Plunger homogeneous charge compression ignition engine

Abstract

The present invention relates to the technical field of a plunger homogeneous charge compression ignition engine. The plunger homogeneous charge compression ignition engine is characterized by comprising an internal gear (11), a secondary crankshaft gear (10), a primary crankshaft (27), a secondary crankshaft (9), a secondary crank pin (26), an engine plunger (24), and a floating bowl (7). The secondary crankshaft (9) is rotatably mounted in an eccentric shaft hole of the primary crankshaft (27), and the eccentricity of the eccentric shaft hole is the same as the rotation radius of the secondary crank pin (26). The gear ratio of the internal gear (11) and the secondary crankshaft gear (10) is 1 / 2, the internal gear (11) does not rotate, and the gear meshing makes the secondary crankshaft (9) rotate at twice the speed of the primary crankshaft (27), and rotate in the opposite direction, and the secondary crank pin (26) drives the engine plunger (24) to move linearly. When the engine plunger (24) moves to the vicinity of the top dead center, compressed air is injected into the area below the floating bowl (7) above the plunger, and the floating bowl (7) moves upward rapidly to compress the combustion chamber rapidly, so that the air-fuel mixture in the combustion chamber is compression-ignited.

Description

[0001] The invention relates to the technical field of plunger type homogeneous charge compression ignition engines.

[0002] The more advanced piston engines are high-pressure common rail turbocharged diesel engines and direct injection gasoline engines. However, these two types of engines generally have problems such as high exhaust temperature, incomplete fuel combustion, and low fuel efficiency. In current diesel engines, at the moment when the atomized diesel gas is injected into the engine cylinder, the high-pressure and high-temperature gas in the engine cylinder causes the diesel fuel to explode. The diesel combustion at this time is carried out when the atomized diesel and the air are not completely homogeneously mixed. It belongs to the diffusion combustion that is not homogeneous, and a large amount of carbon smoke will be produced. The combustion is incomplete, and part of the fuel is not completely burned and discharged. Although the gasoline engine has achieved the combustion of fuel and air after being fully mixed, it needs spark plug ignition, which belongs to flame propagation combustion. Because flame propagation combustion requires the control of the air-fuel ratio, it cannot achieve lean combustion. The energy release rate of flame propagation combustion is slow, the combustion temperature is high, and most of the chemical energy of fuel combustion is used to generate heat and is discharged into the atmosphere. As early as 2001, the U.S. Congress approved the energy report and organized two projects jointly participated by some famous American universities and five national laboratories, including Sandia, Argone, Oak Ridge, LINL, and Los Almos, as well as the industrial community including the three major automobile companies, to carry out homogeneous compression ignition and low-temperature combustion research (refer to the book "Theory and Technology of Homogeneous Compression Ignition Low-Temperature Combustion Engine" by Su Wanhua, Zhao Hua, and Wang Jianxin). A large number of experiments by authoritative scientific research institutions have proved that after the fuel and air are homogeneously mixed, they are compressed at the right time, and the fuel in the engine cylinder is naturally at the same time, the combustion heat release rate is fast, there is no diffusion combustion, the combustion temperature is low, the fuel utilization rate is increased by 10% to 30%, no carbon smoke is produced, and NOX emissions are reduced by 98% to 99%. However, the problem encountered by major research and development institutions at present is that after the engine air-fuel mixture is homogenized, the compression ignition time and compression ignition process cannot be accurately controlled. My plan is that the engine adopts a plunger structure. When the engine plunger runs to the top dead center, the thrust of the compressed air is used to quickly reduce the volume of the combustion chamber in a short and controllable time. That is, when the plunger reaches the top dead center during the compression stroke and the pressure and temperature of the air-fuel mixture are about to reach the critical value of combustion, the air-fuel mixture is compressed in a very short time, and the pressure and temperature of the air-fuel mixture are quickly increased, so that the air-fuel mixture is self-ignited, and the engine enters the power cycle. In this way, by controlling the process of reducing the volume of the combustion chamber (volume size and change time), the engine can accurately control the compression ignition time and compression ignition process. In this way, the combustion and heat release speed of the air-fuel mixture is fast, the fuel is completely burned, and the combustion is carried out under low-temperature lean combustion. The engine has high thermal efficiency, high fuel utilization, good low-speed torque characteristics, and good emissions. At the same time, a two-stage crankshaft and plunger structure is adopted, and the stroke-to-bore ratio of the plunger is more than 2 times, and the power performance of the engine is also improved.

