Engine full-operation-cycle air-source-free atomizing injection system

Abstract

The invention belongs to the technical field of fuel atomization of internal combustion engines, and particularly relates to an engine full-operation-cycle air-source-free atomization injection system which comprises a starting system, an atomization injection system body and a control module. The atomization injection system comprises an air auxiliary nozzle, an air channel, a pressure sensor and an exhaust electromagnetic valve, the air channel comprises an exhaust pipe I and an exhaust pipe II, and the exhaust electromagnetic valve is installed on the exhaust pipe I; the air auxiliary nozzle is used for being installed on an engine cylinder and facing the interior of a combustion chamber, the air outlet end of the exhaust pipe II is communicated with the air auxiliary nozzle, the pressure regulating valve is installed on the exhaust pipe II, and the pressure sensor is installed on the portion, between the exhaust pipe I and the pressure regulating valve, of the exhaust pipe II. And the control module is electrically connected with the pressure sensor, the air auxiliary nozzle and the exhaust electromagnetic valve. According to the invention, the fuel can be well atomized in the whole operation period of the engine taking heavy oil as the fuel.

Description

Technical Field

[0001] The invention belongs to the technical field of fuel atomization of internal combustion engines, and in particular relates to an air-source-free atomization injection system for the entire operation cycle of an engine. Background Art

[0002] With the advancement of technology and the reduction of costs, drones have been widely used in agriculture, logistics, military, firefighting and rescue in recent years due to their flexibility, efficiency and safety. At present, aviation heavy oil has become the preferred fuel for aviation piston engines because it is more stable, less volatile, and safer and more reliable to transport and store than gasoline. However, aviation heavy oil has a high viscosity and is not easy to atomize and evaporate. During the injection process, a liquid oil film may form on the nozzle or the wall of the combustion chamber, which reduces the atomization efficiency of the fuel, resulting in incomplete combustion and increased emissions. Therefore, an air-assisted injection system is required to first inject the fuel into the compressed air through the injector, and then inject it into the engine cylinder or intake duct through the air nozzle, using the secondary impact of high-pressure air on the fuel particles to achieve a good atomization effect of the fuel.

[0003] The existing method of supplying the fuel nozzle gas source to the engine air-assisted injection device is to install an air compression pump on the drone, compress the ambient air through the compression pump to form a high-pressure gas source, and then transport the high-pressure gas to the air-assisted nozzle to achieve impact crushing of the fuel particles.

[0004] However, installing an air compression pump will significantly increase the weight of the drone, increase its fuel consumption and reduce its flexibility; the exhaust gas can only be introduced into the air-assisted nozzle when the engine is running normally, and the engine starting conditions are not taken into consideration. Summary of the invention

[0005] The present invention is intended to provide an engine full-cycle air-source-free atomizing injection system to solve the problem of atomizing the fuel well during the entire operation cycle of an engine using heavy oil as fuel.

[0006] In order to achieve the above-mentioned object, the scheme of the present invention is: an engine full-cycle air-source-free atomizing injection system, including a starting system, an atomizing injection system and a control module:

[0007] The starting system is used to drive the engine's crankshaft;

[0008] The atomizing injection system includes an air-assisted nozzle, an air circuit, a pressure sensor and an exhaust solenoid valve, wherein the air circuit includes an exhaust pipe I and an exhaust pipe II, and the exhaust solenoid valve is installed on the exhaust pipe I; the air-assisted nozzle is used to be installed on the engine cylinder and faces the combustion chamber, the air outlet end of the exhaust pipe II is connected to the air-assisted nozzle, a pressure regulating valve is installed on the exhaust pipe II, and the pressure sensor is installed on the exhaust pipe II between the exhaust pipe I and the pressure regulating valve;

[0009] The control module is electrically connected to the pressure sensor, the air assist nozzle and the exhaust solenoid valve.

