Intake air preheating device and engine

Abstract

The application discloses an air intake preheating device and an engine. The air intake preheating device comprises a heating piece, a heat conduction part and an oil injection port. The heating piece is inserted into an air intake pipe of the engine. The heat conduction part comprises a heat conduction piece and a sheath assembly. The sheath assembly is sleeved on the heating piece. The heat conduction piece is connected with the sheath assembly. The heat conduction piece and the sheath assembly are connected to form a temperature gradient. The oil injection port is arranged in the air intake pipe of the engine. The oil injection port is arranged on one side of the heating piece and is opened towards the direction of the heat conduction piece. In the state that the heating piece is heated, the temperature of the heat conduction piece is lower than the temperature of the sheath assembly.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, and more particularly, to an intake air preheating device and an engine. BACKGROUND

[0002] Preheating the intake air of a diesel engine and then entering the engine after the atmospheric temperature is raised can effectively increase the temperature at the end of compression in the cylinder, avoid spray misfire, and is an important means to solve the poor cold start performance of diesel engines in plateau environments.

[0003] Since the exhaust turbocharger does not work during the cold start stage, only the fresh air heated by the intake air preheating device directly enters the cylinder of the diesel engine, so the intake air preheating device is crucial to the cold start of the diesel engine. Unlike electrically heated intake air preheating, flame intake air preheating uses fuel and air in the intake pipe of the diesel engine to burn to increase the temperature of the intake air of the diesel engine.

[0004] However, in the prior art, in order to ensure stable ignition, the surface temperature of the heating element generally needs to be higher than 800℃, however, when liquid fuel flows or is injected onto a high-temperature wall surface above 800℃, the evaporation and vaporization efficiency of the liquid fuel is greatly reduced due to the Leidenfrost effect, which is not conducive to the formation of gaseous fuel.

[0005] Therefore, there is a need to provide a new technical solution to solve the above technical problems. SUMMARY

[0006] An object of the present application is to provide a new technical solution for an intake air preheating device.

[0007] According to a first aspect of the present application, an intake air preheating device is provided. The intake air preheating device comprises a heating element, a heat conduction part, and an oil injection port; the heating element is inserted into an intake pipe of an engine; the heat conduction part comprises a heat conduction element and a sheath assembly, the sheath assembly is sleeved on the heating element, the heat conduction element is connected with the sheath assembly, and the heat conduction element and the sheath assembly are connected to form a temperature gradient; the oil injection port is arranged in the intake pipe of the engine, the oil injection port is arranged on one side of the heating element, and the oil injection port is opened towards the direction of the heat conduction element; wherein, in the state of heating of the heating element, the temperature of the heat conduction element is lower than the temperature of the sheath assembly.

[0008] Optionally, the heat conduction part comprises multiple layers of the sheath assembly, the multiple layers of the sheath assembly are sleeved on the heating element, the diameter size of the sheath assembly gradually increases from the heating element to the heat conduction element, the temperature of the sheath assembly gradually decreases from the heating element to the heat conduction element, the multiple layers of the sheath assembly are sleeved on the heating element to form a temperature gradient, and the heat conduction element is connected with one layer of the sheath assembly to form a temperature gradient from the heating element to the heat conduction element.

[0009] Optionally, the sheath assembly has a first end and a second end disposed opposite to the first end, the second end being provided with an opening through which a portion of the heating element is exposed.

[0010] Optionally, the heating element includes a first heating rod and a second heating rod, and the oil injection port is disposed at a corresponding position between the first heating rod and the second heating rod.

[0011] Optionally, the sheath assembly includes a first sheath and a second sheath, wherein the first sheath is fitted onto the first heating rod and the second sheath is fitted onto the second heating rod.

[0012] Optionally, the heat-conducting component is a porous dielectric heat-conducting plate, which is disposed between the first sheath and the second sheath.

[0013] Optionally, one end of the porous dielectric heat-conducting plate is connected to the first sheath, and the end of the porous dielectric heat-conducting plate opposite to the first sheath is connected to the second sheath.

[0014] Optionally, the first sheath, the heat-conducting element, and the second sheath are integrally formed.