[0003] The purpose of the present invention is to provide a high-pressure common rail supercharged diesel engine with compression ignition characteristics and direct injection gasoline engine with homogeneous air-fuel mixture characteristics, and adopt a new combustion method, that is, after the air-fuel mixture is homogenized, when the plunger reaches the upper point and the pressure and temperature of the air-fuel mixture are about to reach the critical value of combustion, the air-fuel mixture is quickly compressed to quickly increase the pressure and temperature in the combustion chamber, so that the air-fuel mixture is self-ignited and the engine enters the power cycle. This engine is an engine technology that controls the compression ignition time and compression ignition process after the air-fuel mixture is homogenized.

[0004] The technical solution of the present invention is implemented as follows: a two-stage crankshaft structure is adopted. The internal gear is fixed on the casing, the first-stage crankshaft is rotatably mounted on the outer cylindrical surface of the internal gear, and the axis centerline of the first-stage crankshaft coincides with the axis centerline of the fixed gear. The first-stage crankshaft is provided with an eccentric shaft hole, the axis centerline of the eccentric shaft hole is parallel to the axis centerline of the first-stage crankshaft, and the crankpin of the second-stage crankshaft is rotatably mounted in the eccentric shaft hole of the first-stage crankshaft. The axis center distance between the second-stage crankshaft pin and the second-stage crankpin is the same as the eccentric distance of the eccentric shaft hole of the first-stage crankshaft. The second-stage crankpin is fixedly mounted with the second-stage crankshaft gear, and the second-stage crankshaft gear meshes with the internal gear fixed on the casing, and the gear ratio of the second-stage crankshaft gear to the internal gear is 1 / 2. When the axis centerline of the first-stage crankshaft, the axis centerline of the eccentric shaft hole of the first-stage crankshaft, the axis centerline of the second-stage crankshaft pin, and the axis centerline of the crankpin of the second-stage crankshaft are in the same plane, the second-stage crankshaft gear meshes with the internal gear, and at this time, the second-stage crankpin is at the upper and lower dead points. Due to the meshing action of the internal gear and the secondary crankshaft gear, when the primary crankshaft rotates, the secondary crankshaft will rotate in the opposite direction to the primary crankshaft, at twice the speed of the primary crankshaft, so that it can be ensured that no matter how the primary crankshaft or the secondary crankshaft rotates, the axis centerline of the secondary crankpin and the axis centerline of the primary crankshaft are always on the same plane. We then install the cylinder axis in the same plane as the axis centerline of the secondary crankpin and the axis centerline of the primary crankshaft, and the secondary crankpin is rotatably installed in the radial shaft hole of the plunger. The axial linear motion of the plunger can be completely converted into the rotational motion of the two-stage crankshaft, or the rotational motion of the two-stage crankshaft can be converted into the axial linear motion of the plunger. When the secondary crank pin drives the plunger to the vicinity of the top dead center, by controlling the opening and closing time of the solenoid valve, compressed air of a certain pressure (generated by the compressor) rushes into the bottom of the floating bowl from the outside. That is, by controlling the rushing time and pressure of the compressed air rushing into the bottom of the floating bowl, the time and speed of the floating bowl's upward movement can be controlled, thereby controlling the time and speed of the combustion chamber's contraction, and also controlling the speed of the pressure and temperature rise of the air-fuel mixture and the time to reach a predetermined temperature. Thus, the compression ignition time and compression ignition process of the engine near the top dead center of the plunger during the compression stroke can be controlled, ensuring that the air-fuel mixture in the engine can undergo ideal homogeneous combustion, and also ensuring that the engine can enter an ideal power cycle.

