High-pressure common-rail inflation homogeneous charge compression ignition engine

Abstract

The invention relates to the technical field of multi-fuel variable compression ratio homogeneous compression ignition internal combustion engines. The high-pressure common-rail air-flushing homogeneous charge compression ignition engine is characterized by mainly comprising an oil injection ignition head (1), a heat exchange disc (2), a piston (3), a combustion chamber (4), a stamping air passage (5), a stamping valve (6), a constant-pressure air rail (7), a constant-pressure valve (8), a cam shaft (9), an air inlet valve (10), an exhaust valve (11), a pressure release valve (12), a high-pressure air rail (13) and a heat exchange sleeve (14). High-pressure fuel gas in a power stroke combustion chamber (4) of the engine is stored, and when the power stroke of the engine is timed, the stored compressed gas is released back to the combustion chamber (4), and air-fuel mixed gas in the combustion chamber (4) is compressed and combusted; similarly, the combustion chamber (4) can be pressurized when the compression stroke stamping valve (6) is opened, and the pressure intensity of the combustion chamber (4) before ignition is changed by high-pressure compressed gas so as to adapt to the requirements of different fuels on the compression ratio.

Description

[0001] Technical Field: This invention relates to the technology of multi-fuel, variable compression ratio homogeneous compression ignition (HCCI) internal combustion engines. Currently, no internal combustion engine has achieved HCCI. If HCCI could be achieved, the homogenized fuel within the engine combustion chamber would result in better combustion and emissions, improved thermal efficiency to over 60%, faster fuel combustion energy release, and enhanced power performance. HCCI has long been the highest pursuit of engine R&D institutions worldwide.

[0002] Background technology: The high-pressure gas generated by the engine's power stroke is stored in the gas rail, and this high-pressure gas is then injected into the cylinder at the timing required for ignition to compress and ignite the air-fuel mixture in the combustion chamber. Summary of the invention:

[0003] The exhaust valve is placed in the middle, the intake valve is arranged in a ring around the exhaust valve, a heat exchange sleeve is set in the exhaust valve chamber, and the combustion chamber is arranged below the exhaust valve. The intake air does not directly enter the combustion chamber.

[0004] The intake cam and exhaust cam are arranged on an integrated intake and exhaust camshaft.

[0005] The combustion gas after the power stroke enters the cylinder and heats the heat exchange plate. The fuel sprayed by the fuel injection ignition head onto the heat exchange plate and the exhaust valve is better atomized.

[0006] The combustion chamber is on the cylinder head, and the fuel injected into the combustion chamber by the injection ignition head does not enter the cylinder.

[0007] The ram gas goes outside the heat exchange jacket, and the exhaust gas goes inside the heat exchange jacket. The heat exchange jacket absorbs the exhaust heat to heat the ram gas.

[0008] The high-pressure gas rail is connected to the combustion chamber through the pressure relief valve and the outer channel of the heat exchange sleeve; the constant-pressure gas rail is connected to the combustion chamber through the ram valve, the outer channel of the heat exchange sleeve and the ram air channel; the high-pressure gas rail and the constant-pressure gas rail are connected through the constant pressure valve.

[0009] The pressure in the constant pressure rail is controlled by the constant pressure valve to maintain constant pressure; the pressure in the high pressure rail is controlled by the pressure relief valve, which opens when the pressure in the combustion chamber reaches a certain height. The pressure in the high pressure rail is greater than that in the constant pressure rail.

[0010] Two ignition modes: at the end of the compression stroke, at the engine timing moment, the fuel injection ignition head spark ignites, and the engine enters the power stroke; during the power stroke, the pressure relief valve opens, releasing the high-pressure gas in the engine cylinder into the high-pressure gas rail. The high-pressure gas stored in the high-pressure gas rail (13) reaches a certain pressure and enters the constant-pressure gas rail through the constant-pressure valve. When the compression stroke of the engine piston reaches near the top dead center in the next power cycle, the ram valve opens, and the high-pressure gas enters the combustion chamber to compress and ignite the air-fuel mixture in the engine.

[0011] During the compression stroke, the ram valve opens for a period of time, and the compressed gas in the constant pressure rail can enter part of the combustion chamber to adapt to the compression ratio (cylinder pressure when reaching the top dead center) requirements of different fuels. Description of the drawings:

[0012] Figure 1 .Axial center plane view of the engine cylinder

[0013] The present invention is described in detail below with reference to the accompanying drawings.

