A supplementary combustion and supercharging system for improving diesel engine emissions and increasing energy recovery efficiency

Abstract

The present invention discloses a supplemental combustion and supercharging system for improving diesel engine emissions and enhancing energy recovery. The system comprises a diesel piston engine exhaust pipe, a starting motor, a supplemental combustion burner, and a supercharger. The exhaust gas discharged by the piston engine undergoes secondary combustion in the supplemental combustion burner, which then drives the exhaust gas turbine to perform work. The exhaust gas turbine drives the compressor to rotate, providing scavenging air for the piston engine and fresh air required for combustion in the supplemental combustion burner. At the same time, the exhaust gas turbine drives the generator to generate electricity and recover excess energy. The structure of the traditional supercharger bleed valve for regulating scavenging pressure is abandoned, and the engine scavenging pressure is regulated by regulating the power generation of the generator. In the present invention, the supplemental combustion burner is highly integrated with the engine exhaust pipe, and has the advantages of compact structure, low manufacturing cost, good practicality, and simple maintenance.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation engines, and in particular relates to a supplemental combustion and supercharging system for improving diesel engine emissions and enhancing energy recovery efficiency. Background Art

[0002] As piston engines become increasingly common, harmful substances such as HC, CO, and particulate matter in diesel piston engine exhaust are becoming increasingly serious environmental impacts. Addressing diesel engine emissions and improving fossil energy efficiency are gaining increasing attention. Currently, exhaust treatment devices are added after the exhaust pipe to intercept these harmful substances. This increases the overall size and weight of the structure, resulting in high manufacturing costs. This does not fundamentally address the environmental pollution problem, but instead increases energy consumption. Summary of the Invention

[0003] In response to the above technical problems, the present invention proposes a new supplementary combustion and supercharging system in order to improve engine emissions and enhance the efficiency of engine exhaust recovery. In the supplementary combustion and supercharging system, the supplementary combustion burner is integrated with the engine exhaust pipe. In the supplementary combustion burner, harmful substances such as HC, CO and particulate matter in the engine exhaust can be converted into harmless substances by secondary combustion in front of the supercharger turbine, and discharged into the atmosphere after the supercharger turbine works. At the same time, the supercharger is connected to the rotating shaft of the starter-in-one motor through a coupling, and the regulation and control of the supercharger is achieved by controlling the power generation of the starter-in-one motor. Compared with the traditional supercharger turbine pre-bleed adjustment method, the present invention abandons the traditional turbine pre-bleed adjustment mechanism, and the supercharger structure is simpler. The excess high-temperature gas energy in front of the turbine is absorbed by the starter-in-one motor for power generation, thereby improving the utilization efficiency of the engine exhaust energy.

[0004] The complete technical solution of the present invention includes:

[0005] A supplementary combustion and supercharging system for improving diesel engine emissions and increasing energy recovery efficiency comprises an engine exhaust pipe 1, a supplementary combustion burner 2, a supercharger 3, and a starter-integrated motor 4;

[0006] The exhaust pipe inlet 8 of the engine exhaust pipe 1 is connected to the engine exhaust port, and the engine exhaust pipe 1 is connected to the afterburner 2. The afterburner burner outlet 9 is connected to the supercharger 3 and can drive the turbine of the supercharger 3 to work. The supercharger outlet 10 of the supercharger 3 is connected to the engine air box, and the engine air box is connected to the afterburner burner air inlet 14. The starter-generator motor 4 is connected to the shaft of the supercharger 3 through a coupling 12 to transmit torque;

[0007] The exhaust gas of the engine enters the afterburner 2 through the engine exhaust pipe inlet 8 for secondary combustion. The high-temperature gas after combustion enters the turbine of the supercharger 3 through the afterburner burner outlet 9 and drives the turbine to work.

[0008] The compressed air provided by the supercharger 3 enters the engine air box through the supercharger outlet 10 to provide scavenging pressure for engine starting; at the same time, the compressed air enters the afterburner 2 through the afterburner air inlet 14 via the engine air box.

