Fuel mixing and supplying mechanism of dual-fuel engine

Abstract

The invention discloses a fuel mixing and supplying mechanism of a dual-fuel engine, and relates to the field of fuel mixing, the fuel mixing and supplying mechanism comprises a cylinder bridge, a connecting rod, an air compression assembly and a cylinder assembly, the air compression assembly comprises an air compression outer barrel, an air compression inner barrel, an air compression piston and an air supply mechanism, and the cylinder assembly comprises a cylinder piston, an air cylinder sleeve and an oil pumping mechanism. When the air compression outer barrel moves along with the air cylinder bridge, the air supply mechanism sucks air and fuel gas in a self-suction mode through the pressure difference of a cavity in the air compression process, the air and the fuel gas are mixed in proportion, the mixed gas is conveyed into a combustion chamber of the air cylinder sleeve, and quantitative supply of the mixed gas can be achieved without additional supercharging equipment; fuel oil is pumped into the air cylinder sleeve through the oil pumping mechanism, the gas supply mechanism feeds mixed gas of fuel gas and air in a self-suction mode for layering or homogeneous mixing, the dual-fuel supply system can flexibly adjust the proportion of the fuel gas and the fuel oil according to the load working condition, the combustion process is optimized, and emission of harmful gas is reduced while power output is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of fuel mixing technology, and more specifically to a fuel mixing and supply mechanism for a dual-fuel engine. Background Technology

[0002] A dual-fuel engine is an internal combustion engine capable of simultaneously using both fuel oil and natural gas. It achieves flexible switching through two independent fuel supply systems and is widely used in ships, generator sets, and other fields. Its core technologies include a high-pressure common rail diesel injection and gas fuel injection system working in tandem. Diesel pre-injection ignites the main combustion of natural gas to reduce unburned methane emissions. The fuel switching system automatically selects the optimal mode based on operating conditions, ensuring reliable starting even in low-temperature environments. It automatically switches to pure diesel mode when the natural gas supply is interrupted.

[0003] The shortcomings of existing technologies are that the fuel mixing mechanism of existing dual-fuel engines has an imbalance in the ratio of the two fuels when mixing and the supply rhythm is not matched, resulting in low combustion efficiency and large fluctuations in power output. In addition, the air supply system of existing fuel mixing mechanisms usually relies on external power to ensure a stable supply of gas and air. The supply system has a complex structure and high energy consumption, and it is difficult to adapt to the problem of precise delivery of air and gas under different engine speeds and load conditions. Summary of the Invention

[0004] The purpose of this invention is to provide a fuel mixing and supply mechanism for a dual-fuel engine to overcome the aforementioned shortcomings of the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: A dual-fuel engine fuel mixing and supply mechanism includes a cylinder bridge, a connecting rod rotatably disposed in the middle of the cylinder bridge, the connecting rod being rotatably connected to a crankshaft, the crankshaft being rotatably disposed in a crankcase, and two compressor assemblies symmetrically disposed on the cylinder bridge, with a cylinder assembly disposed at the end of the compressor assembly away from the cylinder bridge. The number of the air compressor assemblies is two. Each air compressor assembly includes an outer air compressor cylinder and an inner air compressor cylinder that is slidably disposed on the inner side of the outer air compressor cylinder. The inner air compressor cylinder is disposed on the crankcase. The inner air compressor cylinder and the outer air compressor cylinder are connected by a piston ring and an oil ring dynamic seal. A air compressor piston is disposed on the inner side of the inner air compressor cylinder by a piston ring dynamic seal. An air supply mechanism is disposed on the air compressor piston. The air supply mechanism can deliver air and fuel gas into the cylinder assembly in a self-priming manner. The cylinder assembly includes a cylinder piston, which is threadedly disposed at the end of the compressor outer cylinder away from the cylinder bridge. A cylinder liner is provided on the outside of the cylinder piston through a piston ring and an oil ring in a dynamic seal. The cylinder liner is stationary relative to the crankcase. An oil pumping mechanism is provided between the two cylinder liners for pumping fuel into the two cylinder liners.

[0006] As described above, the upper side of the end of the compressed air inner cylinder away from the cylinder bridge is uniformly provided with multiple through holes along its circumference.