[0005] The invention adopts a two-stage crankshaft structure, the internal gear is fixed on the casing and does not rotate, the rotating shaft hole of the first-stage crankshaft is installed on the outer cylinder of the internal gear, and the axis centerline of the first-stage crankshaft coincides with the axis centerline of the outer cylindrical surface of the internal gear and the axis centerline of the internal gear. An eccentric shaft hole is opened on the first-stage crankshaft, and the turning radius of the axis centerline of the eccentric shaft hole of the first-stage crankshaft is equal to the rotation radius of the crank pin of the second-stage crankshaft around the axis centerline of the second-stage crankshaft. The crankpin shaft hole of the second-stage crankshaft is installed in the eccentric shaft hole of the first-stage crankshaft in a rotating manner. The crankpin of the second-stage crankshaft is equipped with a second-stage crankshaft gear and meshes with the internal gear. The gear ratio of the second-stage crankshaft gear to the internal gear is 1:2. The meshing of the two gears ensures that the first-stage crankshaft rotates one circle, and the axis centerline of the first-stage crankshaft, the axis centerline of the eccentric shaft hole of the first-stage crankshaft, the axis centerline of the second-stage crankpin, and the axis centerline of the second-stage crankpin coincide twice in the same plane, namely the 0 point and the 180 degree point of the engine crankshaft rotation angle.

[0006] The engine cylinder and the compressor cylinder are fixedly mounted on the engine casing. The installation of the engine cylinder and the compressor cylinder ensures that when the crankshaft is at the upper and lower dead points, the axis center lines of the two cylinders are in the same plane as the axis center line of the first-stage crankshaft, the axis center line of the internal gear, and the axis center line of the second-stage crankpin, and are perpendicular to the axis center line of the first-stage crankshaft and the axis center line of the internal gear. The axial hole of the plunger connecting block is rotatably mounted on the second-stage crankpin. The engine plunger is mounted on the upper end of the plunger connecting block, and the compressor plunger is mounted on the lower end. The engine plunger and the engine cylinder constitute an engine, and the linear movement of the engine plunger drives the crankshaft to rotate. The compressor plunger and the compressor cylinder constitute a compressor, and the rotational movement of the crankshaft drives the compressor plunger to reciprocate to generate compressed air.

[0007] A floating bowl is set at the top of the engine plunger. Under the action of compressed air, the floating bowl will move upward rapidly when compression ignition is required, reducing the volume of the combustion chamber and compressing the air-fuel mixture in the combustion chamber.

[0008] When the axis of the eccentric shaft hole of the first-stage crankshaft rotates to a position that coincides with the axis of the plunger, the axis of the second-stage crankpin also rotates to a position that coincides with the axis of the plunger under the meshing action of the internal gear and the second-stage crankshaft gear, that is, the two-stage crankshaft rotates to 0 degree and 180 degree angles, and the second-stage crankpin drives the plunger connecting block and the plunger to run to the upper and lower dead points. When the two-stage crankshaft rotates to near 0 degree angle and the plunger runs to near the upper dead point, by controlling the opening time of the compression ignition solenoid valve, controlling the time and pressure of compressed air (generated by the compressor) entering the bottom of the floating bowl, and controlling the upward speed and rising time of the floating bowl, that is, the speed and starting time of the reduction of the combustion chamber volume, the air-fuel mixture compressed in the combustion chamber during the compression stroke reaches a predetermined pressure and temperature at the right time, so that the air-fuel mixture is compressed and ignited, and the high-pressure gas after compression ignition drives the plunger to expand and do work, and the kinetic energy is output from the first-stage crankshaft.

[0009] The beneficial effect of the present invention is that when the plunger of the compression stroke engine reaches the vicinity of the top dead center, compressed air with a certain pressure is used to rush into the bottom of the floating bowl, pushing the floating bowl to rush up quickly, reducing the volume of the combustion chamber quickly, and the pressure and temperature of the air-fuel mixture that enters the engine cylinder in advance rise rapidly and is compressed and ignited. Therefore, the problem that the homogeneous compression ignition engine is difficult to control the compression ignition time and compression ignition process is solved. In this way, the reliability of the homogeneous compression ignition engine is ensured, and at the same time, the homogeneous mixture is compressed and ignited, which improves the fuel combustion and heat release rate, the combustion temperature is low, there is no diffusion and flame propagation combustion, the combustion is complete, the emission of nitrogen oxides and carbon smoke is reduced, the thermal efficiency is improved, and the fuel utilization rate is improved. By adjusting the pressure and the time of the compressed air rushing into the bottom of the floating bowl, the time and process of the compression ignition of the fuel in the engine cylinder can be improved, and the combustion characteristics and torque characteristics of the engine can be improved. At the same time, the crankshaft plunger linear mechanism is adopted, and the stroke-to-bore ratio of the plunger is more than twice that of the traditional gasoline engine, which improves the power of the engine. Description of the drawings:

[0010] Figure 1 .Schematic diagram of the plunger homogeneous charge compression ignition engine at top dead center of the compression stroke at 0 degree crankshaft angle.