[0009] Furthermore, the supercharger 3 provides electric energy output by controlling the starting-integrated motor 4, and adjusts the pressure of the supercharger compressor outlet 10 according to the size of the electric energy output.

[0010] Furthermore, the afterburner 2 includes a jet combustion chamber 7 and a swirl combustion chamber 6 , and the jet combustion chamber 7 is provided with an afterburner fuel inlet 13 , an afterburner air inlet 14 and a silicon nitride heating rod 15 .

[0011] Furthermore, the high-temperature gases in the engine exhaust pipe 1 and the afterburner 2 both enter the turbine inlet of the supercharger 3 through the afterburner outlet 9 .

[0012] Furthermore, the engine exhaust pipe 1 and the afterburner 2 are sealed by a tensioner 5 and the tensioner is tightened by thread locking.

[0013] Furthermore, the supercharger 3 and the supplementary combustion burner 2 are connected at the supplementary combustion burner outlet 9 via a flange and the flange surfaces are tightened with nuts.

[0014] Furthermore, the starting-and-generating motor 4 is fixed to the supercharger 3 via a motor bracket 11 , and the shaft of the starting-and-generating motor 3 and the shaft of the supercharger 3 transmit torque via a coupling 12 .

[0015] Furthermore, when the engine is started, the starting motor 4 drives the supercharger 3 to rotate, and the high-temperature gas discharged from the afterburner 2 enters the supercharger 3 to drive the supercharger 3 turbine to work. At this time, the working mode of the starting motor 4 is converted to the power generation mode.

[0016] Furthermore, the supplementary combustion burner also includes a nozzle, which includes a fuel nozzle core and a gas swirler.

[0017] Compared with the prior art, the present invention has a highly integrated afterburner 2 and an engine exhaust pipe 1. The air flow compressed by the compressor enters the engine air box through the compressor outlet 10, and the air in the engine air box enters the jet combustion chamber 7 of the afterburner 2 through the air inlet 14 of the afterburner 2 and burns in the jet combustion chamber 7 to form high-temperature combustion gas which enters the swirl combustion chamber 6 of the afterburner 2 in the form of a jet; at the same time, the engine exhaust enters the swirl combustion chamber 6 after passing through the engine exhaust pipe 1, and the two parts of high-temperature gas continue to burn in the swirl combustion chamber 6. The high-temperature combustion gas after combustion enters the turbine of the supercharger 3 to drive the turbine to work, and the turbine of the supercharger 3 simultaneously drives the compressor and the starter-in-one generator 4 of the supercharger 3 to rotate at high speed.

[0018] At the same time, in the regulation of the supplementary combustion and supercharging system, the speed of the supercharger 3 is regulated by controlling the power generation of the starting motor 4, and the pressure at the supercharger compressor outlet 10 is adjusted, thereby achieving pressure regulation in the air box behind the supercharger 3. By controlling the amount of fuel injection of the supplementary combustion burner 2, the temperature before the turbine of the supercharger 3 is regulated, the working capacity of the turbine is changed, and the pressure of the air box can also be regulated. Both of these regulation methods can adjust the air box pressure before the turbine of the supercharger 3 without releasing air. The combined use of the two regulation methods can maximize the efficiency of engine exhaust gas energy utilization. The supercharger 3 provides scavenging pressure for the engine while also providing electrical energy output. This supplementary combustion and supercharging system regulation method can simplify the regulation mechanism of the supercharger 3 and improve the efficiency of exhaust gas energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the supplementary combustion and supercharging system of the present invention.

[0020] Figure 2 This is a schematic diagram of the jet combustion chamber and some accessories.

[0021] Figure 3 Schematic diagram of the nozzle structure.