[0007] As described above, the compressed air piston has a circular hole in the middle, and a mixing space is provided at the end of the compressed air piston facing the cylinder piston.

[0008] The aforementioned gas supply mechanism includes a one-way valve movable intake valve, which is disposed in a circular hole in the middle of the compressor piston. One end of a gas intake pipe is slidably disposed in the middle of the one-way valve movable intake valve. A connecting spring is disposed between the gas intake pipe and the one-way valve movable intake valve. An intake port is disposed at one end of the compressor inner cylinder near the crankcase. The other end of the gas intake pipe passes through and is fixedly disposed on the intake port.

[0009] As described above, the end of the compressed air piston away from the mixing space is connected to the compressed air inner cylinder via a buffer spring, and the buffer spring is disposed on the inner side of the compressed air inner cylinder.

[0010] As described above, a combustion chamber is provided on the upper side of the cylinder liner, and an exhaust valve is provided on the lower side of the outer end of the cylinder liner. The exhaust valve is located at the lower end of the combustion chamber, and the opening and closing of the exhaust valve is controlled by the stroke of the cylinder piston.

[0011] As described above, the cylinder piston includes a piston seat, and an intake scavenging passage is provided in the middle of the piston seat. The intake scavenging passage passes through the piston seat, and a spring seat groove is provided on the inner side of the intake scavenging passage. A piston valve is slidably arranged in the intake scavenging passage and the spring seat groove. A spring retainer is provided at the end of the piston valve facing the compressor piston by means of a threaded connection. A return spring is provided between the spring retainer and the spring seat. The return spring is arranged in the spring seat groove and sleeved on the outside of the piston valve. A connecting part is provided at the end of the piston seat facing the compressor piston. The piston seat is screwed to the compressor outer cylinder through the connecting part.

[0012] As described above, a combustion chamber is provided at the end of the piston valve away from the spring retainer plate, and the combustion chamber on the piston valve is an arc-shaped groove.

[0013] As described above, the fuel pumping mechanism includes a high-pressure fuel pump, one end of which is connected to a high-pressure fuel line. The high-pressure fuel line has a T-shaped structure, and two fuel injectors are symmetrically arranged at the end of the high-pressure fuel line away from the high-pressure fuel pump. Each cylinder liner has one fuel injector at its end.

[0014] In the above technical solution, the beneficial effects of the present invention are as follows: 1. In this invention, when the outer cylinder of the compressor moves with the cylinder bridge, the compressor piston makes relative reciprocating motion in the inner cylinder of the compressor fixed to the crankcase. The air supply mechanism uses the pressure difference of the chamber during the compression process to draw in air and fuel gas in a self-priming manner and mix them in proportion. Then, the mixture is delivered to the combustion chamber of the cylinder liner. The mixture can be quantitatively supplied without additional pressurization equipment, which simplifies the structure and reduces energy consumption. This invention pumps fuel into the cylinder liner through an oil pumping mechanism, and the air supply mechanism delivers a mixture of gas and air in a self-priming manner for stratified or homogeneous mixing, meeting the combustion requirements of a dual-fuel engine. The dual-fuel supply system can flexibly adjust the ratio of gas to fuel according to the load conditions, optimize the combustion process, and reduce harmful gas emissions while ensuring power output. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0016] Figure 1 A partial cross-sectional view of the fuel mixing and supply mechanism for a dual-fuel engine provided in an embodiment of the present invention; Figure 2 A cross-sectional view of a cylinder piston provided in another embodiment of the present invention; Figure 3 A partial cross-sectional view of the air compressor inner cylinder, through hole, air compressor piston, circular hole, mixing space, buffer spring and air supply mechanism provided in another embodiment of the present invention; Figure 4 A three-dimensional structural diagram of the piston seat, intake scavenging passage and connecting part provided in another embodiment of the present invention; Figure 5 This is a three-dimensional structural schematic diagram of a piston valve provided for another embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures: 1. Cylinder bridge; 10. Connecting rod; 2. Compressor assembly; 20. Compressor outer cylinder; 21. Compressor inner cylinder; 210. Through hole; 22. Compressor piston; 220. Round hole; 221. Mixing space; 222. Buffer spring; 23. Air supply mechanism; 230. One-way valve movable intake valve; 231. Gas intake pipe; 232. Connecting spring; 233. Intake port; 3. Cylinder assembly; 30. Cylinder piston; 300. Piston seat; 301. Intake scavenging passage; 302. Spring seat groove; 303. Piston valve; 304. Spring retainer; 305. Return spring; 306. Connecting part; 31. Cylinder liner; 310. Combustion chamber; 311. Exhaust valve; 32. Fuel pump mechanism; 320. High-pressure fuel pump; 321. High-pressure fuel pipe; 322. Fuel injector. Detailed Implementation