[0015] Optionally, when the heating element is heated, the temperature of the first sheath is greater than the temperature of the porous dielectric heat-conducting plate, and the temperature of the second sheath is greater than the temperature of the porous dielectric heat-conducting plate.

[0016] Optionally, the temperature gradually increases from the heat-conducting plate toward the first sheath, and the temperature gradually decreases from the second sheath toward the porous dielectric heat-conducting plate, with the temperature of the first sheath and the temperature of the second sheath being the same.

[0017] According to a second aspect of this application, an engine is provided, the engine including the intake manifold and the intake preheating device as described in any of the above claims.

[0018] In this embodiment, by controlling the temperature of the heating element, a temperature gradient is formed between the sheath assembly and the heat-conducting element. After the liquid fuel is injected into the heat-conducting element, evaporation is enhanced before ignition and combustion. This decouples fuel evaporation and vaporization, air mixing, and ignition and combustion, effectively avoiding the problems of low fuel vaporization efficiency, coking and blockage, heating element erosion, and design optimization difficulties that occur in existing flame intake preheating devices, and effectively improving the cold start performance of diesel engines.

[0019] Other features and advantages of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0021] Figure 1 is a structural schematic diagram of the air intake preheating device in the embodiments of the present application;

[0022] Figure 2 is a schematic diagram of the air intake preheating device and the air intake pipe in the assembled state in the embodiments of the present application;

[0023] Figure 3 is a schematic diagram of the working state of the air intake preheating device in the embodiments of the present application;

[0024] Figure 4 is a structural schematic diagram of the air intake preheating device and the engine in the embodiments of the present application.

[0025] Legend of reference signs:

[0026] 1 - heating member; 11 - first heating rod; 12 - second heating rod;

[0027] 2 - heat conduction part; 21 - heat conduction member; 22 - sheath assembly; 221 - first end; 222 - second end; 223 - first sheath; 224 - second sheath;

[0028] 3 - oil injection port;

[0029] 4 - air intake pipe. DETAILED DESCRIPTION

[0030] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions, and numerical values set forth in these embodiments are not limiting to the scope of the present application unless specifically stated otherwise.

[0031] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way limiting to the scope of the application or its applications or uses.

[0032] Techniques, methods, and devices known to those of ordinary skill in the relevant art can not be discussed in detail herein. However, where appropriate, techniques, methods, and devices should be considered as part of the description of the present application.

[0033] In all of the examples shown and discussed herein, any specific values should be interpreted as merely illustrative and not as a limitation. Thus, other examples of the exemplary embodiments can have different values.

[0034] It should be noted that like numerals and letters refer to like items throughout the several views, as such, once an item is defined in one view, it need not be discussed further in subsequent views.

[0035] According to one embodiment of the present application, an air intake preheating device is provided. The air intake preheating device comprises a heating element 1, a heat conducting part 2 and an oil injection port 3. The heating element 1 is inserted into an air intake pipe 4 of an engine. The heat conducting part 2 comprises a heat conducting element 21 and a sheath assembly 22, the sheath assembly 22 is sleeved on the heating element 1, the heat conducting element 21 is connected with the sheath assembly 22, and the heat conducting element 21 and the sheath assembly 22 are connected to form a temperature gradient. The oil injection port 3 is arranged in the air intake pipe 4 of the engine, the oil injection port 3 is arranged on one side of the heating element 1, and the oil injection port 3 is opened towards the direction of the heat conducting element 21. In the state that the heating element 1 is heated, the temperature of the heat conducting element 21 is lower than the temperature of the sheath assembly 22.

[0036] As shown in Figures 1 to 4 , the heating element 1 is a heating rod with a columnar structure, the end of the heating rod connected with a wire is located outside the air intake pipe 4 of the diesel engine, and the end of the heating rod away from the wire is inserted into the air intake pipe 4 of the diesel engine. The heating rod is used to warm up and supercharge the diesel engine.

[0037] As shown in Figures 1 to 3 , the heat conducting part 2 comprises a heat conducting element 21 and a sheath assembly 22. The sheath assembly 22 is a hollow column. The sheath assembly 22 is fixed on the mounting base of the diesel engine by screws. The end of the heating rod away from the wire is inserted into the hollow column of the sheath assembly 22. When the heating rod works, the sheath assembly 22 can conduct heat.