[0022] Among them, 1-engine exhaust pipe, 2-afterburner burner, 3-supercharger, 4-starting motor, 5-tensioning seal, 6-swirl combustion chamber, 7-jet combustion chamber, 8-exhaust pipe inlet, 9-afterburner burner outlet, 10-supercharger compressor outlet, 11-motor bracket, 12-coupling, 13-afterburner burner fuel inlet, 14-afterburner burner air inlet, 15-silicon nitride heating rod, 16-fuel nozzle core, 17-gas swirler, 18-air inlet, 19-oil outlet, 20-spiral oil channel, 21-first-stage swirl zone, 22-secondary swirl zone, 23-jet zone, 24-fuel injection chute, 25-fuel guide pipe. DETAILED DESCRIPTION

[0023] The technical solution of the present invention is further described in detail below in conjunction with the accompanying drawings of the present invention. Obviously, the described embodiments are only for illustration and are not intended to limit this application.

[0024] The specific embodiments of the present invention are described in further detail below with reference to the accompanying drawings.

[0025] like Figure 1 As shown, the present invention discloses a supplementary combustion and supercharging system for improving diesel engine emissions and enhancing energy recovery efficiency, which consists of four major components: an engine exhaust pipe 1, a supplementary combustion burner 2, a supercharger 3, and an integrated starting motor 4, as well as mounting structures corresponding to the four major components.

[0026] The engine exhaust pipe 1 and the afterburner 2 are sealed by the tensioner 5 and the tensioner is tightened by thread locking. The engine exhaust pipe 1 is connected to the afterburner 2 in this way to ensure the exhaust pipe assembly accuracy and reduce the assembly difficulty.

[0027] When the supplemental combustion and supercharging system is working, the engine exhaust pipe inlet 8 is connected to the engine exhaust port, the supercharger outlet 10 is connected to the engine air box, and the supplemental combustion burner air inlet 14 is connected to the engine air box.

[0028] The starter motor 4 is fixed to the supercharger 3 through the motor bracket 11. The shaft of the starter motor 4 and the shaft of the supercharger 3 transmit torque through the coupling 12. When the engine is started, the starter motor 4 drags the supercharger 3 to rotate. The compressed air provided by the supercharger 3 enters the engine air box through the supercharger outlet 10, providing scavenging pressure for engine starting, which can make it easier to start the engine on the plateau.

[0029] After the engine is started, the engine exhaust enters the swirl combustion chamber 6 of the afterburner 2 through the exhaust pipe inlet 8 and the engine exhaust pipe 1. At the same time, the compressed air provided by the supercharger 3 enters the jet combustion chamber 7 of the afterburner 2 through the engine air box and the air inlet 14 of the afterburner. The fuel enters the jet combustion chamber 7 of the afterburner 2 through the fuel inlet 13 of the afterburner. Under the action of the silicon nitride heating rod 15, it contacts the air coming in from the air inlet 14 of the afterburner to complete the ignition process of the afterburner 2. The ignited high-temperature gas is burned by the jet of the afterburner 2. The gas flows into the swirl combustion chamber 6 of the afterburning burner 2 and mixes with the engine exhaust gas entering from the engine exhaust pipe 1 for secondary combustion. During the secondary combustion process, the HC and CO in the engine exhaust gas are converted into harmless water and carbon dioxide, while the particulate matter mass is relatively large. In the swirl combustion chamber 6, it has a long residence time under the action of the gas swirl, and can be fully burned. It will eventually be converted into harmless substances and discharged through the afterburning burner outlet 9. The supercharger 3 and the afterburning burner 2 are connected by a flange at the afterburning burner outlet 9 and the flange surface is tightened with a nut.

[0030] The high-temperature gas exhausted by the afterburner 2 enters the supercharger 3, driving the supercharger 3's turbine to generate work, allowing the supercharger 3 to obtain greater energy. At this point, the starting-generator motor 4 switches its operating mode to power generation mode, controlling the amount of power generated to achieve control of the supercharger 3. Controlling the amount of oil entering the fuel inlet 13 of the afterburner 2 controls the temperature of the high-temperature gas entering the supercharger 3, ensuring that the supercharger 3 always operates in a high-efficiency range. The combined regulation of these two control methods allows for precise control of the supercharger 3 without releasing excess high-temperature gas before the supercharger 3 turbine, converting the high-temperature gas energy that would otherwise need to be released into electrical output. The use of these two regulation methods maximizes the efficiency of exhaust gas energy recovery.