[0010] The working principle and beneficial effects of this solution are: using the inherent starting system and exhaust system of the internal combustion engine, the motor drives the crank-connecting rod mechanism to discharge the exhaust gas in the engine combustion chamber when the engine is started, and the engine's own piston is used to form high-pressure gas, and then the high-pressure gas is transported as the gas source to the fuel nozzle of the engine's air-assisted injection device to achieve impact crushing of the fuel particles and form a good atomization effect. This solution does not require the installation of an air compressor pump on the drone, and does not require an additional gas source. At the same time, it takes into account the gas source supply under the starting condition. It can achieve impact crushing of the fuel particles in the air-assisted nozzle while greatly reducing the weight of the drone and improving its flexibility.

[0011] Optionally, the air inlet end of the air circuit includes an exhaust valve, an exhaust valve control mechanism for driving the exhaust valve is installed on the exhaust valve, and the exhaust valve control mechanism is electrically connected to the control module. The existing structure of the engine is effectively utilized to reduce the cost of modification and use.

[0012] Optionally, a pressure stabilizing tank is further included, which is arranged on the exhaust pipe II between the exhaust pipe I and the pressure regulating valve, and a pressure sensor is arranged on the pressure stabilizing tank, so as to ensure the stability of the air pressure in the exhaust pipe II, and then ensure the stability of the detection data of the pressure sensor, and further ensure the stability of the atomization effect.

[0013] Optionally, a one-way valve is also included, which is arranged on the exhaust pipe II. The one-way valve is located on the portion of the exhaust pipe II between the exhaust pipe I and the pressure-stabilizing tank.

[0014] Optionally, there are multiple atomizing injection systems, and the exhaust pipes I of each atomizing injection system are interconnected. First, due to the alternating operation of the pistons, high-pressure gas is alternately generated, and multiple atomizing injection systems are connected in parallel, which can simultaneously utilize the high-pressure gas compressed by multiple pistons to more quickly increase the injection pressure at startup; second, this parallel scheme can improve the redundancy of the entire system, and the system has higher reliability and longer service life.

[0015] Optionally, an auxiliary system is also included, which includes a gas cylinder, which is connected to the exhaust pipe II through a gas storage control valve, and the gas cylinder is provided with an auxiliary air pipe connected to the air auxiliary nozzle, and the auxiliary air pipe is installed with an auxiliary control valve, and the gas storage control valve and the auxiliary control valve are both electrically connected to the control module. The gas cylinder can be pre-filled with compressed gas, and the pressure of the filled gas can be greater than or equal to the pressure set by the pressure regulating valve. In the early stage of starting the starting system, when the pressure of the compressed gas in the exhaust pipe II does not reach the pressure set by the pressure regulating valve, the auxiliary control valve is opened through the control module, and the pressure is supplemented with the compressed gas in the gas cylinder, so as to further ensure the good atomization effect of the fuel during the full operation cycle of the engine. It is also possible not to pre-fill the compressed gas, and open the gas storage control valve through the control module to store part of the gas and pressure in the exhaust pipe II in the gas cylinder for use in emergency situations.

[0016] Optionally, the air-assisted nozzle includes a main nozzle and a sub-nozzle, the exhaust pipe II is connected to the main nozzle, and the auxiliary air pipe is connected to the sub-nozzle.

[0017] Optionally, there are multiple auxiliary nozzles; the gas storage bottle is connected to the pressure-stabilizing tank.

[0018] Optionally, the jet directions of the secondary nozzles intersect with each other or the secondary nozzles are tilted clockwise or counterclockwise at the same time. When the jet directions of the secondary nozzles intersect, the gases ejected from multiple secondary nozzles collide, which further facilitates the collision of fuel particles, thereby facilitating the atomization of the fuel. When the nozzles are tilted in the same direction, it is easy to form a vortex in the combustion chamber, allowing the fuel and air to be fully mixed, which is also conducive to the full combustion of the fuel.

