A fuel mixing engine with multi-end air intake

Abstract

The present invention relates to the technical field of engine air intake, and in particular, to a fuel mixing engine with multi-end air intake. The engine comprises a cylinder, a piston and a crankshaft sprocket, wherein the cylinder comprises a cylinder head cover and a cylinder body, wherein the cylinder head cover is arranged on the top of the cylinder body, the piston slides in the cylinder body, and a crank and connecting rod mechanism are arranged between the piston and the crankshaft sprocket. In the present invention, a relative diversion of fuel and air is performed through an intermediate pipe and a side pipe, and after the diversion, most of the air enters through the side pipes on both sides to achieve multi-end entry, and after entering the combustion chamber, the air is horizontally distributed with the fuel entering the intermediate pipe, so that during the compression process of the combustion chamber, the air on both sides will move laterally and then mix with the fuel, and at this time, the compression stage is over, and the spark plug is ignited before the mixed fuel and air have time to be stratified, thereby ensuring that the fuel and air can be fully mixed during ignition.

Description

Technical Field

[0001] The invention relates to the technical field of engine air intake, in particular to a fuel mixing engine with multi-end air intake. Background Art

[0002] An engine is a machine that can convert other forms of energy into mechanical energy, including internal combustion engines (reciprocating piston engines), external combustion engines (Stirling engines, steam engines, etc.), jet engines, electric motors, etc.

[0003] In the prior art, the air intake of the hybrid engine is often improved. The gas hybrid engine disclosed in Chinese Patent Publication No. CN202091034U realizes double-point combustion in the cylinder by multi-point low-pressure injection at the air intake port under the control of an electronic controller according to the needs of various engine working conditions, thereby improving fuel utilization and significantly reducing harmful components in exhaust gas, thereby achieving the goal of energy saving and environmental protection.

[0004] Although double-point combustion in the cylinder is achieved through multi-point low-pressure injection, the compression of the combustion chamber by the piston is a staged action. Only when the spark plug is completed in this stage can ignition be performed. At this time, the fuel mixed with the air has been stored in the combustion chamber. Since the fuel density is greater than the air density, the fuel is mainly concentrated at the bottom and the air is mainly concentrated at the top during the compression stage, and they cannot be fully mixed. For this reason, it is urgent to propose a fuel mixing engine with multi-end air intake. Summary of the invention

[0005] The object of the present invention is to provide a fuel mixing engine with multi-end air intake to solve the problems raised in the above background technology.

[0006] To achieve the above-mentioned purpose, a multi-end air intake fuel mixing engine is provided, which includes a cylinder, a piston and a crankshaft sprocket. The cylinder includes a cylinder head cover and a cylinder body. The cylinder head cover is arranged on the top of the cylinder body, and the piston slides in the cylinder body. A crank and a connecting rod mechanism are arranged between the piston and the crankshaft sprocket. The piston is connected through the crank, the connecting rod mechanism and the crankshaft sprocket. A combustion chamber is formed between the piston and the cylinder head cover. A spark plug and an exhaust pipe are arranged on the top of the cylinder head cover. The exhaust pipe is located on the opposite side of the intake pipe group. The intake pipe group includes a middle pipe and two side pipes. The two side pipes are arranged on both sides of the middle pipe, and the connection between the side pipes and the middle pipe is in a downward inclined state, so that fuel with high density can directly enter the combustion chamber from the middle pipe, and air with low density can be compressed and enter the combustion chamber from the side pipe, and air and fuel are relatively diverted through the middle pipe and the side pipe.

[0007] As a further improvement of the technical solution, the side pipes and the middle pipes are inclined downward by 35°-45° from the horizontal line.

[0008] As a further improvement of the present technical solution, an exhaust control pipe is provided at the bottom of the exhaust pipe, the exhaust pipe is connected to the combustion chamber through the exhaust control pipe, and an exhaust control valve is provided in the exhaust control pipe.

[0009] As a further improvement of the technical solution, an intake control pipe is provided at the bottom of the intermediate pipe, the intermediate pipe is connected to the combustion chamber through the intake control pipe, and an intake control valve is provided in the intake control pipe.

[0010] As a further improvement of the technical solution, a check piece is provided in the side pipe, and the check piece prevents the air and fuel in the combustion chamber from flowing back into the side pipe.

[0011] As a further improvement of the present technical solution, the check member includes a sealing disk, a sealing ring is arranged in the side pipe on the side of the sealing disk away from the combustion chamber, a connecting column is arranged on the side of the sealing disk located on the side of the sealing ring, the connecting column passes through the sealing ring and a flange is arranged at the passed end, a connecting ring is arranged in the side pipe on the side of the flange close to the sealing ring, and the flange and the connecting ring are connected and fixed by a spring.