[0031] A specific working process example of the present invention is: when a heavy-duty diesel engine is operating at a speed of 1500 rad / min, its supercharger pressure ratio is 1.5, the supercharger speed is 45000 rad / min, and the turbine bypass valve opening is 20%. The original engine emission data is a soot concentration of 2.9 FSN and a CO concentration of 900×10 -6 , THC concentration is 93×10 -6 , NOX concentration is 1450×10 -6 The total number of particles is 1.75×10 8 # / mL, the total mass of particles is 3.5×10 -4 μg / mL, the geometric mean diameter of the particles is 102.5nm, the fuel consumption is 180kg / h, and the exhaust temperature is 853K.

[0032] In this case, the supplementary combustion and supercharging system of the present invention was used. The air flow rate in the afterburner was 0.0125 kg / s and the fuel injection rate was 0.000625 kg / s. The fuel-air ratio in the design combustion chamber was 0.0613. The maximum combustion temperature in the jet burner reached 1200 K, and the main combustion zone temperature was 1600 K. After the supplementary combustion and supercharging system of the present invention was used, the soot concentration was reduced from 2.9 FSN to 1.7 FSN, a reduction of 41.3%. The CO concentration was reduced from 900 × 10 -6 Reduced to 430×10 -6 , decreased by 38.6%; THC concentration increased from 93×10 -6 Reduced to 56×10 -6 , decreased by 39.8%; NO X Concentration from 1450×10 -6 Reduced to 980×10 -6 , decreased by 32.4%; the total number of particulate matter decreased from 1.75×10 8 # / mL decreased to 0.82×10 8 # / mL, a decrease of 53.1%; the total mass of particulate matter was 3.5×10-4 μg / mL decreased to 2.71×10 -4 μg / mL, a decrease of 22.6%; the geometric mean diameter of particles decreased from 102.5nm to 85.6nm, a decrease of 16.5%.

[0033] Due to the closing of the turbine bypass valve and the energy of secondary combustion in the supplemental combustion supercharging system, the energy entering the turbine increases. At this time, the supercharger speed increases from 45,000 rad / min to 53,000 rad / min, and the pressure ratio increases from 1.5 to 1.8. At this time, the pressure sensor located in the engine intake manifold detects that the pressure ratio of the intake exceeds the requirements of the diesel engine. The turbocharger system control unit switches the working mode of the starter-generator motor 4 to the power generation mode and increases the power generation power to 0.8kW. At this time, the power generation capacity is 0.6kW / h. By increasing the power generation power of the starter-generator motor, the supercharger speed is reduced from 53,000 rad / min to 45,000 rad / min, and the pressure ratio is reduced to 1.5, returning to the pressure ratio required for the diesel engine to operate. Compared with the traditional supercharger and diesel engine matching method that discharges excess exhaust gas through the exhaust bypass valve, the supplemental combustion supercharging system proposed in the present invention improves the energy recovery efficiency and realizes greater utilization of exhaust gas energy.

[0034] In addition, if Figure 2-3 As shown, the supplementary combustion burner 2 of the supplementary combustion and supercharging system further includes a nozzle, which includes a fuel nozzle core 16 and a gas swirler 17; the gas swirler 17 includes an atomizing cylindrical cavity; the atomizing cylindrical cavity constitutes the primary swirl zone 21 of the jet combustion chamber 7.