[0011] Figure 2 .Schematic diagram of the plunger homogeneous charge compression ignition engine at top dead center of the compression stroke with a high compression ratio and a crankshaft angle of 0 degrees.

[0012] Figure 3 .Schematic diagram of the plunger homogeneous charge compression ignition engine crankshaft with a 90-degree rotation angle.

[0013] Figure 4 .Schematic diagram of intake and exhaust of plunger homogeneous charge compression ignition engine with crankshaft turning at 170 degrees.

[0014] Figure 5 .Schematic diagram of the compression stroke of a plunger homogeneous charge compression ignition engine at a crankshaft rotation angle of 200 degrees.

[0015] Figure 6 .Schematic diagram of compression ignition of a plunger homogeneous charge compression ignition engine at a crankshaft angle of 10 degrees.

[0016] Figure 7 .Schematic diagram of the power stroke of a plunger homogeneous charge compression ignition engine with a crankshaft angle of 60 degrees.

[0017] The present invention is described in detail below with reference to the accompanying drawings.

[0018] like Figure 1As shown, the plunger homogeneous charge compression ignition engine comprises an upward valve (1), a valve (2), a heat exchange sleeve (3), a heat exchange sleeve transverse exhaust hole (4), an injection nozzle (5), a heat exchange sleeve longitudinal exhaust hole (6), a floating bowl (7), a casing (8), a secondary crankshaft (9), a secondary crankshaft gear (10), an internal gear (11), a variable compression ratio cylinder (12), a compressor plunger (13), a compressor cylinder (14), a valve The engine comprises a downflow valve (15), a compression ignition intake valve (16), a heat exchange intake passage (17), a turbocharger (18), an engine exhaust passage (19), a compression ignition air guide passage (20), an engine cylinder (21), an intake passage (22), an intake check valve (23), an engine plunger (24), a plunger connecting block (25), a secondary crank pin (26), a primary crankshaft (27), and a gear pump chamber isolation block (28).

[0019] like Figure 1 As shown, the engine cylinder (21), the compressor cylinder (14), and the internal gear (11) are fixedly mounted on the casing (8), the axis of the internal gear (11) coincides with the axis of the outer cylindrical surface of the internal gear, the first-stage crankshaft (27) is rotatably mounted with the shaft hole of the outer cylindrical surface of the internal gear, and the first-stage crankshaft (27) rotates with the axis of the internal gear (11) as the axis. The axis of the engine cylinder (21) and the axis of the compressor cylinder (14) coincide, and are arranged vertically in the same plane as the axis of the first-stage crankshaft (27). A radial eccentric shaft hole is provided on the primary crankshaft, and the axis of the eccentric shaft hole is parallel to the axis of the primary crankshaft. The axis hole of the secondary crankshaft (9) is rotatably mounted in the eccentric shaft hole of the primary crankshaft. A secondary crankshaft gear (10) is mounted on the secondary crankshaft (9), and the secondary crankshaft gear (10) and the internal gear (11) are meshed and matched. When the axis of the primary crankshaft (27), the axis of the secondary crankshaft (9), the axis of the secondary crank pin (26), the axis of the engine cylinder (21), and the axis of the compressor cylinder (14) are in the same plane, which is the 0 point and the 180 degree point of the rotation angle of the two-stage crankshafts, the secondary crankshaft gear (10) and the internal gear (11) are also in a meshed and matched state.

[0020] like Figure 1 As shown, the internal gear (11), the secondary crankshaft gear (10), and the gear pump chamber isolation block (28) form a gear pump structure, and the gear has the function of transmitting power and also has the function of an oil pump.

[0021] like Figure 2 As shown, the plunger connecting block (25) is fixedly connected to the compressor plunger (13), and the plunger connecting block (25) is installed in cooperation with the plunger oil cylinder at the bottom of the engine plunger (24) to form a variable compression ratio oil cylinder (12). The variable compression ratio oil cylinder (12) is filled with hydraulic oil through the secondary crankshaft (9) oil passage, and the distance between the top of the engine plunger (24) and the axis center line of the secondary crank pin (26) is changed, so that the engine can change the compression ratio.