[0038] Of course, the sheath assembly 22 in the embodiment of the present application is not limited to the above structure, and those skilled in the art can set it according to actual needs. For example, the sheath assembly 22 can also be a hollow column, and the side wall of the sheath assembly 22 has an assembly opening opened in the axial direction, so as to facilitate the assembly of the sheath assembly 22 and the heating element 1.

[0039] As shown in Figures 1 to 2 , the heat conducting element 21 is a rectangular plate. The heat conducting element 21 is fixed with the sheath assembly 22 by welding. In the working state of the heating rod, the sheath assembly 22 conducts the heat energy released by the heating rod to the heat conducting element 21. Part of the heat is dissipated in the process of transmission, so that the temperature of the heat conducting element 21 is lower than that of the sheath assembly 22, so as to avoid the situation that when the heat conducting element 21 contacts with the fuel, the temperature of the heat conducting element 21 is too high to cause coking, resulting in oil way blockage and heating element ablation.

[0040] As shown in Figures 2 to 3As shown, the diesel engine intake pipe 4 is provided with an oil injection port 3. Fuel can be injected into the intake pipe 4 through the oil injection port 3.

[0041] The oil injection port 3 is arranged on one side of the heating element 1 and faces the direction of the heat conducting element 21 so as to spray liquid fuel onto the heat conducting element 21 for intensified evaporation of the liquid fuel through the heat conducting element 21.

[0042] That is, the oil injection port 3 corresponds to the position of the heat conducting element 21. Liquid fuel can be sprayed onto the surface of the heat conducting element 21 through the oil injection port 3. In the working state of the heating rod, the sheath assembly 22 transmits heat to the heat conducting element 21, the liquid fuel sprayed onto the heat conducting element 21 is intensified to evaporate through the heat conducting element 21, the liquid fuel is formed into gaseous fuel, and the gaseous fuel is mixed with part of the incoming air to form combustible mixture.

[0043] The combustible mixture is ignited by the high-temperature wall surface of the heating rod under the push of the incoming air and forms stable flame. Then, the high-temperature exhaust gas after combustion is mixed with the incoming cold air, and finally the temperature of the incoming air is raised.

[0044] In the embodiment, the heat of the heating element 1 is transmitted to the heat conducting element 21 through the sheath assembly 22 to form temperature gradient, the temperature of the heating element 1, the sheath assembly 22 and the heat conducting element 21 decreases gradually, so as to avoid coking, oil path blockage and heating element ablation, the fuel Leidenfrost effect evaporation is promoted through the heat conducting element 21, the further intensified evaporation of the fuel is realized through the heat conducting element 21, the stable ignition and combustion of the fuel mixture are realized through the high-temperature wall surface of the heating element 1, and finally the temperature of the engine intake air is raised and the cold start performance is improved.

[0045] In one example, the heat conducting part 2 includes a plurality of sheath assemblies 22, the plurality of sheath assemblies 22 are sleeved on the heating element 1, the diameter size of the sheath assembly 22 gradually increases from the heating element 1 to the heat conducting element 21, the temperature of the sheath assembly 22 gradually decreases from the heating element 1 to the heat conducting element 21, the plurality of sheath assemblies 22 are sleeved on the heating element 1 to form temperature gradient, and the heat conducting element 21 is connected with one of the sheath assemblies 22 to form temperature gradient from the heating element 1 to the heat conducting element 21.

[0046] The sheath assembly 22 is in the form of hollow column, the sheath assembly 22 is sleeved on the heating element 1, one side of the sheath assembly 22 close to the heating element 1 is the inner side, and the other side of the sheath assembly 22 away from the heating element 1 is the outer side. The heating element 1 is externally sleeved with the plurality of sheath assemblies 22, that is, the sheath assemblies 22 are sleeved on the heating element 1 layer by layer from the outside, the plurality of sheath assemblies 22 are sleeved on the heating element 1 layer by layer, and the diameter size of the sheath assembly 22 gradually increases from the inside to the outside.