[0035] The jet combustion chamber 7 further includes a secondary swirl zone 22 and a jet zone 23; the fuel nozzle core 16 is used to introduce fuel into the primary swirl zone 21; the primary swirl zone 21 is connected to the secondary swirl zone 22, and the secondary swirl zone 22 is connected to the jet zone 23;

[0036] The silicon nitride heating rod 15 is arranged in the secondary swirl zone 22 and is used to ignite the gas mixed with the atomized fuel in the secondary swirl zone 22; the jet zone 23 is connected to the swirl combustion chamber 6.

[0037] Optionally, the primary cyclone zone 21 , the secondary cyclone zone 22 and the jet zone 23 are all cylindrical cavities.

[0038] Optionally, the swirl combustion chamber 6 includes multiple shell surfaces, and a supplementary combustion burner outlet 9 is provided on the first shell surface, and the ratio of the diameter of the jet zone 23 to the secondary swirl zone 22 is 3:5 to 2:5; the first exhaust pipe inlet and / or the second exhaust pipe inlet are respectively provided on the third shell surface and / or the fourth shell surface adjacent to both the first shell surface and the second shell surface; an air inlet portion 18 is provided on the outer side of the primary swirl zone 21, and the air inlet portion 18 introduces air through the supplementary combustion burner air inlet 14; the ratio of the cross-sectional area of ​​the air inlet portion 18: the cross-sectional area of ​​the first exhaust pipe inlet: the cross-sectional area of ​​the second exhaust pipe inlet is 1:1:1.

[0039] Furthermore, the ratio of the engine displacement to the volume of the swirl combustion chamber is 50:1 to 65:1.

[0040] Furthermore, the cross section of the swirl combustion chamber 6 is a rounded rectangular cavity or a prototype.

[0041] Optionally, the first exhaust pipe inlet and the second exhaust pipe inlet are connected to the swirl combustion chamber 6 and the engine exhaust pipe respectively. The exhaust gas generated after the engine combustion enters the swirl combustion chamber 6 tangentially through the first exhaust pipe inlet and the second exhaust pipe inlet, forming a swirl in the swirl combustion chamber for full mixing. The HC, CO and carbon core particles in the engine exhaust gas are further burned and converted into CO2 and H2O in the swirl combustion chamber 6, while releasing chemical energy.

[0042] Optionally, the first exhaust pipe inlet and the second exhaust pipe inlet are arranged on both sides of the swirl combustion chamber 6 with the supplementary combustion burner outlet 9 as the boundary, and the engine exhaust enters the swirl combustion chamber 6 tangentially from both sides. At this time, the counter-flow facilitates the formation of a swirl in the combustion chamber, and is fully mixed with the high-temperature combustion gas entering the combustion chamber through the jet zone 23, thereby achieving a better secondary combustion effect.

[0043] Optionally, a gas inlet hole is provided on the side of the air inlet portion near the secondary swirl zone 22. The gas inlet hole is a centripetal hole that connects the air inlet portion 18 and the secondary swirl zone 22. The axis of the gas inlet hole is arranged at an angle to the axis of the secondary swirl zone 22. When gas flows through, it can generate tangential velocity, facilitating the generation of swirl. A swirl hole is provided on the side of the air inlet portion near the primary swirl zone 21. The cross-sectional area of ​​the gas inlet hole and the swirl hole are equal.

[0044] Optionally, the jet zone 23 is connected to the swirl combustion chamber 6 .

[0045] Optionally, the chamber volumes of the primary swirl zone 21 , the jet zone 23 , the secondary swirl zone 22 and the swirl combustion chamber 6 increase in sequence.