[0012] As a further improvement of the technical solution, a turbine is provided at the exhaust gas discharge end of the exhaust pipe, a boost pipe is provided at the airflow output end of the turbine, the boost pipe is connected to the intermediate pipe, and a turbine is also provided at the connection.

[0013] As a further improvement of the technical solution, an exhaust gas discharge head is provided at the end of the boost pipe, and is connected to the exhaust gas treatment device through the exhaust gas discharge head.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. In the fuel mixing engine with multi-end air intake, the fuel and air are relatively diverted through the middle pipe and the side pipe. After the diversion, most of the air enters through the side pipes on both sides at multiple ends, and after entering the combustion chamber, it is horizontally distributed with the fuel entering from the middle pipe. In this way, during the compression process of the combustion chamber, the air on both sides will move laterally and then mix with the fuel. At this time, the compression stage is over, and the spark plug is ignited before the mixed fuel and air have time to stratify, thereby ensuring that the fuel and air can be fully mixed during ignition.

[0016] 2. In the fuel mixing engine with multi-end air intake, the sealing disk can only separate from the sealing ring after the pressure inside the side pipe can break through the action of the spring, and then the air and fuel enter the combustion chamber, and fit with the sealing ring during the compression stage. This not only prevents the backflow of air and fuel, but also collects the air and a small amount of fuel in the side pipe. The collection purpose is twofold: one is to delay the time for most of the air to enter the combustion chamber, to ensure that the air and fuel will not be stratified during ignition; the other is to increase the impact force of the air in the side pipe entering the combustion chamber, thereby improving the mixing effect.

[0017] 3. In the fuel mixing engine with multi-end air intake, the fuel entering the combustion chamber will be bent back by the reaction force of the piston when it contacts the top wall of the piston. After being bent back, it will be concentrated in the center of the combustion chamber, and the crank is set at the center of the piston. That is to say, the force generated by the combustion is mostly concentrated in the center of the piston and not on the outside of the piston, thereby avoiding the reaction force of the crank during the downward movement of the piston under pressure, and then the pressure from the outside causing the piston to bend outward, thereby increasing the service life of the piston. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0019] Figure 2 It is a schematic diagram of the cylinder structure of the present invention;

[0020] Figure 3 It is a schematic diagram of the side structure of the cylinder of the present invention;

[0021] Figure 4 It is a schematic diagram of the structure of the check piece inside the side pipe of the present invention.

[0022] The meaning of each number in the figure is:

[0023] 100. Cylinder;

[0024] 110, piston; 120, exhaust pipe; 121, exhaust control pipe; 122, exhaust control valve; 130, crankshaft sprocket; 140, spark plug; 100A, cylinder head cover; 100B, cylinder block; 100C, combustion chamber;

[0025] 200, intake pipe assembly;

[0026] 210, middle pipe; 211, air intake control pipe; 212, air intake control valve; 220, side pipe; 222, flange; 2221, connecting column; 2222, sealing disk; 223, connecting ring; 224, sealing ring;

[0027] 300, turbine; 310, boost pipe; 320, exhaust gas outlet head. DETAILED DESCRIPTION

[0028] 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.

[0029] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0030] Furthermore, in the description of the present invention, “plurality” means two or more than two, unless otherwise clearly and specifically defined.

[0031] See also Figure 1 and Figure 3 As shown, the purpose of this embodiment is to provide a fuel mixing engine with multi-end air intake, which includes a cylinder 100, a piston 110 and a crankshaft sprocket 130. The cylinder 100 includes a cylinder head cover 100A and a cylinder body 100B. The cylinder head cover 100A is arranged on the top of the cylinder body 100B. The piston 110 slides in the cylinder body 100B. The piston 110 and the crankshaft sprocket 130 are connected by a crank and a connecting rod (i.e., a crank and connecting rod mechanism). A combustion chamber 100C is formed between the piston 110 and the cylinder head cover 100A. When working,

