamber, and the other fuel injection system is used to inject diesel as a combustion aid into the combustion chamber. After the diesel is compressed and ignited, it will subsequently ignite the mixture of carbon-neutral fuel (such as ammonia, methanol, etc.) and air in the combustion chamber. However, setting up two sets of fuel injection systems not only makes the system complicated, but also increases the cost. More importantly, using diesel as a combustion aid cannot achieve the purpose of energy saving and emission reduction well. Summary of the invention

[0004] The object of the present invention is to provide a jet flame ignition combustion system to solve the problems existing in the above-mentioned prior art and reduce the cost of using carbon-neutral fuel in an internal combustion engine.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] The present invention provides a jet flame ignition combustion system, comprising:

[0007] Fuel tanks;

[0008] A jet flame ignition unit, the jet flame ignition unit comprising a shell, a pre-combustion chamber arranged in the shell and an ignition device arranged on the shell, the shell is provided with a plurality of jet nozzles communicating with the pre-combustion chamber, the jet nozzles are communicated with the combustion chamber of the internal combustion engine, the ignition device adopts a spark plug or a glow plug; the spark plug is used to generate an electric spark to ignite a mixture of fuel and air in the pre-combustion chamber, and the glow plug is used to heat the mixture of fuel and air in the pre-combustion chamber to an ignition point;

[0009] a first injection unit, the first injection unit comprising a first booster pump, a first fuel rail and a first fuel injector which are connected in sequence, a feed port of the first booster pump being connected to the fuel tank, the first fuel injector being arranged on the housing, and an injection port of the first fuel injector extending into the pre-combustion chamber, the first fuel injector being used to inject fuel into the pre-combustion chamber;

[0010] The second injection unit includes a second booster pump, a second fuel rail and a second fuel injector which are connected in sequence, a feed port of the second booster pump is connected to the fuel tank, and the second fuel injector is used to inject fuel into the intake passage or combustion chamber of the internal combustion engine.

[0011] Preferably, the volume of the pre-combustion chamber is 2% to 20% of the volume of the combustion chamber.

[0012] Preferably, the number, diameter and setting angle of the jet nozzles are determined according to the cylinder diameter and power of the internal combustion engine.

[0013] Preferably, a controller is further included, and the first pressure pump, the second pressure pump, the first fuel injector and the second fuel injector are electrically connected to the controller respectively.

[0014] Preferably, the chamber wall provided with the jet nozzle is located in the combustion chamber of the internal combustion engine.

[0015] Preferably, when the second fuel injector is used to inject fuel into the intake passage of the internal combustion engine, the second fuel injector is fixedly mounted on the intake pipe of the internal combustion engine;

[0016] When the second fuel injector is used to inject fuel into the combustion chamber of the internal combustion engine, the second fuel injector is fixed on the cylinder head.

[0017] Compared with the prior art, the present invention has achieved the following technical effects:

[0018] The jet flame ignition combustion system of the present invention ignites the fuel in a pre-combustion chamber. Since the volume of the pre-combustion chamber is small, there is no risk of detonation. After the fuel in the pre-combustion chamber is ignited, it can be sprayed into the combustion chamber of the internal combustion engine through the jet nozzle under the action of high temperature and high pressure, thereby igniting the fuel in the combustion chamber. There is no need to set up an injection system for two fuels, which reduces costs.

[0019] Furthermore, the jet flame ignition combustion system of the present invention supports the use of a single carbon-neutral fuel (such as ammonia, methanol, etc.), simplifies the fuel supply system, reduces complexity, and is also easy to maintain; since a single fuel is used, dependence on traditional petroleum-based fuels is reduced, which helps to achieve the carbon neutrality goal.

[0020] Furthermore, the ignition energy of the jet flame generated by the pre-combustion chamber is four orders of magnitude higher than that of conventional spark ignition, which means that ignition is more reliable and more powerful. High-energy ignition can promote lean combustion of fuel in the combustion chamber, improve combustion efficiency, reduce incomplete combustion products, and reduce harmful emissions (especially NO x ).

[0021] Furthermore, the second fuel injector can inject fuel into the intake duct of the internal combustion engine or directly into the combustion chamber of the internal combustion engine, providing flexibility; different injection positions can be selected according to engine design and performance requirements to optimize the combustion process.

[0022] Furthermore, the injection amount of the first fuel injector in the jet flame ignition unit is precisely controlled by the controller, ensuring that a suitable air-fuel ratio mixture that is easy to ignite can be formed under any operating condition.

[0023] Furthermore, the jet flame ignition combustion system of the present invention has a relatively simple structure and is easy to integrate into the existing internal combustion engine design; the simple structure also helps to reduce costs and maintenance difficulties.