[0046] When in use, when the burner works before the engine: the silicon nitride heating rod 15 is preheated first, and the fuel enters the nozzle through the fuel inlet, passes through the fuel guide pipe 25, and is sprayed out through the oil outlet 19, flows through the spiral oil channel 20 on the fuel nozzle core 16, and enters the fuel injection chute 24 at the end of the spiral oil channel 20 and is sprayed into the primary swirl area 21; the gas enters the air inlet 14 of the afterburner burner, and a part of it flows into the primary swirl area 21 through the swirl hole of the primary swirl area 21, and the other part flows into the secondary swirl area 21 from the secondary swirl area 21. The gas inlet hole of zone 22 directly enters the secondary swirl zone 22; in the primary swirl zone 21, the fuel is fully mixed with the gas entering from the swirl hole of the primary swirler, and then enters the secondary swirl zone 22. After being ignited by the silicon nitride heating rod 15 extending into the secondary swirl zone 22, it begins to mix and burn, and is mixed with the gas from the gas inlet hole of the secondary swirl zone 22 and continues to burn; then it enters the jet zone 23, and at the same time the flame propagates in the opposite direction to the primary swirl zone 21, the silicon nitride heating rod 15 is powered off, and the ignition process is completed.

[0047] When the engine works before the burner: after the engine is started, the exhaust temperature of the engine reaches the threshold temperature (usually 300°C), the silicon nitride heating rod 15 is preheated, and the fuel enters the nozzle through the fuel inlet and passes through the fuel guide pipe 25 from the oil outlet 19 into the injection chute 24 at the end of the spiral oil channel 20 and is sprayed into the primary swirl area 21. In the primary swirl area 21, it is mixed with the gas from the air inlet 18 and enters the secondary swirl area 22 to start mixed combustion. It then enters the swirl combustion chamber 6 through the jet area 23 for secondary combustion. It is ignited by the high-temperature exhaust gas in the swirl combustion chamber 6, and the flame propagates back to the primary swirl area 21. Then the silicon nitride heating rod 15 is turned off to complete the ignition process.

[0048] The high-temperature combustion gas in the primary swirl zone 21 enters the secondary swirl zone 22 and continues to mix with the gas to burn, then enters the jet zone 23 to expand and accelerate, enters the swirl combustion chamber 6, and mixes with the piston engine exhaust gas entering the swirl combustion chamber 6 from the first exhaust pipe inlet for secondary combustion. During the secondary combustion process, HC, CO and carbon core particles continue to burn and are converted into CO2 and H2O, releasing energy. The completely burned gas is discharged through the swirl swirl combustion chamber afterburner outlet 9.

[0049] The primary swirl zone 21 in the present invention achieves full mixing of gas and fuel through the swirl holes opposite to the inclined groove. At the same time, since the gas and fuel flow rates in the primary swirl zone are slower than those in the secondary swirl zone, the mixed air flow can be fully burned in the primary swirl zone, which is the main combustion zone after stable combustion. The secondary swirl zone 22 realizes ignition at startup and performs combustion reaction as a secondary combustion zone. First, the gas enters the burner along the tangential direction, forming a pre-swirl effect in the cavity of the air inlet part 18. A part of it passes through the swirl holes on the side wall of the cavity of the primary swirl zone 21 and enters the primary swirl zone 21 along the tangential direction to form a primary swirl; the other part passes through the gas inlet holes on the side wall of the air inlet part and enters the secondary swirl zone 22 along the tangential direction of the burner to generate a secondary swirl; the jet zone 23 accelerates the expansion of the high-temperature combustion gas and enters the swirl combustion chamber 6.

[0050] When the primary cyclone zone 21 enters the secondary cyclone zone 22, it forms a primary cyclone. When the gas enters the secondary cyclone zone 22 from the air inlet portion 18, it passes through the gas inlet hole (cyclone hole) and naturally generates a cyclone. Since the gas inlet holes are evenly distributed in a circular shape along the cross section, a secondary cyclone is formed when the gas merges with the primary cyclone in the secondary cyclone zone 22, thereby strengthening the primary cyclone.

[0051] The jet is realized through the jet area 23, which connects the secondary swirl area 22 and the swirl combustion chamber 6. The internal space of the secondary swirl area 22 is smaller than the swirl combustion chamber 6, so that a pressure difference is generated on both sides of the jet area 23. The swirl is accelerated when passing through the jet area 23. After entering the swirl combustion chamber 6, it breaks away from the constraints of the jet area 23 tube wall to form a jet.