[0032] First, the atomized fuel is combined with the air to enter the combustion chamber 100C through the intake pipe group 200 arranged on the top of the cylinder head cover 100A. That is to say, the intake pipe group 200 needs to be connected with the combustion chamber 100C. At this time, the piston 110 is at the bottom dead center, and the inertia generated by the rotation of the crankshaft sprocket 130 causes the piston 110 to move from the bottom dead center to the top dead center. During this process, the combustion chamber 100C is gradually compressed by the piston 110. At this time, the fuel and air entering the combustion chamber 100C are in a high-pressure state. Then the spark plug 140 arranged on the top of the cylinder head cover 100A is ignited, and the mixed fuel and air are burned. The exhaust gas generated after the combustion is discharged through the exhaust pipe 120 arranged on the top of the cylinder head cover 100A. The exhaust pipe 120 is specifically arranged at the top of the intake pipe group 200. The piston 110 is on the opposite side, and the bottom end is connected to the combustion chamber 100C. Finally, the pressure generated by the combustion pushes the piston 110 downward, and then the inertia generated by the rotation of the crankshaft sprocket 130 causes the piston 110 to reciprocate in the cylinder body 100B. While reciprocating, the crankshaft sprocket 130 is driven to rotate by the crank and the connecting rod. This is the main working principle of the engine. However, the compression of the combustion chamber 100C by the piston 110 is a staged action. Only when the spark plug 140 is completed at this stage can ignition be performed. However, at this time, the fuel mixed with the air has been stored in the combustion chamber 100C. Since the fuel density is greater than the air density, the fuel is mainly concentrated at the bottom and the air is mainly concentrated at the top during the compression stage, and they cannot be fully mixed. For this reason, the following implementation methods are also proposed in this embodiment:

[0033] For the first implementation, please refer to Figure 2As shown in the figure, the intake pipe group 200 includes a middle pipe 210 and two side pipes 220. The two side pipes 220 are arranged on both sides of the middle pipe 210, and the connection between the side pipes 220 and the middle pipe 210 is in a downward tilted state, specifically tilted downward by 35°-45° from the horizontal line, preferably tilted by 45°, so as to ensure that air and part of the fuel can enter the side pipes 220. Since the fuel density is greater than the air density, most of the fuel enters the combustion chamber 100C along the middle pipe 210, and a small part of the fuel enters the side pipes 220. Moreover, the air density is small and will enter the side pipes 220 under the action of thrust, so that the fuel and air are relatively diverted through the middle pipe 210 and the side pipes 220 (not completely diverted, because There will be air in the middle pipe 210 and fuel in the side pipe 220. It can only be said that the fuel and air are relatively separated. In addition, the following description is based on the fuel entering the combustion chamber 100C from the middle pipe 210 and the air entering the combustion chamber 100C from the side pipe 220), so that most of the air can enter from multiple ends through the side pipes 220 on both sides, and after entering the combustion chamber 100C, it is horizontally distributed with the fuel entering from the middle pipe 210. In this way, during the compression process of the combustion chamber 100C, the air on both sides will move laterally and then mix with the fuel. At this time, the compression stage is over, and the spark plug 140 is ignited before the mixed fuel and air have time to stratify, thereby ensuring that the fuel and air can be fully mixed during ignition.

[0034] It should be noted that an exhaust control pipe 121 is provided at the bottom of the exhaust pipe 120, and the exhaust pipe 120 is connected to the combustion chamber 100C through the exhaust control pipe 121. An exhaust control valve 122 is provided in the exhaust control pipe 121. The exhaust control valve 122 is opened during exhaust and closed in other stages. An intake control pipe 211 is provided at the bottom of the intermediate pipe 210, and the intermediate pipe 210 is connected to the combustion chamber 100C through the intake control pipe 211. An intake control valve 212 is provided in the intake control pipe 211. The intake control valve 212 is opened in the intake stage (i.e., the stage where air and fuel enter the combustion chamber 100C) and closed in the compression stage.

[0035] A check piece is provided in the side duct 220 , and the check piece prevents the air and fuel entering the combustion chamber 100C from flowing back into the side duct 220 .

[0036] For the second implementation, please refer to Figure 4As shown in the figure, the check member includes a sealing disk 2222, a sealing ring 224 is arranged on the side of the sealing disk 2222 away from the combustion chamber 100C in the side pipe 220, and a connecting column 2221 is arranged on the side of the sealing ring 224 of the sealing disk 2222, and the connecting column 2221 passes through the sealing ring 224 and a flange 222 is arranged at the end through which the connecting column 2221 passes, and a connecting ring 223 is arranged on the side of the flange 222 close to the sealing ring 224 in the side pipe 220, and the flange 222 and the connecting ring 223 are connected and fixed by a spring, so that the sealing disk 2222 is pressed against the sealing ring 224 by the action of the spring, and only in the side pipe 220, the sealing disk 2222 is pressed against the sealing ring 224. After the internal pressure can break through the spring action, the sealing disk 2222 can separate from the sealing ring 224, and then the air and fuel enter the combustion chamber 100C, and fit with the sealing ring 224 during the compression stage. This not only prevents the air and fuel from flowing back, but also collects the air and a small amount of fuel in the side pipe 220. The collection purpose is twofold: one is to delay the time for most of the air to enter the combustion chamber 100C, to ensure that the air and fuel will not be stratified during ignition; the other is to increase the impact force of the air in the side pipe 220 entering the combustion chamber 100C, thereby improving the mixing effect.