[0022] like Figure 3 As shown, when the primary crankshaft (27) rotates, the rotation radius of the axis of the eccentric shaft hole of the primary crankshaft is the same as the rotation radius of the secondary crank pin (26) rotating around the axis of the secondary crankshaft (9), and the gear ratio of the secondary crankshaft gear (10) and the internal gear (11) is 1 / 2. Due to the meshing action of the gears, the rotation speed of the primary crankshaft (27) is 1 / 2 of the rotation speed of the secondary crankshaft (9), and the rotation direction is opposite. In this way, when the primary crankshaft (27) drives the secondary crankshaft (9) to rotate through the gear meshing, the motion trajectory of the axis of the secondary crank pin (26) is always a straight line passing through the axis of the primary crankshaft (27).

[0023] like Figure 3 As shown, when the first-stage crankshaft (27) rotates 90 degrees clockwise from the zero point of the two-stage crankshaft, since the internal gear (11) does not rotate, the gear ratio of the second-stage crankshaft gear (10) and the internal gear (11) is 1 / 2, and the second-stage crankshaft gear (10) and the second-stage crankshaft (9) rotate 180 degrees counterclockwise. Since the rotation radius of the axis of the eccentric shaft hole of the first-stage crankshaft is the same as the rotation radius of the second-stage crank pin (26), the axis of the second-stage crank pin (26) coincides with the axis of the first-stage crankshaft (27), indicating that the motion trajectory of the axis of the second-stage crank pin (26) is always a straight line parallel to the axis of the cylinder and the plunger.

[0024] like Figure 4 As shown, the axis lines of the engine plunger (24) and the compressor plunger (13) pass through the axis line of the secondary crank pin (26) and coincide with the axis lines of the engine cylinder (21) and the compressor cylinder (14). The linear motion trajectory of the plunger in the cylinder is parallel to the linear motion trajectory of the secondary crank pin (26). The linear motion of the engine plunger (24) and the compressor plunger (13) drives the linear motion of the secondary crank pin (26) and drives the continuous rotation of the secondary crankshaft (9) and the primary crankshaft (27), thereby forming a plunger engine crankshaft plunger linear motion mechanism.

[0025] like Figure 4As shown, the first-stage crankshaft (27) starts to rotate clockwise from a crankshaft rotation angle of zero (when the plunger is at the top dead center), and under the action of the crankshaft plunger linear motion mechanism, the second-stage crank pin (26) drives the plunger connecting block (25) and the engine plunger (24) and the compressor plunger (13) to move downward, and the compressor plunger (13) compresses the air in the compressor cylinder (14) to generate high-pressure compressed air. When the engine plunger (24) moves to a position close to the bottom dead center, the valve downward valve (15) opens, and the high-pressure compressed air pushes the exhaust valve (2) downward through the valve downward valve (15), and the exhaust valve (2) above the engine cylinder (21) opens, and the exhaust gas generated in the power stroke in the engine cylinder (21) is discharged through the exhaust valve (2), and discharged into the engine exhaust passage (19) through the heat exchange sleeve transverse exhaust hole (4) of the heat exchange sleeve (3), and the heat exchange sleeve (3) is heated, and the exhaust gas is discharged from the turbine end of the supercharger (18) through the engine exhaust passage (19). The turbine impeller is pushed by the exhaust gas, driving the supercharger (18) boost side impeller to rotate at a high speed, and the rotating impeller produces a pumping effect, compressing fresh air into the intake passage (22). As the exhaust gas in the engine cylinder (21) is discharged, the gas pressure in the engine cylinder (21) decreases. When the compressed air pressure generated by the supercharger (18) in the intake passage (22) is greater than the gas pressure in the engine cylinder (21), the intake check valve (23) opens to scavenge the engine cylinder (21). Fresh air enters from the intake passage (22) below the engine cylinder (21). The exhaust gas is pushed up by the fresh air and discharged from the top of the engine cylinder (21), thereby realizing the scavenging function of the engine. At this time, the fuel injector (5) opens to inject fuel into the cylinder, and the fuel is homogeneously mixed with the fresh air in the cylinder.