[0052] Thus far, the technical solutions of the present application have been described in conjunction with the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A supplementary combustion and supercharging system for improving diesel engine emissions and increasing energy recovery efficiency, characterized in that: It comprises an engine exhaust pipe (1), a supplementary combustion burner (2), a supercharger (3) and a starting-integrated motor (4); The exhaust pipe inlet (8) of the engine exhaust pipe (1) is connected to the engine exhaust port, the engine exhaust pipe (1) is connected to the afterburner (2), the afterburner burner outlet (9) is connected to the supercharger (3) and can drive the turbine of the supercharger (3) to work, the supercharger outlet (10) of the supercharger (3) is connected to the engine air box, the engine air box is connected to the afterburner burner air inlet (14), and the starter-generator motor (4) and the supercharger (3) are connected through a coupling (12) to transmit torque; The exhaust gas of the engine enters the afterburner (2) through the engine exhaust pipe inlet (8) for secondary combustion, and the high-temperature gas after combustion enters the turbine of the supercharger (3) through the afterburner outlet (9) and drives the turbine to perform work; The compressed air provided by the supercharger (3) enters the engine air box through the supercharger outlet (10) to provide scavenging pressure for engine starting; at the same time, the compressed air enters the afterburner (2) through the afterburner air inlet (14) via the engine air box; the afterburner (2) includes a jet combustion chamber (7) and a swirl combustion chamber (6); the jet combustion chamber (7) is provided with an afterburner fuel inlet (13), an afterburner air inlet (14) and a silicon nitride heating rod (15); The afterburning burner (2) also includes a nozzle, which includes a fuel nozzle core (16) and a gas swirler (17); the gas swirler (17) includes an atomizing cylindrical cavity; the atomizing cylindrical cavity constitutes a primary swirling area (21) of the jet combustion chamber (7); an air inlet (18) is provided outside the primary swirling area (21), and the air inlet (18) introduces air through the afterburning burner air inlet (14); a swirl hole is provided on a side of the air inlet close to the primary swirling area (21); The jet combustion chamber (7) further comprises a secondary swirl zone (22) and a jet zone (23); the fuel nozzle core (16) is used to introduce fuel into the primary swirl zone (21); the primary swirl zone (21) is connected to the secondary swirl zone (22), and the secondary swirl zone (22) is connected to the jet zone (23); The chamber volumes of the primary swirl zone (21), the jet zone (23), the secondary swirl zone (22) and the swirl combustion chamber (6) increase in sequence.

2. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 1, characterized in that: The supercharger (3) provides electric energy output by controlling the starting-integrated motor (4), and adjusts the pressure of the supercharger compressor outlet (10) according to the size of the electric energy output.

3. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 2, characterized in that: High-temperature gases in the engine exhaust pipe (1) and the afterburner (2) both enter the turbine inlet of the supercharger (3) through the afterburner outlet (9).

4. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 3, characterized in that: The engine exhaust pipe (1) and the afterburner (2) are sealed by a tensioner (5), and the tensioner is compressed by thread locking.

5. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 4, characterized in that: The supercharger (3) and the afterburner (2) are connected at the outlet (9) of the afterburner through a flange, and the flange surfaces are compressed with nuts.

6. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 5, characterized in that: The starting-and-generating integrated motor (4) is fixed to the supercharger (3) via a motor bracket (11), and the shaft of the starting-and-generating integrated motor (3) and the shaft of the supercharger (3) transmit torque via a coupling (12).

7. The post-combustion supercharging system for improving diesel engine emissions and increasing energy recovery efficiency according to claim 6, characterized in that: When the engine is started, the starting and generating integrated motor (4) drives the supercharger (3) to rotate, and the high-temperature combustion gas discharged from the afterburner (2) enters the supercharger (3) to drive the turbine of the supercharger (3) to work. At this time, the working mode of the starting and generating integrated motor (4) is converted to the power generation mode.

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