[0047] The multi-layer sheath assembly 22 is fitted onto the heating element 1. The sheath assembly 22 closer to the heating element 1 has a higher temperature, while the sheath assembly 22 further away from the heating element 1 has a lower temperature than the sheath assembly 22 closer to the heating element 1. In other words, the temperature of the multi-layer sheath assembly 22 decreases layer by layer from the inside to the outside, thus forming a temperature gradient.

[0048] When the heat-conducting element 21 is connected to one of the sheathing assemblies 22, a gradually decreasing temperature gradient is formed from the heating element 1 to the sheathing assembly 22 and back to the heat-conducting element 21. The distance between each layer of the multi-layer sheathing assembly 22 and the heating element 1 is different, resulting in different temperatures for each layer of the sheathing assembly 22, thus forming a temperature gradient through the multi-layer sheathing assembly 22.

[0049] In this embodiment, the temperature of the heat-conducting element 21 can also be adjusted by connecting the heat-conducting element 21 to sheath assemblies 22 of different layers. For example, when the heat-conducting element 21 is connected to a sheath assembly 22 close to the heating element 1, the temperature of the heat-conducting element 21 is at a first temperature; when the heat-conducting element 21 is connected to a sheath assembly 22 far from the heating element 1, the temperature of the heat-conducting element 21 is at a second temperature, and the temperature value of the first temperature is greater than the temperature value of the second temperature.

[0050] In one example, the sheath assembly 22 has a first end 221 and a second end 222 disposed opposite to the first end 221, the second end 222 being provided with an opening through which a portion of the heating element 1 is exposed.

[0051] like Figures 1 to 3 As shown, the sheath assembly 22 is a hollow column. The sheath assembly 22 is sleeved on the heating element 1. One end of the heating element 1 is connected to a wire. The end of the sheath assembly 22 closest to the heating element 1 with the wire connected is the first end 221. The end of the sheath assembly 22 furthest from the heating element 1 with the wire connected is the second end 222. That is, the first end 221 and the second end 222 are positioned opposite each other.

[0052] An opening is provided at the second end 222 of the sheath assembly 22. The end of the heating element 1 away from the one connected to the wire extends out of the second end 222, so that a portion of the heating element 1 is exposed to the opening, so that the combustible mixture is ignited by the incoming air flow and forms a stable flame by contacting the high-temperature wall surface of the heating element 1 exposed at the opening.

[0053] Subsequently, the high-temperature exhaust gas after combustion mixes with the incoming cold air, ultimately raising the temperature of the incoming air.

[0054] Of course, the sheath assembly 22 in this embodiment is not limited to the structure described above, and those skilled in the art can configure it according to actual needs. For example, the opening of the sheath assembly 22 can also be provided on the side wall of the hollow column.

[0055] In one example, the heating element 1 comprises a first heating rod 11 and a second heating rod 12, and the oil injection port 3 is arranged at a corresponding position between the first heating rod 11 and the second heating rod 12.

[0056] As shown in Figures 1 to 2 The heating element 1 comprises a first heating rod 11 and a second heating rod 12. The first heating rod 11 and the second heating rod 12 are identical in structure and size.

[0057] The top of the first heating rod 11 is connected with a wire, and the bottom of the first heating rod 11 is inserted into the air inlet pipe 4. The top of the second heating rod 12 is connected with a wire, and the bottom of the second heating rod 12 is inserted into the air inlet pipe 4.

[0058] The part of the first heating rod 11 inside the air inlet pipe 4 and the part of the second heating rod 12 inside the air inlet pipe 4 are sleeved with a protection assembly.

[0059] The oil injection port 3 is arranged at a corresponding position between the first heating rod 11 and the second heating rod 12.

[0060] Between the first heating rod 11 and the second heating rod 12, i.e. in the middle of the protection assembly, the middle of the protection assembly is provided with a heat conducting element 21. That is, the heat conducting element 21 is arranged in the middle of the protection assembly, i.e. between the first heating rod 11 and the second heating rod 12.

[0061] The oil injection port 3 is arranged in the air inlet pipe 4 and corresponds to the middle of the protection assembly. The oil injection port 3 is arranged opposite to the position of the heat conducting element 21. Through the oil injection port 3, liquid fuel can be sprayed onto the heat conducting element 21.