[0026] like Figure 5As shown, after the first-stage crankshaft (27) continues to rotate through a crankshaft rotation angle of 180 degrees, under the action of the crankshaft plunger linear motion mechanism, the second-stage crank pin (26) drives the plunger connecting block (25) and the engine plunger (24), and the compressor plunger (13) to move upward through the plunger bottom dead point, and the high-pressure air in the compressor cylinder (14) has been pressed out (the compressor exhaust check valve is open, and the intake check valve is closed), and the compressor cylinder (14) begins to inhale air (the compressor exhaust check valve is closed, and the intake check valve is opened). The valve downward valve (15) is closed, the valve upward valve (1) is opened, and the valve (2) moves upward due to the loss of compressed air pressure under the action of the spring force, and the valve (2) is closed. The compressed air in the intake duct (22) enters the cylinder through the intake check valve (23), and the air pressure rises. When the pressure is the same as the compressed air pressure in the intake duct (22), the intake check valve (23) is closed. As the engine plunger (24) and the compressor plunger (13) move upward, the fresh air in the engine cylinder (21) is compressed, and the engine enters the compression stroke. The compressor cylinder (14) continues to inhale fresh air. During the compression of the fresh air in the engine cylinder (21), the fuel injection nozzle (5) is opened again to inject fuel into the cylinder, and the fuel is homogeneously mixed with the fresh air in the cylinder. A floating bowl (7) is movably installed in the cavity above the engine plunger (24). During the compression stroke, the floating bowl (7) falls back to the bottom of the cavity above the engine plunger (24).

[0027] like Figure 6As shown in the figure, when the first-stage crankshaft (27) continues to rotate and approaches the zero-degree crankshaft rotation angle, that is, when the engine plunger (24) approaches the top dead center, under the action of the crankshaft plunger linear motion mechanism, the second-stage crank pin (26) drives the plunger connecting block (25) and the engine plunger (24) and the compressor plunger (13) upward to the top dead center of the plunger, and the homogenized air-fuel mixture is compressed, and the pressure and temperature of the air-fuel mixture approach the critical pressure and temperature required for fuel combustion, and the fuel has not yet been burned; at this time, the compression ignition intake valve (16) opens, and the high-pressure compressed air generated by the compressor is The air enters the heat exchange sleeve longitudinal exhaust hole (6) of the heat exchange sleeve (3) heated by the exhaust gas during the exhaust stroke from the heat exchange intake duct (17). The high-pressure air is heated and expanded by the heat exchange sleeve (3), and the pressure is increased and accelerated. The high-pressure air rushes into the lower cavity of the floating bowl (7) through the compression ignition air guide duct (20). The floating bowl (7) moves upward at a very high speed under the push of the high-pressure air. The combustion chamber above the floating bowl (7) is reduced, and the air-fuel mixture is compressed at a very high speed. The pressure and temperature of the air-fuel mixture increase at a very high speed. The pressure and temperature of the air-fuel mixture exceed the compression ignition critical value, and the air-fuel mixture is compression ignited. By controlling the opening moment and opening time of the compression ignition intake valve (16) and the pressure of the compressed air, the moment and speed of the combustion chamber being compressed can be controlled, and then the compression ignition moment and compression ignition process of the homogeneous mixture in the engine combustion chamber can be controlled, so that the air-fuel mixture in the engine can achieve ideal homogeneous low-temperature combustion and the engine can achieve an ideal working cycle.

[0028] like Figure 7 As shown, the first-stage crankshaft (27) rotates past the zero-degree crankshaft angle, and the homogeneous mixed air in the engine combustion chamber has been compressed and ignited. The compressed air-fuel mixed air pushes the engine plunger (24) to expand and perform work, and pushes the compressor plunger (13) downward to compress air. Under the action of the crankshaft plunger linear motion mechanism, the engine plunger (24) pushes the first-stage crankshaft (27) to rotate and output power. In the power stroke, by controlling the opening and closing of the compression ignition intake valve (16), the compressed air generated by the compressor is heated by heat exchange with the exhaust heat exchange device and then rushed into the cylinder. The compressed air is heated and swells to perform work, and the exhaust heat energy can be recycled.

[0029] like Figure 7 As shown, no fuel is sprayed into the cylinder. As the first-stage crankshaft (27) rotates, the engine plunger (24) opens the compression ignition intake valve (16) when it is close to the top dead center, and the external compressed gas is injected into the cylinder. The compressed gas pushes the plunger to do work. In the fuel-free state, the engine converts the internal energy of the compressed gas into the mechanical energy of the crankshaft rotation.