[0018] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0019] In the description of this invention, it should be understood that the terms "upper", "lower", "vertical", "horizontal", "side", "inner", "outer", "one end", "the other end", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0020] like Figures 1-5 As shown in the figure, an embodiment of the present invention provides a fuel mixing and supply mechanism for a dual-fuel engine, including a cylinder bridge 1. A connecting rod 10 is rotatably disposed in the middle of the cylinder bridge 1, and the connecting rod 10 is rotatably connected to a crankshaft. The crankshaft is rotatably disposed in a crankcase. Two compressor assemblies 2 are symmetrically disposed on the cylinder bridge 1, and a cylinder assembly 3 is disposed at the end of the compressor assembly 2 away from the cylinder bridge 1. The number of the air compressor assemblies 2 is two. Each air compressor assembly 2 includes an outer air compressor cylinder 20. An inner air compressor cylinder 21 is slidably disposed on the inner side of the outer air compressor cylinder 20. The inner air compressor cylinder 21 is disposed on the crankcase. The inner air compressor cylinder 21 and the outer air compressor cylinder 20 are dynamically sealed together by piston rings and oil rings. An air compressor piston 22 is disposed on the inner side of the inner air compressor cylinder 21 by piston rings. An air supply mechanism 23 is disposed on the air compressor piston 22. The air supply mechanism 23 can supply air and fuel gas to the cylinder assembly 3 in a self-priming manner. The cylinder assembly 3 includes a cylinder piston 30, which is threadedly disposed at the end of the compressor outer cylinder 20 away from the cylinder bridge 1. A cylinder liner 31 is provided on the outside of the cylinder piston 30 through a piston ring and an oil ring in a dynamic seal. The cylinder liner 31 is stationary relative to the crankcase. An oil pumping mechanism 32 is provided between the two cylinder liners 31, which is used to pump fuel into the two cylinder liners 31.

[0021] In another embodiment of the present invention, a plurality of through holes 210 are uniformly arranged along the circumference of the upper side of the end of the compressed air inner cylinder 21 away from the cylinder bridge 1; The specific implementation method is as follows: When the engine is running, atomized fuel is sprayed into the cylinder liner 31 through the oil pump mechanism 32, causing the spark plug to ignite and explode the atomized fuel. The pressure generated by the explosion pushes the cylinder piston 30 along the cylinder liner 31, causing the cylinder piston 30 to move synchronously with the compressor outer cylinder 20. This movement of the compressor outer cylinder 20, in turn, causes the cylinder bridge 1 to move synchronously, which in turn drives the crankshaft to rotate via the connecting rod 10, thus enabling the engine to perform work. Furthermore, when the cylinder piston 30 moves the compressor outer cylinder 20, the cylinder liner 31 and the cylinder... The increased space between the cylinder piston 30 and the compressor piston 22 reduces the internal pressure, allowing outside air to pass over the compressor piston 22 and impact the cylinder piston 30 through the through-hole 210. Simultaneously, combustion gases pass over the compressor piston 22 and impact the cylinder piston 30 through the through-hole 210 via the air supply mechanism 23. This allows air and combustion gases to be drawn into the space between the cylinder piston 30 and the compressor piston 22 by natural suction during engine operation. The outside air and combustion gases mix between the compressor piston 22 and the cylinder piston 30, and as the outside air and combustion gases are continuously drawn in, the mixed air and... The combustion gases are finally compressed and pass over the cylinder piston 30 into the space between the cylinder liner 31 and the cylinder piston 30. At this time, the fuel pump mechanism 32 sprays atomized fuel into the space between the cylinder liner 31 and the cylinder piston 30 again, so that the air-fuel mixture mixes with the atomized fuel. When the air-fuel mixture enters the space between the cylinder liner 31 and the cylinder piston 30, it can expel the exhaust gas produced by the previous explosion. At this time, the spark plug ignites the air-fuel mixture so that the air-fuel mixture explodes and pushes the cylinder. The piston 30, the compressor outer cylinder 20, the cylinder bridge 1, and the connecting rod 10 move, causing the connecting rod 10 to drive the crankshaft to rotate continuously. That is, the fuel, gas, and air entering the space between the cylinder liner 31 and the cylinder piston 30 are ignited, which can push the cylinder piston 30, the compressor outer cylinder 20, the cylinder bridge 1, and the connecting rod 10 to move, causing the connecting rod 10 to drive the crankshaft to rotate and do work. At the same time, when the cylinder piston 30 moves, air and gas can be drawn into the space between the cylinder liner 31 and the cylinder piston 30 in a self-drawing manner, which facilitates the continuous work of the cylinder piston 30.