[0062] Through heating by the heating rod, the temperature of the sheath assembly 22 is raised, so that the temperature of the heat conducting element 21 connected with the sheath assembly 22 is raised, and then the liquid fuel is intensified to evaporate through the heat conducting element 21, so that the liquid fuel is intensified to evaporate to form gaseous fuel, and the liquid fuel is intensified to evaporate through contact with the heat conducting element 21, so as to avoid coking of the surface of the heating element 1 or the surface of the sheath assembly 22 due to too high temperature and contact with the liquid fuel, resulting in blockage of the oil way and ablation of the heating element.

[0063] In one example, the sheath assembly 22 comprises a first sheath 223 and a second sheath 224, the first sheath 223 is sleeved on the first heating rod 11, and the second sheath 224 is sleeved on the second heating rod 12.

[0064] As shown in Figures 1 to 2 The sheath assembly 22 comprises a first sheath 223 and a second sheath 224. That is, the sheath assembly 22 comprises two hollow cylindrical sheaths.

[0065] The first sheath 223 is sleeved on the end of the first heating rod 11 away from the wire. The second sheath 224 is sleeved on the end of the second heating rod 12 away from the wire.

[0066] By arranging the first heating rod 11 and the second heating rod 12, the temperature rising speed can be effectively improved. By arranging the first sheath 223 and the second sheath 224, the temperature of the first heating rod 11 and the second heating rod 12 can be effectively prevented from being too high, so that the coking of the high-temperature wall surface is avoided, and the oil circuit is not affected and the heating element is not damaged.

[0067] Of course, the sheath assembly 22 in the embodiments of the present application is not limited to the above structure, and those skilled in the art can arrange it according to actual needs. For example, when a plurality of heating elements 1 are arranged, the number of sheaths can be matched with the number of heating elements 1. For example, when three heating elements 1 are inserted into the intake pipe 4, the sheath assembly 22 includes a first sheath 223, a second sheath 224 and a third sheath.

[0068] In one example, the heat conduction member 21 is a porous medium heat conduction plate, which is arranged between the first sheath 223 and the second sheath 224.

[0069] As shown in Figures 1 to 3 The heat conduction member 21 is a porous medium heat conduction plate. The liquid fuel sprayed onto the heat conduction member 21 through the oil injection port 3 can be dispersed by the porous medium heat conduction plate, so that the liquid fuel is not concentrated and the evaporation is not easy to strengthen. The dispersed liquid fuel sprayed by the porous medium heat conduction plate effectively improves the evaporation speed, and finally realizes the improvement of the intake temperature of the diesel engine and improves the cold start ability of the diesel engine.

[0070] The porous medium heat conduction plate is arranged between the first sheath 223 and the second sheath 224, that is, the first sheath 223 and the second sheath 224 are arranged on opposite sides of the porous medium heat conduction plate. The first sheath 223 is heated by the first heating rod 11, and the second sheath 224 is heated by the second heating rod 12. The temperature of the first sheath 223 and the second sheath 224 is raised to transfer heat to the porous medium heat conduction plate, so that the temperature of the porous medium heat conduction plate is raised.

[0071] In one example, one end of the porous medium heat conduction plate is connected with the first sheath 223, and the opposite end of the porous medium heat conduction plate is connected with the second sheath 224.

[0072] As shown in Figures 1 to 2 The porous medium heat conduction plate is in the shape of a rectangular plate. The porous medium heat conduction plate has two opposite long edges. One of the long edges is connected with the side wall of the first sheath 223, and the other long edge is connected with the side wall of the second sheath 224.

[0073] That is, the porous medium heat conducting plate is arranged between the first sheath 223 and the second sheath 224, and heat is synchronously transmitted through the first sheath 223 and the second sheath 224 to balance the temperature of the porous medium heat conducting plate, thereby facilitating evaporation of the liquid fuel sprayed on the surface of the porous medium heat conducting plate through the oil injection port 3.

[0074] The opposite sides of the porous medium heat conducting plate can be connected with the first sheath 223 and the second sheath 224 by welding, screw connection or embedding and the like.