[0024] In summary, the jet flame ignition combustion system of the present invention not only simplifies the system structure, but also improves combustion efficiency and reduces emissions by adopting a single carbon-neutral fuel and high-energy ignition technology. Especially for modern internal combustion engines that pursue low-carbon and environmental protection, this system has great application potential and practical significance. By achieving lean combustion, the system can improve engine performance while reducing the impact on the environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 This is a schematic structural diagram of a jet flame ignition combustion system according to a first embodiment of the present invention;

[0027] Figure 2 It is a partial structural schematic diagram of a jet flame ignition combustion system according to the first embodiment of the present invention;

[0028] Figure 3 It is a structural schematic diagram of a jet flame ignition combustion system according to a second embodiment of the present invention;

[0029] In the figure: 1, housing; 101, pre-combustion chamber; 102, jet nozzle;

[0030] 2. Internal combustion engine; 201. Cylinder head; 202. Combustion chamber; 203. Intake duct; 204. Exhaust duct;

[0031] 3. Fuel tank; 4. First booster pump; 5. First fuel rail; 6. First fuel injector; 7. Ignition device; 8. Second booster pump; 9. Second fuel rail; 10. Second fuel injector. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] The object of the present invention is to provide a jet flame ignition combustion system to solve the problems existing in the above-mentioned prior art and reduce the cost of using carbon-neutral fuel in an internal combustion engine.

[0034] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] Embodiment 1

[0036] like Figure 1 and Figure 2 As shown, this embodiment provides a jet flame ignition combustion system, comprising:

[0037] A fuel tank 3, wherein the fuel tank 3 is used to store carbon-neutral fuel;

[0038] A jet flame ignition unit, the jet flame ignition unit comprises a shell 1, a pre-combustion chamber 101 arranged in the shell 1 and an ignition device 7 arranged on the shell 1, a plurality of jet nozzles 102 communicating with the pre-combustion chamber are provided on the shell 1, and the jet nozzles 102 are also communicated with the combustion chamber 202 of the internal combustion engine 2, and the ignition device 7 adopts a spark plug or a glow plug; the spark plug is used to generate electric sparks to ignite the mixture of fuel and air in the pre-combustion chamber 101, and the glow plug is used to heat the mixture of fuel and air in the pre-combustion chamber 101 to the ignition point. It is worth noting that since the volume of the pre-combustion chamber 101 is small, the glow plug can quickly heat the mixture of fuel and air in the pre-combustion chamber 101 to the ignition point; the cylinder head 201 of the internal combustion engine 2 is provided with a mounting hole corresponding to the jet flame ignition unit, and the shell 1 of the jet flame ignition unit is mounted on the mounting hole;

[0039] A first injection unit, the first injection unit comprises a first booster pump 4, a first fuel rail 5 and a first fuel injector 6 which are connected in sequence, a feed port of the first booster pump 4 is connected to the fuel tank 3, the first fuel injector 6 is arranged on the housing 1, and an injection port of the first fuel injector 6 extends into the pre-combustion chamber 101, and the first fuel injector 6 is used to inject fuel into the pre-combustion chamber 101;

[0040] The second injection unit includes a second booster pump 8, a second fuel rail 9 and a second fuel injector 10 which are connected in sequence. The feed port of the second booster pump 8 is connected to the fuel storage tank 3. The second fuel injector 10 is fixed on the intake pipe of the internal combustion engine 2. The second fuel injector 10 is used to inject fuel into the intake passage 203 of the internal combustion engine 2.

[0041] In an optional solution of this embodiment, it is more preferred that the volume of the pre-combustion chamber 101 is 2% to 20% of the volume of the combustion chamber 202 .

[0042] In the optional solution of this embodiment, it is more preferred that the number, diameter and setting angle of the jet nozzles 102 are determined according to the cylinder diameter and power of the internal combustion engine 2.

[0043] In the optional scheme of this embodiment, it is more preferred to further include a controller, and the first boosting pump 4, the second boosting pump 8, the first fuel injector 6 and the second fuel injector 10 are electrically connected to the controller respectively, and the controller controls the first boosting pump 4, the second boosting pump 8, the first fuel injector 6 and the second fuel injector 10 to achieve control of the injection amount.

[0044] In an optional solution of the present embodiment, it is more preferred that the chamber wall provided with the jet nozzle 102 is located in the combustion chamber 202 of the internal combustion engine 2 .