[0019] Optionally, it also includes an exhaust pipe III and a worm gear supercharging mechanism, the exhaust pipe III is connected to the exhaust pipe I, the exhaust pipe III is connected to the air inlet of the turbocharger mechanism after passing through the supercharging control valve, the air outlet of the turbocharger mechanism is connected to the gas storage bottle, and the supercharging control valve is electrically connected to the control module, so as to facilitate the use of exhaust gas to drive the turbocharger mechanism and to facilitate the replenishment of compressed gas into the gas storage bottle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the air-source-free atomization injection system for the entire operation cycle of the engine in the first embodiment of the present invention;

[0021] Figure 2 It is a schematic diagram of the air-source-free atomization injection system for the entire operation cycle of the engine in the second embodiment of the present invention;

[0022] Figure 3 It is a partial structural schematic diagram of the air-assisted nozzle of the air-source-free atomization injection system for the entire operation cycle of the engine in the second embodiment of the present invention. DETAILED DESCRIPTION

[0023] The following is further described in detail through specific implementation methods:

[0024] The symbols in the drawings of the specification include: air-assisted nozzle 1, main nozzle 101, auxiliary nozzle 102, exhaust valve 2, air circuit 3, exhaust pipe I 4, exhaust pipe II 5, one-way valve 6, exhaust solenoid valve 7, pressure-stabilizing tank 8, pressure sensor 9, pressure regulating valve 10, cylinder 11, piston 12, starter motor 13, crankshaft 14, connecting rod 15, gas cylinder 16, gas storage control valve 17, auxiliary air pipe 18, auxiliary control valve 19.

[0025] Embodiment 1

[0026] This embodiment is basically Figure 1 Shown: The engine full operation cycle airless atomizing injection system, including the starting system, atomizing injection system and control module:

[0027] The starting system is used to drive the crankshaft 14 of the engine. In this embodiment, the starting system is the starting motor 13 of the engine and related circuits. When the starting motor 13 is started, the crankshaft 14 of the engine is driven to rotate, and the crankshaft 14 drives the connecting rod 15 to drive the piston 12 of the engine to move and do work, thereby generating compressed gas in the combustion chamber.

[0028] The atomizing injection system includes an air-assisted nozzle 1, an air circuit 3, a one-way valve 6, a pressure sensor 9 and an exhaust solenoid valve 7. The air inlet end of the air circuit 3 is connected to the engine combustion chamber. More specifically, the air circuit 3 includes an exhaust valve 2, and an exhaust valve 2 control mechanism for driving the movement is installed on the exhaust valve 2. The exhaust valve 2 control mechanism can be a wire pulling mechanism, a cam mechanism, etc. The exhaust valve 2 control mechanism is electrically connected to the control module. By utilizing the existing exhaust structure on the engine, the air circuit 3 is connected to the exhaust side of the engine to reduce the modification and use cost of the system. In this embodiment, each engine cylinder 11 corresponds to a set of atomizing injection systems.

[0029] The gas circuit 3 includes an exhaust pipe I and an exhaust pipe II 5, an exhaust solenoid valve 7 is installed on the exhaust pipe I 4, and the exhaust pipes I 4 of each atomizing injection system are connected to each other. An air-assisted nozzle 1 is installed on each engine cylinder 11 and faces the combustion chamber. The outlet end of the exhaust pipe II 5 is connected to the air-assisted nozzle 1. A pressure regulating valve 10, a one-way valve 6 and a pressure stabilizing tank 8 are installed on the exhaust pipe II 5. The pressure stabilizing tank 8 is arranged on the part between the exhaust pipe I 4 and the pressure regulating valve 10 on the exhaust pipe II 5. The pressure sensor 9 is arranged on the pressure stabilizing tank 8, and the one-way valve 6 is located on the part between the exhaust pipe I 4 and the pressure stabilizing tank 8 on the exhaust pipe II 5. The pressure regulating valve 10 can adjust the value of the pressure regulating valve 10 according to the working conditions.