[0022] In another embodiment of the present invention, a circular hole 220 is provided in the middle of the air compressor 22, and a mixing space 221 is provided at one end of the air compressor 22 facing the cylinder piston 30. In another embodiment of the present invention, the gas supply mechanism 23 includes a one-way valve movable air intake valve 230, which is disposed in a circular hole 220 in the middle of the compressor piston 22. One end of a gas intake pipe 231 is slidably disposed in the middle of the one-way valve movable air intake valve 230. A connecting spring 232 is disposed between the gas intake pipe 231 and the one-way valve movable air intake valve 230. An air inlet 233 is disposed at one end of the compressor inner cylinder 21 near the crankcase. The other end of the gas intake pipe 231 passes through and is fixedly disposed on the air inlet 233. The specific implementation method is as follows: When the fuel (a mixture of air, fuel, and fuel) entering between the cylinder piston 30 and the cylinder liner 31 is ignited by the spark plug, the cylinder piston 30 can move along the cylinder liner 31 to do work and drive the crankshaft to rotate. Furthermore, the cylinder piston 30 can self-feed air and fuel gas during its movement, allowing air to enter the mixing space 221 through the round hole 220, and fuel gas to enter the mixing space 221 through the air supply mechanism 23 and the compressor piston 22. Specifically, when the cylinder piston 30 moves, air enters the compressor inner cylinder 2 through the air inlet 233. The continuous influx of air into the compressor cylinder 21 increases the pressure within it, causing the air to open the one-way valve intake valve 230. This causes the one-way valve intake valve 230 to compress the connecting spring 232 and move along the compressor piston 22 towards the cylinder piston 30. Consequently, the one-way valve intake valve 230 releases the seal on the circular hole 220, allowing air to pass through the hole 220 and enter the mixing space 221. As the air is drawn into the compressor cylinder 21 through the intake port 233, the combustion gas flows through the combustion gas intake pipe 231. The air-fuel mixture passes over the compressor piston 22 and enters the mixing space 221 via a self-priming mechanism, allowing for thorough mixing of the fuel gas and air within the mixing space 221. As the amount of air and fuel gas in the mixing space 221 increases, the mixture passes through the through-hole 210 and compresses the cylinder piston 30. This mixture then passes over the cylinder piston 30 and enters the space between the cylinder liner 31 and the cylinder piston 30. The air-fuel mixture entering this space effectively separates the cylinder liner 31 from the cylinder piston 30. After the exhaust gas between cylinder 30 is discharged and the air-fuel mixture enters the space between cylinder liner 31 and cylinder piston 30, the crankshaft and connecting rod 10, under the action of inertia, drive the compressor outer cylinder 20 and cylinder piston 30 to move in the opposite direction along cylinder liner 31. This causes the connecting spring 232 to drive the one-way valve intake valve 230 to move in the opposite direction along the gas intake pipe 231 to reset, so that the one-way valve intake valve 230 can reseal the round hole 220, preventing the air-fuel mixture from flowing back into the compressor inner cylinder 21 and the outside, and preventing gas leakage.