[0014] like Figure 1 As shown, the high-pressure common rail HCCI engine consists of a fuel injection ignition head (1), a heat exchange plate (2), a piston (3), a combustion chamber (4), a ram air channel (5), a ram valve (6), a constant pressure rail (7), a constant pressure valve (8), a camshaft (9), an intake valve (10), an exhaust valve (11), a pressure relief valve (12), a high-pressure rail (13), and a heat exchange sleeve (14).

[0015] like Figure 1 As shown, the exhaust valve (11) is arranged in the middle, the intake valve (10) is arranged in a ring around the exhaust valve (11), a heat exchange sleeve (13) is arranged in the exhaust valve chamber, and the combustion chamber (4) is arranged below the exhaust valve (11).

[0016] like Figure 1 As shown, the intake cam and the exhaust cam are arranged on an integrated intake and exhaust camshaft (9), the intake cam presses the intake valve (10) through the intake valve pressure plate, and the exhaust cam presses the exhaust valve (11) through the exhaust valve pressure plate.

[0017] like Figure 1 As shown, the combustion gas after the power stroke enters the cylinder and heats the heat exchange disk (2). The fuel injection hole of the fuel injection ignition head (1) is directed toward the exhaust valve and the heat exchange disk (2). The fuel sprayed onto the exhaust valve (11) and the heat exchange disk (2) is heated and atomized better.

[0018] like Figure 1 As shown, the combustion chamber (4) is on the cylinder head, and the fuel injection ignition head injects fuel during the compression stroke, and the fuel injected into the combustion chamber does not enter the cylinder.

[0019] like Figure 1 As shown, the ramming gas goes outside the heat exchange sleeve (14), and the discharged exhaust gas goes inside the heat exchange sleeve (14). The heat exchange sleeve (14) absorbs the exhaust heat to heat the ramming gas.

[0020] like Figure 1As shown, the high-pressure gas rail (13) is connected to the combustion chamber (4) through the pressure relief valve (12) and the outer channel of the heat exchange sleeve (14); the constant-pressure gas rail (7) is connected to the combustion chamber (4) through the ram valve (6) and the outer channel of the heat exchange sleeve (14) and the ram gas channel (5); the high-pressure gas rail (13) and the constant-pressure gas rail (7) are connected through the constant-pressure valve.

[0021] The pressure in the constant pressure rail (7) is controlled by the constant pressure valve (8) to maintain a constant pressure; the pressure in the high pressure rail (13) is controlled by the pressure relief valve (12), and the pressure relief valve (12) opens when the pressure in the combustion chamber (4) reaches a certain level. The pressure of the high pressure rail (13) is greater than the pressure of the constant pressure rail (7).

[0022] like Figure 1 As shown, one ignition method is: at the end of the compression stroke, at the timing moment, the fuel injection ignition head (1) sparks ignition, the air-fuel mixture flame propagates, burns, expands and performs work, and the engine enters the power stroke. At this time, the constant pressure gas rail (7) begins to store high-pressure gas. Another ignition method is: during the power stroke, the pressure relief valve (12) opens, and the high-pressure gas in the engine combustion chamber (4) is released into the high-pressure gas rail (13). The high-pressure gas stored in the high-pressure gas rail (13) reaches a certain pressure and enters the constant pressure gas rail (7) through the constant pressure valve (8). When the compression stroke of the engine piston reaches the top dead center in the next power cycle, the ram valve (6) opens at the timing moment, and the high-pressure gas enters the combustion chamber (4) through the outside of the heat exchange sleeve (14) and the ram gas channel (5), and the air-fuel mixture in the engine combustion chamber (4) is compressed and ignited.

[0023] like Figure 1 As shown, during the compression stroke, the ram valve (6) opens for a period of time, and the compressed gas in the constant pressure rail (7) can enter a part of the combustion chamber (4) to adapt to the requirements of different fuels for compression ratio (cylinder pressure when reaching the top dead center).

[0024] Implementation method: a portion of the high-pressure gas in the combustion chamber (4) during the power stroke of the engine is stored, and when compression ignition is required at the right moment of the power stroke of the engine, the stored portion of compressed gas is released back to the combustion chamber (4) to compress the air-fuel mixture in the combustion chamber (4); similarly, the ram valve (6) can be opened during the compression stroke to increase the pressure in the combustion chamber (4), and the high-pressure compressed gas can be used to change the pressure in the combustion chamber (4) before ignition to adapt to the compression ratio requirements of different fuels.