[0037] For the third implementation, please refer to Figure 1 As shown, a turbine 300 is provided at the exhaust gas discharge end of the exhaust pipe 120, a boost pipe 310 is provided at the airflow output end of the turbine 300, the boost pipe 310 is connected to the intermediate pipe 210, and a turbine 300 is also provided at the connection, an exhaust gas discharge head 320 is provided at the end of the boost pipe 310, and the exhaust gas treatment device, such as a three-way catalytic device, is connected through the exhaust gas discharge head 320, so that not only the exhaust can be discharged but also the boost pipe 310 and the intermediate pipe 210 can be pressurized through the turbine 300.

[0038] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the present invention and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A fuel mixing engine with multi-end air intake, comprising a cylinder (100), a piston (110) and a crankshaft sprocket (130), wherein the cylinder (100) comprises a cylinder head cover (100A) and a cylinder body (100B), wherein the cylinder head cover (100A) is arranged on the top of the cylinder body (100B), the piston (110) slides in the cylinder body (100B), and the piston (110) and the crankshaft sprocket (130) are connected to each other. A crank and connecting rod mechanism is arranged between the piston (110) and the cylinder head cover (100A), the piston (110) is connected to the crankshaft sprocket (130) through the crank and connecting rod mechanism, a combustion chamber (100C) is formed between the piston (110) and the cylinder head cover (100A), a spark plug (140) and an exhaust pipe (120) are arranged on the top of the cylinder head cover (100A), and the exhaust pipe (120) is located on the opposite side of the intake pipe group (200), characterized in that: The air intake pipe group (200) comprises a middle pipe (210) and two side pipes (220), wherein the two side pipes (220) are arranged on both sides of the middle pipe (210), and the connection between the side pipes (220) and the middle pipe (210) is in a downwardly inclined state, so that fuel with high density directly enters the combustion chamber (100C) from the middle pipe (210), and air with low density is compressed and enters the combustion chamber (100C) from the side pipes (220), and air and fuel are relatively diverted through the middle pipe (210) and the side pipes (220); An exhaust control pipe (121) is disposed at the bottom of the exhaust pipe (120); the exhaust pipe (120) is connected to the combustion chamber (100C) through the exhaust control pipe (121); and an exhaust control valve (122) is disposed in the exhaust control pipe (121); An intake control pipe (211) is disposed at the bottom of the intermediate pipe (210), the intermediate pipe (210) is connected to the combustion chamber (100C) through the intake control pipe (211), and an intake control valve (212) is disposed in the intake control pipe (211); The side pipe (220) and the middle pipe (210) are inclined downward by 35°-45° from the horizontal line; A check piece is provided in the side pipe (220), and the check piece prevents the air and fuel in the combustion chamber (100C) from flowing back into the side pipe (220); The air entering the combustion chamber (100C) from the side pipe (220) and the fuel entering from the middle pipe (210) are horizontally distributed. During the compression process, the air on both sides moves laterally and mixes with the fuel. When the fuel and air are not stratified in time, the spark plug (140) ignites.

2. The multi-port air intake fuel hybrid engine according to claim 1, characterized in that: The check member comprises a sealing disk (2222); a sealing ring (224) is arranged in the side pipe (220) on a side of the sealing disk (2222) away from the combustion chamber (100C); a connecting column (2221) is arranged on the side of the sealing disk (2222) located on the sealing ring (224); the connecting column (2221) passes through the sealing ring (224) and a flange (222) is arranged at the passing end; a connecting ring (223) is arranged in the side pipe (220) on a side of the flange (222) close to the sealing ring (224); the flange (222) and the connecting ring (223) are connected and fixed by a spring.

3. The multi-port air intake fuel hybrid engine according to claim 1, characterized in that: The exhaust gas discharge end of the exhaust pipe (120) is provided with a turbine (300), and the airflow output end of the turbine (300) is provided with a boost pipe (310). The boost pipe (310) is connected to the intermediate pipe (210), and a turbine (300) is also provided at the connection.

4. The multi-port air intake fuel hybrid engine according to claim 3, characterized in that: An exhaust gas discharge head (320) is provided at the end of the boost pipe (310), and is connected to an exhaust gas treatment device via the exhaust gas discharge head (320).

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