[0023] In another embodiment of the present invention, the end of the compressed air piston 22 away from the mixing space 221 is connected to the compressed air inner cylinder 21 through a buffer spring 222, and the buffer spring 222 is disposed on the inner side of the compressed air inner cylinder 21. The specific implementation method is as follows: When the cylinder piston 30 moves to the outside of the cylinder liner 31, air enters the inner compressor cylinder 21 through the air inlet 233 and pushes the compressor piston 22 along the inner compressor cylinder 21 toward the cylinder piston 30. The compressor piston 22 pulls the buffer spring 222 to extend. At this time, the buffer spring 222 plays a buffering and deceleration role on the compressor piston 22, preventing the air from pushing the compressor piston 22 to hit the inner compressor cylinder 21, reducing vibration and extending the service life of the inner compressor cylinder 21; when the cylinder piston 30 moves to the outside of the cylinder liner 31, air enters the inner compressor cylinder 21 through the air inlet 233 and pushes the compressor piston 22 along the inner compressor cylinder 21 toward the cylinder piston 30. When the cylinder liner 31 moves inward, the buffer spring 222 can pull the compressor piston 22 to move away from the cylinder piston 30, so that the gas in the compressor cylinder 21 can more easily and quickly open the one-way valve active intake valve 230, ensuring that as much gas as possible passes through the one-way valve active intake valve 230 and enters the mixing space 221, thereby optimizing the fuel composition between the cylinder piston 30 and the cylinder liner 31, allowing more gas to enter between the cylinder piston 30 and the cylinder liner 31, thereby ensuring complete combustion of the fuel.

[0024] In another embodiment of the present invention, a combustion chamber 310 is provided on the upper inner side of the cylinder liner 31, and an exhaust valve 311 is provided on the lower outer side of the cylinder liner 31. The exhaust valve 311 is located at the lower end of the combustion chamber 310, and the opening and closing of the exhaust valve 311 is controlled by the stroke of the cylinder piston 30. The specific implementation method is as follows: the oil pumping mechanism 32 atomizes fuel from the top of the cylinder liner 31 and sprays it into the combustion chamber 310, causing the spark plug to ignite the atomized fuel in the combustion chamber 310. This fuel explosion then pushes the cylinder piston 30 along the cylinder liner 31. As the cylinder piston 30 moves, air and fuel gas are drawn in through the intake port 233 and fuel intake pipe, respectively, and then enter the combustion chamber 310. Simultaneously, the moved cylinder piston 30 exposes the exhaust valve 311, allowing the exhaust gas from the combustion chamber 310 to be discharged through the exhaust valve 311 after the fuel gas and air enter the combustion chamber 310. After the exhaust valve 311 is discharged, the cylinder piston 30 moves in the opposite direction along the cylinder liner 31 to close the exhaust valve 311, and sprays atomized fuel into the combustion chamber 310 again through the oil pumping mechanism 32, so that the atomized fuel mixes with air and gas, thereby causing the spark plug to ignite the mixture of air, gas and fuel, so that the fuel mixture in the combustion chamber 310 explodes and pushes the cylinder piston 30 to move again, intermittently pumping fuel into the combustion chamber 310, and the moved cylinder piston 30 draws in air and gas into the combustion chamber 310 and discharges exhaust gas, so that the spark plug intermittently ignites the fuel in the combustion chamber 310 and drives the crankshaft to rotate continuously.