Claims

1. A plunger homogeneous charge compression ignition engine, comprising an upward valve (1), an exhaust valve (2), a heat exchange sleeve (3), a lateral exhaust hole (4) of the heat exchange sleeve, an injection nozzle (5), a longitudinal exhaust hole (6) of the heat exchange sleeve, a floating bowl (7), a casing (8), a secondary crankshaft (9), a secondary crankshaft gear (10), an internal gear (11), a variable compression ratio cylinder (12), a compressor plunger (13), a compressor cylinder (14), a downward valve The invention is composed of an air valve (15), a compression ignition intake valve (16), a heat exchange intake duct (17), a turbocharger (18), an engine exhaust duct (19), a compression ignition air duct (20), an engine cylinder (21), an intake duct (22), an intake check valve (23), an engine plunger (24), a plunger connecting block (25), a secondary crank pin (26), a primary crankshaft (27), and a gear pump chamber isolation block (28), and is characterized in that: The engine cylinder (21), the compressor cylinder (14), and the internal gear (11) are fixedly mounted on the casing (8); the axis of the internal gear (11) coincides with the axis of the outer cylindrical surface of the internal gear; the first-stage crankshaft (27) is rotatably matched with the shaft hole of the outer cylindrical surface of the internal gear; the first-stage crankshaft (27) rotates with the axis of the internal gear (11) as the axis; the axis of the engine cylinder (21) and the axis of the compressor cylinder (14) coincide with each other and are arranged perpendicularly in the same plane as the axis of the first-stage crankshaft (27); the first-stage crankshaft has a radial eccentric shaft hole, the axis of the eccentric shaft hole is parallel to the axis of the first-stage crankshaft The secondary crankshaft (9) is rotatably mounted in the eccentric shaft hole of the primary crankshaft, the secondary crankshaft gear (10) is mounted on the secondary crankshaft (9), the secondary crankshaft gear (10) and the internal gear (11) are meshed and matched, and when the axis of the primary crankshaft (27), the axis of the secondary crankshaft (9), the axis of the secondary crank pin (26), the axis of the engine cylinder (21), and the axis of the compressor cylinder (14) are in the same plane, which is the 0 point and the 180 degree point of the rotation angle of the two-stage crankshaft, the secondary crankshaft gear (10) and the internal gear (11) are also in a meshed and matched state; When the primary crankshaft (27) rotates, the rotation radius of the axis of the eccentric shaft hole of the primary crankshaft is the same as the rotation radius of the secondary crank pin (26) rotating around the axis of the secondary crankshaft (9). The gear ratio of the secondary crankshaft gear (10) and the internal gear (11) is 1 / 2. Due to the meshing action of the gears, the rotation speed of the primary crankshaft (27) is 1 / 2 of the rotation speed of the secondary crankshaft (9), and the rotation direction is opposite. In this way, when the primary crankshaft (27) drives the secondary crankshaft (9) to rotate through the gear meshing, the motion trajectory of the secondary crank pin (26) is always a straight line passing through the axis of the primary crankshaft (27). The radial axial hole on the plunger connecting block (25) is rotatably mounted with the secondary crank pin (26); the engine plunger (24) and the compressor plunger (13) are fixedly mounted on the plunger connecting block (25); the axis of the engine plunger (24) and the axis of the compressor plunger (13) pass through the axis of the secondary crank pin (26) and coincide with the axis of the engine cylinder (21) and the axis of the compressor cylinder (14); the linear motion trajectory of the plunger in the cylinder is parallel to the linear motion trajectory of the secondary crank pin (26); the linear motion of the engine plunger (24) and the compressor plunger (13) drives the linear motion of the secondary crank pin (26) and drives the continuous rotation of the secondary crankshaft (9) and the primary crankshaft (27), thereby forming a plunger engine crankshaft plunger linear motion mechanism; A heat exchange sleeve (3) is provided above the exhaust valve (2); A floating bowl (7) is movably mounted in the cavity above the engine plunger (24); The internal gear (11), the secondary crankshaft gear (10), and the gear pump chamber isolation block (28) form a gear pump structure; An intake check valve (23) is arranged below the engine cylinder (21); The plunger connecting block (25) is installed in cooperation with the plunger oil cylinder at the bottom of the engine plunger (24) to form a variable compression ratio oil cylinder (12); The opening and closing of the engine exhaust valve (2) is achieved by utilizing the energy of compressed air and controlling the opening and closing of the valve upward valve (1) and the valve downward valve (15); When compression ignition is required, the compression ignition intake valve (16) opens, and high-pressure compressed air enters the bottom of the floating bowl (7). The floating bowl (7) is pushed by the high-pressure compressed air and moves upward at a high speed; When compression ignition is required, by controlling the opening time of the compression ignition intake valve (16) and the high-pressure compressed air pressure, the starting time and speed of the rapid upward movement of the floating bowl (7) can be controlled, thereby controlling the starting time and speed of the compression of the combustion chamber, and further controlling the compression ignition time and compression ignition process of the air-fuel mixture in the engine combustion chamber.