Claims

1. The high-pressure common rail homogeneous charge compression ignition engine according to claim 1, comprising an injection ignition head (1), a heat exchange plate (2), a piston (3), a combustion chamber (4), a ram air channel (5), a ram valve (6), a constant pressure rail (7), a constant pressure valve (8), a camshaft (9), an intake valve (10), an exhaust valve (11), a pressure relief valve (12), a high-pressure rail (13), and a heat exchange sleeve (14). It is characterized in that: (1) The exhaust valve (11) is arranged in the middle, the intake valve (10) is arranged in a ring around the exhaust valve (11), the intake valve (10) opens in the cylinder, a heat exchange sleeve (13) is arranged in the exhaust valve chamber, and the combustion chamber (4) is arranged below the exhaust valve (11). (2) The intake cam and the exhaust cam are arranged on an integrated intake and exhaust camshaft (9). (3) A porous heat exchange disk (2) is arranged between the combustion chamber and the cylinder, and the fuel injection hole of the fuel injection ignition head (1) faces the exhaust valve (11) and the heat exchange disk (2). (4) The high-pressure gas rail (13) is connected to the combustion chamber (4) through the pressure relief valve (12) and the outer channel of the heat exchange sleeve (14); the constant-pressure gas rail (7) is connected to the combustion chamber (4) through the ram valve (6), the outer channel of the heat exchange sleeve (14) and the ram gas channel (5); the high-pressure gas rail (13) and the constant-pressure gas rail (7) are connected through the constant-pressure valve (8).

2. The high-pressure common rail homogeneous charge compression ignition engine as described in claim 1, wherein the intake and exhaust cams of the invention share a common shaft, the camshaft (9).

3. The high-pressure common rail homogeneous charge compression ignition engine as claimed in claim 1, wherein the intake valve (10) is arranged in a ring around the exhaust valve (11).

4. In the high-pressure common rail homogeneous charge compression ignition engine as described in claim 1, the exhaust valve (11) is inside the combustion chamber (4), the intake valve (10) is outside the combustion chamber (4), and the intake air first enters the cylinder and does not directly enter the combustion chamber (4).

5. The high-pressure common rail homogeneous charge compression ignition engine as claimed in claim 1, wherein the combustion chamber (4) is on the cylinder head, and the fuel injected into the combustion chamber (4) by the injection ignition head (1) does not enter the cylinder.

6. In the high-pressure common rail homogeneous charge compression ignition engine as described in claim 1, the combustion gas after the power stroke enters the cylinder and heats the heat exchange disk (2), so that the fuel injected by the injection ignition head (1) onto the heat exchange disk (2) is better atomized.

7. The high-pressure common rail homogeneous charge compression ignition engine as described in claim 1, wherein the ram gas entering the combustion chamber (4) through the ram valve (6) passes through the outside of the heat exchange jacket (14), and the exhausted exhaust gas passes through the inside of the heat exchange jacket (14), and the heat exchange jacket (14) absorbs the exhaust heat to heat the ram gas.

8. The high-pressure common rail homogeneous charge compression ignition engine as described in claim 1, wherein the pressure in the constant pressure rail (7) of the invention is controlled by a constant pressure valve (8) to maintain a constant pressure; the pressure relief valve (12) opens when the pressure in the combustion chamber reaches a certain height, and the pressure of the high-pressure rail (13) is greater than the pressure of the constant pressure rail (7); when the pressure in the combustion chamber (4) reaches a high level during the power stroke, the pressure relief valve (12) automatically opens under the action of the high-pressure gas, releasing the high-pressure gas in the engine cylinder into the high-pressure gas rail (13), and the high-pressure gas stored in the high-pressure gas rail (13) reaches a certain pressure and enters the constant pressure rail (7) for storage through the constant pressure valve (8).

9. The high-pressure common rail homogeneous charge compression ignition engine as described in claim 1 and claim 8 has two ignition modes. At the end of the compression stroke, at the engine timing moment, the fuel injection ignition head (1) sparks ignited, and the engine enters the power stroke. At this time, the constant pressure rail stores gas; during the power cycle, the ram valve (6) opens at the timing moment (at this time, the constant pressure rail (7) stores relatively high-pressure compressed gas), and the high-pressure gas rushes into the combustion chamber (4) to compression-ignite the air-fuel mixture.

10. The high-pressure common rail HCCI engine as claimed in claim 1, wherein during the compression stroke, the ram valve (6) is opened for a period of time, and the compressed gas in the constant pressure rail (7) can enter a portion of the combustion chamber (4) to adapt to the requirements of different fuels for the cylinder compression ratio (cylinder pressure when reaching the top dead center).

11. The high-pressure common rail homogeneous charge compression ignition engine as claimed in claim 1, wherein the pressure relief valve (12) of the invention has an electronically adjustable pressure relief pressure.

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