[0045] The working principle of the jet flame ignition combustion system of this embodiment is as follows:

[0046] When the internal combustion engine 2 is working, the carbon-neutral fuel in the fuel tank 3 is pressurized by the second booster pump 8 and then delivered to the second fuel rail 9. Then, after the second fuel injector 10 receives the injection command during the intake stroke, the carbon-neutral fuel at a certain pressure is sprayed into the intake duct 203 and mixed with the air to form a mixture. The mixture then enters the combustion chamber 202 of the internal combustion engine 2, and part of the mixture in the combustion chamber 202 enters the pre-combustion chamber 101 through the jet nozzle. Near the top dead center of the compression stroke, the carbon-neutral fuel pressurized by the first booster pump 4 is delivered to the first fuel rail 5. Then, after the first fuel injector 6 receives the injection command, it sprays a certain amount of fuel at a certain pressure into the pre-combustion chamber 101. The injection amount is also determined by the instruction to ensure that the mixture of fuel and air formed in the pre-combustion chamber 101 is near a suitable air-fuel ratio that is easy to ignite. On the basis of part of the mixture in the combustion chamber 202 entering the pre-combustion chamber 101, fuel is also sprayed into the pre-combustion chamber 101 through the first fuel injector 6, which can increase the density of the fuel in the pre-combustion chamber 101, so that the mixture in the pre-combustion chamber 101 is near a suitable air-fuel ratio that is easy to ignite. Subsequently, the spark plug sparks and ignites the mixture of fuel and air in the pre-combustion chamber 101 after receiving the ignition instruction, or is heated by the electric glow plug so that the temperature of the mixture of fuel and air in the pre-combustion chamber 101 reaches the ignition point (i.e., the burning point). The high-temperature and high-pressure gas formed after the fuel mixture in the pre-combustion chamber 101 is ignited will be sprayed into the combustion chamber 202 of the internal combustion engine 2 through the jet nozzle 102. The ignition energy of the jet flame is 4 orders of magnitude higher than the ignition energy of a conventional spark plug. Therefore, the jet flame sprayed from the jet nozzle 102 to the combustion chamber 202 can ignite the lean mixture in the combustion chamber 202, which can not only improve the combustion thermal efficiency but also reduce NO x Emission: The exhaust gas after combustion in the combustion chamber 202 is discharged through the exhaust duct 204 of the internal combustion engine 2. In this embodiment, the ignition energy of the jet ignition flame in the pre-combustion chamber 101 through the jet nozzle 102 is 4 orders of magnitude higher than that of the traditional spark plug, which can make the temperature around the jet in the combustion chamber 202 much higher than the ignition temperature of the fuel, so that the fuel can ignite quickly and stably.

[0047] Embodiment 2

[0048] like Figure 3 As shown, this embodiment provides a jet flame ignition combustion system. The structure and working principle of the jet flame ignition combustion system of this embodiment are basically the same as those of the jet flame ignition combustion system of the first embodiment. The only difference is that:

[0049] The second fuel injector 10 in this embodiment is arranged on the cylinder head 201 of the internal combustion engine 2 . The second fuel injector 10 in this embodiment directly injects fuel into the combustion chamber 202 of the internal combustion engine 2 instead of injecting fuel into the intake passage 203 of the internal combustion engine 2 .

[0050] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A jet flame ignition combustion system, Features: include: Fuel tanks; A jet flame ignition unit, the jet flame ignition unit comprising a shell, a pre-combustion chamber arranged in the shell and an ignition device arranged on the shell, the shell is provided with a plurality of jet nozzles communicating with the pre-combustion chamber, the jet nozzles are communicated with the combustion chamber of the internal combustion engine, the ignition device adopts a spark plug or a glow plug; the spark plug is used to generate an electric spark to ignite a mixture of fuel and air in the pre-combustion chamber, and the glow plug is used to heat the mixture of fuel and air in the pre-combustion chamber to an ignition point; a first injection unit, the first injection unit comprising a first booster pump, a first fuel rail and a first fuel injector which are connected in sequence, a feed port of the first booster pump being connected to the fuel tank, the first fuel injector being arranged on the housing, and an injection port of the first fuel injector extending into the pre-combustion chamber, the first fuel injector being used to inject fuel into the pre-combustion chamber; The second injection unit includes a second booster pump, a second fuel rail and a second fuel injector which are connected in sequence, a feed port of the second booster pump is connected to the fuel tank, and the second fuel injector is used to inject fuel into the intake passage or combustion chamber of the internal combustion engine.

2. The jet flame ignition combustion system according to claim 1, Features: The volume of the pre-combustion chamber is 2% to 20% of the volume of the combustion chamber.

3. The jet flame ignition combustion system according to claim 1, Features: The number, diameter and setting angle of the jet nozzle holes are determined according to the cylinder diameter and power of the internal combustion engine.

4. The jet flame ignition combustion system according to claim 1, Features: A controller is also included, and the first pressurizing pump, the second pressurizing pump, the first fuel injector, and the second fuel injector are electrically connected to the controller respectively.

5. The jet flame ignition combustion system according to claim 1, Features: The chamber wall provided with the jet nozzle is located in the combustion chamber of the internal combustion engine.

6. The jet flame ignition combustion system according to claim 1, Features: When the second fuel injector is used to inject fuel into the intake passage of the internal combustion engine, the second fuel injector is fixedly mounted on the intake pipe of the internal combustion engine; When the second fuel injector is used to inject fuel into the combustion chamber of the internal combustion engine, the second fuel injector is fixed on the cylinder head.

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