2. In the plunger homogeneous charge compression ignition engine as described in claim 1, the axis line of the engine plunger (24) and the axis line of the compressor plunger (13) are perpendicular to the axis line of the secondary crank pin (26) and coincide with the axis line of the engine cylinder (21) and the axis line of the compressor cylinder (14), and the linear motion trajectory of the plunger in the cylinder coincides with or is parallel to the linear motion trajectory of the secondary crank pin (26), forming a plunger linear motion mechanism of the plunger engine crankshaft plunger.

3. In the plunger homogeneous charge compression ignition engine as described in claim 2, the linear motion of the engine plunger (24) and the compressor plunger (13) is converted into the rotational motion of the secondary crankshaft (9) and the primary crankshaft (27) through the crankshaft plunger linear motion mechanism; the rotational motion of the secondary crankshaft (9) and the primary crankshaft (27) is converted into the linear motion of the engine plunger (24) and the compressor plunger (13) through the crankshaft plunger linear motion mechanism.

4. In the plunger homogeneous charge compression ignition engine as described in claim 1, the exhaust gas generated by the engine is discharged into the engine exhaust duct (19) through the heat exchange jacket transverse exhaust hole (4) of the heat exchange jacket (3), and the heat exchange jacket (3) is heated; the compression ignition intake valve (16) is opened, and the high-pressure compressed air generated by the compressor enters the heat exchange jacket longitudinal exhaust hole (6) of the heat exchange jacket (3) heated by the exhaust gas during the exhaust stroke from the heat exchange intake duct (17), so that the high-pressure compressed air rushing into the bottom of the floating bowl (7) is heated, expanded, and accelerated by the heat exchange jacket (3); in the power stroke, by controlling the opening and closing of the compression ignition intake valve (16), the compressed air generated by the compressor is heated by the exhaust heat exchange device and then rushed into the cylinder, the compressed air is heated and expanded to do work, and the heat energy of the exhaust gas can be recovered and utilized.

5. The plunger homogeneous charge compression ignition engine as described in claim 1 can use a variety of fuels such as gasoline, diesel, alcohol, natural gas, and hydrogen. Through the secondary crankshaft (9) oil channel, hydraulic oil is added to the variable compression ratio cylinder (12) formed by the plunger connecting block (25) and the lower part of the engine plunger (24), and the distance between the top of the engine plunger (24) and the axis of the secondary crank pin (26) is changed. The engine can change the compression ratio to meet the needs of different fuels.

6. In the plunger homogeneous charge compression ignition engine as described in claim 1, when the engine plunger (24) moves to the vicinity of the bottom dead center, the exhaust valve (2) opens, and the compressed air generated by the turbocharger (18) in the intake duct (22) pushes open the intake check valve (23), and fresh air rushes into the engine cylinder (21) from below, pushing the exhaust gas in the engine cylinder (21) upward, and the exhaust gas is pushed out from the exhaust valve (2), thereby realizing the scavenging function, and the engine can work in two strokes.

7. The plunger homogeneous compression ignition engine as described in claim 1 does not spray fuel into the cylinder. As the first-stage crankshaft (27) rotates, the engine plunger (24) opens the compression ignition intake valve (16) when it is close to the top dead center, and injects external compressed gas into the cylinder. The compressed gas pushes the plunger to do work. In the fuel-free state, the engine converts the compressed gas energy into the mechanical energy of the crankshaft rotation, thereby realizing the dual power of compressed gas work and fuel combustion work.

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