[0075] Of course, the heat conducting member 21 in the embodiment of the present application is not limited to the above structure and material, and a person skilled in the art can make settings according to actual needs. For example, the heat conducting member 21 can also be a square plate or the like in shape and made of metal material.

[0076] In one example, the first sheath 223, the heat conducting member 21 and the second sheath 224 are integrally formed.

[0077] As shown in Figures 1 to 2 Figures 1 to 3 The first sheath 223, the porous medium heat conducting plate and the second sheath 224 are integrally formed, and the first sheath 223 and the second sheath 224 are made of porous medium metal material to facilitate evaporation of the liquid fuel sprayed through the oil injection port 3.

[0078] In one example, in the state that the heating member 1 is heated, the temperature of the first sheath 223 is higher than that of the porous medium heat conducting plate, and the temperature of the second sheath 224 is higher than that of the porous medium heat conducting plate.

[0079] By controlling the power of the first heating rod 11 and the second heating rod 12, the temperature of the first heating rod 11 is the same as that of the second heating rod 12, and the temperature of the first sheath 223 is the same as that of the second sheath 224. The temperature of the first heating rod 11 is higher than that of the first sheath 223, and the temperature of the first sheath 223 is higher than that of the porous medium heat conducting plate. The temperature of the second heating rod 12 is higher than that of the second sheath 224, and the temperature of the second sheath 224 is higher than that of the porous medium heat conducting plate.

[0080] That is, the temperature of the first heating rod 11, the first sheath 223 and the porous medium heat conducting plate decreases in turn. The temperature of the second heating rod 12, the second sheath 224 and the porous medium heat conducting plate decreases in turn.

[0081] The first sheath 223 is sleeved on the first heating rod 11, and the second sheath 224 is sleeved on the second heating rod 12, that is, the temperature of the first sheath 223, the porous medium heat conducting plate and the second sheath 224 forms a high-low-high temperature gradient.

[0082] By controlling the heating rods to form a temperature gradient between the sheath assembly 22 and the porous medium heat conducting plate, the Leidenfrost effect of fuel is avoided to promote evaporation, further enhanced evaporation of fuel is achieved by the porous medium heat conducting plate, stable ignition and combustion of fuel mixture is achieved by the high temperature wall of the heating rods, and finally the intake temperature of the diesel engine is increased to improve its cold start performance.

[0083] In one example, the temperature gradually increases from the first sheath 223 to the heat conducting plate, and the temperature gradually decreases from the second sheath 224 to the heat conducting plate, and the temperature of the first sheath 223 is the same as that of the second sheath 224.

[0084] By controlling the power of the first heating rod 11 and the second heating rod 12, a temperature gradient is formed between the sheath assembly 22 and the heat conducting member 21.

[0085] That is, by controlling the power of the first heating rod 11 and the second heating rod 12, the temperature of the side of the first sheath 223 and the second sheath 224 close to the heating rods, i.e. the inside of the hollow column, is controlled at 1300K. The temperature of the side of the first sheath 223 and the second sheath 224 close to the porous medium heat conducting plate, i.e. the outer wall of the hollow column, is controlled at 573K-1300K. The temperature of the porous medium heat conducting plate is controlled at 373K-573K. By controlling the power of the first heating rod 11 and the second heating rod 12, a high-low-high temperature gradient is formed between the first sheath 223, the porous medium heat conducting plate, and the second sheath 224, to achieve the purpose of avoiding the Leidenfrost effect of fuel to promote evaporation, and finally the purpose of increasing the intake temperature of the diesel engine to improve its cold start performance.

[0086] According to another embodiment of the present application, an engine is provided, which includes the intake pipe 4 and the intake preheating device as described above.

[0087] The intake preheating device is suitable for a diesel engine, the sheath assembly 22 of the intake preheating device is fixed to the mounting base of the diesel engine by screws, and the heating member 1 and the oil injection port 3 of the intake preheating device are arranged in the intake pipe 4 of the diesel engine.