[0030] The control module, which is the engine ECU in this embodiment, is electrically connected to the pressure sensor 9, the air-assisted nozzle 1 and the exhaust solenoid valve 7. By obtaining the air pressure in the air path 3 of the exhaust pipe II 5 measured by the pressure sensor 9 (that is, the air pressure in the pressure regulating tank 8), and comparing it with the pressure value set by the pressure regulating valve 10, when the sensor pressure is greater than or equal to the pressure value set by the pressure regulating valve 10, the control module controls the exhaust solenoid valve 7 to open, so that the compressed gas is discharged from the exhaust pipe I 4, otherwise, the exhaust solenoid valve 7 is closed, and the exhaust valve 2 control device opens the exhaust valve 2, so that the compressed gas enters the air path 3 of the exhaust pipe II 5, in preparation for the use of the air-assisted nozzle 1. When the control module opens the air-assisted nozzle 1, the compressed gas is sprayed into the combustion chamber to achieve impact damage to the heavy oil fuel particles. If the pressure value detected by the pressure sensor 9 at the start of the engine meets the set pressure of the pressure regulating valve 10, the exhaust valve 2 will no longer be opened, but high-pressure gas will be formed in the engine combustion chamber to wait for the next stage of combustion work.

[0031] Embodiment 2

[0032] The only difference from the first embodiment is that in this embodiment, as shown in the attached Figure 2 As shown, the auxiliary system is also included, and the auxiliary system includes a gas cylinder 16, and the gas cylinder 16 is made of lightweight and high-strength materials, such as aluminum-magnesium alloy. The gas cylinder 16 is connected to the pressure-stabilizing tank 8 through a gas storage control valve 17. The gas cylinder 16 is provided with an auxiliary air pipe 18 connected to the air-assisted nozzle 1, and an auxiliary control valve 19 is installed on the auxiliary air pipe 18. The gas storage control valve 17 and the auxiliary control valve 19 are both electrically connected to the control module. The gas cylinder 16 can be pre-filled with compressed gas, and the pressure of the filled gas can be greater than or equal to the pressure set by the pressure regulating valve 10. At the initial stage of starting the starting system, when the pressure of the compressed gas in the exhaust pipe II 5 does not reach the pressure set by the pressure regulating valve 10, the auxiliary control valve 19 is opened through the control module, and the pressure is supplemented by the compressed gas in the gas cylinder 16, so as to further ensure the good atomization effect of the fuel in the full operation cycle of the engine. It is also possible not to pre-charge the compressed gas, and open the gas storage control valve 17 through the control module to store part of the gas and pressure in the exhaust pipe II 5 in the gas storage bottle 16 for use in emergency situations, such as when the starting system suddenly fails or the ambient air pressure of the engine drops sharply.

[0033] In this embodiment, as shown in the attached Figure 3 As shown, the air-assisted nozzle 1 includes a main nozzle 101 and a secondary nozzle 102, the exhaust pipe II 5 is connected to the main nozzle 101, and the auxiliary air pipe 18 is connected to the secondary nozzle 102. The main nozzle 101 and the secondary nozzle 102 are designed separately, and the main nozzle 101 is usually used, and the secondary nozzle 102 is used only when the secondary nozzle 102 is needed.

[0034] In this embodiment, the number of the secondary nozzles 102 is multiple, more specifically, 2, and they are symmetrically distributed on both sides of the main nozzle 101 and tilted in the same direction in the clockwise direction, so as to form a vortex in the combustion chamber, so that the fuel and air are fully mixed, which is also conducive to the full combustion of the fuel. In another embodiment, the jet directions of the secondary nozzles 102 intersect with each other, and the gases ejected from the multiple secondary nozzles 102 collide, which is further conducive to promoting the collision of fuel particles, thereby facilitating the atomization of the fuel, and is particularly suitable for the atomization of heavy oil with higher viscosity.