[0088] By arranging the intake preheating device in the intake pipe 4 of the diesel engine, the liquid fuel is first enhanced to evaporate and then ignited to burn, which realizes the decoupling of fuel evaporation, air mixing, and ignition and combustion, effectively avoids the problems of low fuel vaporization efficiency, coking and blocking, heating element ablation, and design optimization difficulty of the existing flame intake preheating device, and effectively improves the cold start performance of the diesel engine.

[0089] While certain embodiments of the application have been described by way of example, it should be appreciated that those skilled in the art can certainly make modifications to the described embodiments without departing from the scope and spirit of the application. The scope of the application is defined in the accompanying claims.

Claims

1. An air intake preheating device, characterized in that, include: A heating element (1) is inserted into the intake pipe (4) of the engine; The heat-conducting part (2) includes a heat-conducting element (21) and a sheath assembly (22). The sheath assembly (22) is sleeved on the heating element (1). The heat-conducting element (21) is connected to the sheath assembly (22). The connection between the heat-conducting element (21) and the sheath assembly (22) forms a temperature gradient. The fuel injector (3) is located inside the intake pipe (4) of the engine. The fuel injector (3) is located on one side of the heating element (1) and is opened towards the heat conductor (21). In the case where the heating element (1) is heated, the temperature of the heat-conducting element (21) is lower than the temperature of the sheath assembly (22) to avoid the heat-conducting element (21) from becoming too hot and coking when it comes into contact with fuel. When the heating element (1) is in operation, the sheath assembly (22) transfers heat to the heat-conducting element (21), and the liquid fuel sprayed onto the heat-conducting element (21) is enhanced by the evaporation of the liquid fuel, so that the liquid fuel becomes gaseous fuel. Then, a portion of the incoming air mixes with the gaseous fuel to form a combustible mixture. The combustible mixture is ignited by the high-temperature wall of the heating element (1) under the push of the incoming air and forms a stable flame.

2. The intake preheating device according to claim 1, characterized in that, The heat-conducting part (2) includes multiple layers of the sheath assembly (22), which are sleeved on the heating element (1). The diameter of the sheath assembly (22) gradually increases from the heating element (1) to the heat-conducting element (21), and the temperature of the sheath assembly (22) gradually decreases from the heating element (1) to the heat-conducting element (21). The multiple layers of the sheath assembly (22) sleeved on the heating element (1) form a temperature gradient. The heat-conducting element (21) is connected to one of the sheath assemblies (22) to form a temperature gradient from the heating element (1) to the heat-conducting element (21).

3. The intake preheating device according to claim 1, characterized in that, The sheath assembly (22) has a first end (221) and a second end (222) disposed opposite to the first end (221), the second end (222) being provided with an opening through which a portion of the heating element (1) is exposed.

4. The intake preheating device according to claim 1, characterized in that, The heating element (1) includes a first heating rod (11) and a second heating rod (12), and the oil injection port (3) is disposed at a corresponding position between the first heating rod (11) and the second heating rod (12).

5. The intake preheating device according to claim 4, characterized in that, The sheath assembly (22) includes a first sheath (223) and a second sheath (224), wherein the first sheath (223) is fitted onto the first heating rod (11) and the second sheath (224) is fitted onto the second heating rod (12).

6. The intake preheating device according to claim 5, characterized in that, The heat-conducting component (21) is a porous dielectric heat-conducting plate, which is disposed between the first sheath (223) and the second sheath (224).

7. The intake preheating device according to claim 6, characterized in that, One end of the porous dielectric heat-conducting plate is connected to the first sheath (223), and the other end of the porous dielectric heat-conducting plate opposite to the first sheath (223) is connected to the second sheath (224).

8. The intake preheating device according to claim 7, characterized in that, When the heating element (1) is heated, the temperature of the first sheath (223) is greater than the temperature of the porous medium heat-conducting plate, and the temperature of the second sheath (224) is greater than the temperature of the porous medium heat-conducting plate.

9. The intake preheating device according to claim 7, characterized in that, The temperature gradually increases from the heat-conducting plate toward the first sheath (223), and gradually decreases from the second sheath (224) toward the porous medium heat-conducting plate. The temperature of the first sheath (223) and the temperature of the second sheath (224) are the same.

10. An engine, characterized in that, It includes the air intake pipe (4) and the air intake preheating device as described in any one of claims 1-9.

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