[0035] In another embodiment, an exhaust pipe III and a worm gear supercharging mechanism are further included, wherein the exhaust pipe III is connected to the exhaust pipe I4, and the exhaust pipe III is connected to the air inlet of the turbocharger mechanism after passing through the supercharging control valve, and the air outlet of the turbocharger mechanism is connected to the gas storage bottle 16, and the supercharging control valve is electrically connected to the control module. When the gas passes through the exhaust pipe I4, the worm gear supercharging mechanism is driven, so that the exhaust gas is used to drive the turbocharger mechanism and replenish the compressed gas in the gas storage bottle 16.

[0036] The above are only embodiments of the present invention. The invention is not limited to the fields involved in this implementation case. The common sense such as the known specific structures and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field to which the invention belongs before the application date or the priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the protection scope of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to explain the content of the claims.

Claims

1. The engine full operation cycle air-free atomization injection system is characterized by: Including starting system, atomizing injection system and control module: The starting system is used to drive the engine's crankshaft; The atomizing injection system includes an air-assisted nozzle, an air circuit, a pressure sensor and an exhaust solenoid valve, wherein the air circuit includes an exhaust pipe I and an exhaust pipe II, and the exhaust solenoid valve is installed on the exhaust pipe I; the air-assisted nozzle is used to be installed on the engine cylinder and faces the combustion chamber, the air outlet end of the exhaust pipe II is connected to the air-assisted nozzle, a pressure regulating valve is installed on the exhaust pipe II, and the pressure sensor is installed on the exhaust pipe II between the exhaust pipe I and the pressure regulating valve; The control module is electrically connected to the pressure sensor, the air assist nozzle and the exhaust solenoid valve.

2. The engine full-cycle air-source-free atomization injection system according to claim 1, characterized in that: The air inlet end of the air circuit includes an exhaust valve, on which an exhaust valve control mechanism for driving movement is installed, and the exhaust valve control mechanism is electrically connected to the control module.

3. The engine full-cycle air-source-free atomization injection system according to claim 2, characterized in that: It also includes a pressure stabilizing tank, which is arranged on the exhaust pipe II at the part between the exhaust pipe I and the pressure regulating valve, and a pressure sensor is arranged on the pressure stabilizing tank.

4. The engine full-cycle air-source-free atomization injection system according to claim 3, characterized in that: It also includes a one-way valve, which is arranged on the exhaust pipe II. The one-way valve is located on the portion of the exhaust pipe II between the exhaust pipe I and the pressure-surge tank.

5. The engine full-cycle air-source-free atomization injection system according to claim 1, characterized in that: There are multiple atomizing injection systems, and the exhaust pipes I of each atomizing injection system are interconnected.

6. The engine full-cycle air-source-free atomization injection system according to claim 1, characterized in that: It also includes an auxiliary system, which includes a gas cylinder, which is connected to the exhaust pipe II through a gas control valve. The gas cylinder is provided with an auxiliary air pipe connected to the air auxiliary nozzle, and the auxiliary air pipe is installed with an auxiliary control valve. The gas control valve and the auxiliary control valve are both electrically connected to the control module.

7. The engine full-cycle air-source-free atomization injection system according to claim 6, characterized in that: The air-assisted nozzle comprises a main nozzle and a sub-nozzle, the exhaust pipe II is connected to the main nozzle, and the auxiliary air pipe is connected to the sub-nozzle.

8. The engine full-cycle air-source-free atomization injection system according to claim 7, characterized in that: There are multiple auxiliary nozzles; the gas storage bottle is connected to the pressure regulating tank.

9. The engine full-cycle air-source-free atomization injection system according to claim 8, characterized in that: The jet directions of the sub-nozzles cross each other or the sub-nozzles are tilted clockwise or counterclockwise at the same time.

10. The engine full-cycle air-source-free atomization injection system according to claim 6, characterized in that: It also includes an exhaust pipe III and a worm gear supercharging mechanism. The exhaust pipe III is connected to the exhaust pipe I. The exhaust pipe III is connected to the intake end of the turbocharger mechanism after passing through the boost control valve. The outlet end of the turbocharger mechanism is connected to the gas storage bottle. The boost control valve is electrically connected to the control module.

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