[0025] In another embodiment of the present invention, the cylinder piston 30 includes a piston seat 300. An air intake scavenging passage 301 is provided in the middle of the piston seat 300. The air intake scavenging passage 301 penetrates the piston seat 300. A spring seat groove 302 is provided inside the air intake scavenging passage 301. A piston valve 303 is slidably provided in the air intake scavenging passage 301 and the spring seat groove 302. A spring retainer 304 is provided at the end of the piston valve 303 facing the compressor piston 22 by means of a threaded connection. A return spring 305 is provided between the spring retainer 304 and the spring seat. The return spring 305 is provided in the spring seat groove 302 and sleeved on the outside of the piston valve 303. A connecting part 306 is provided at the end of the piston seat 300 facing the compressor piston 22. The piston seat 300 is screwed to the compressor outer cylinder 20 through the connecting part 306. In another embodiment of the present invention, a combustion chamber 310 is provided at one end of the piston valve 303 away from the spring retainer plate 304, and the combustion chamber 310 on the piston valve 303 is an arc-shaped groove. The specific implementation method is as follows: When the cylinder piston 30 moves along the cylinder liner 31, the mixed air-fuel mixture in the mixing space 221 moves towards the cylinder piston 30 through the through hole 210. As the amount of mixed gas increases, the mixed gas can squeeze the piston valve 303, causing the piston valve 303 to squeeze the return spring 305 and move along the piston seat 300. This causes the piston valve 303 to release the seal on the intake scavenging passage 301, so that the air-fuel mixture passes through the intake scavenging passage 301 and crosses the cylinder piston 30. This allows the gas and air to enter the combustion chamber 310 by self-priming, and the air and gas pass through... After the intake scavenging passage 301 enters the combustion chamber 310, the air pressure on the other side of the cylinder piston 30 decreases. At this time, the return spring 305 squeezes the piston valve 303 and the spring retainer 304, thereby causing the return spring 305 to drive the piston valve 303 to move in the opposite direction along the piston seat 300 to reset, so that the piston valve 303 seals the intake scavenging passage 301 again. When the cylinder piston 30 moves in the opposite direction to reset, it can squeeze the fuel and gas into the combustion chamber 310, and the arc-shaped groove of the combustion chamber 310 on the piston valve 303 can form a vortex when compressing air, gas and fuel, ensuring that the three are fully mixed.

[0026] In another embodiment of the present invention, the oil pumping mechanism 32 includes a high-pressure fuel pump 320, one end of which is connected to a high-pressure fuel pipe 321. The high-pressure fuel pipe 321 has a T-shaped structure, and two fuel injectors 322 are symmetrically arranged at the end of the high-pressure fuel pipe 321 away from the high-pressure fuel pump 320. Each cylinder liner 31 has one fuel injector 322 at its end. The specific implementation method is as follows: When the engine is working, the fuel in the fuel tank is pumped to the fuel injector 322 through the high-pressure fuel pipe 321 by the high-pressure fuel pump 320. The fuel injector 322 sprays the fuel delivered by the high-pressure fuel pipe 321 into the combustion chamber 310 at high pressure, so that the fuel is atomized in the combustion chamber 310. This ensures that the atomized fuel is fully mixed with air and fuel gas, and ensures that the fuel and fuel gas are fully combusted to provide strong power.

[0027] Working principle: The high-pressure fuel pump 320 pumps fuel from the fuel tank to the fuel injector 322 through the high-pressure fuel pipe 321. The fuel injector 322 then sprays the fuel delivered by the high-pressure fuel pipe 321 into the combustion chamber 310 at high pressure, so that the fuel is atomized in the combustion chamber 310. This ensures that the atomized fuel is fully mixed with air and fuel gas. The atomized fuel is then ignited by the spark plug, and the resulting pressure pushes the cylinder piston 30 to move along the cylinder liner 31. This causes the cylinder piston 30 to move synchronously with the compressor outer cylinder 20. As the compressor outer cylinder 20 moves, it can drive the cylinder bridge 1 to move synchronously. The cylinder bridge 1 then drives the crankshaft to rotate through the connecting rod 10, thereby enabling the engine to perform power. When the engine is running, the cylinder piston 30 moves the compressor outer cylinder 20, increasing the space between the cylinder liner 31 and the cylinder piston 30 and decreasing the internal pressure. This allows outside air to pass over the compressor piston 22 and impact the cylinder piston 30 through the through hole 210. Simultaneously, combustion gas passes over the compressor piston 22 and impacts the cylinder piston 30 through the through hole 210 via the air supply mechanism 23. This allows air and combustion gas to enter the space between the cylinder piston 30 and the compressor piston 22 by self-drawing during engine operation. Outside air and combustion gas mix between the compressor piston 22 and the cylinder piston 30, and as outside air and combustion gas are continuously drawn in, the mixed air and combustion gas eventually... The air is squeezed and passes through the cylinder piston 30 into the space between the cylinder liner 31 and the cylinder piston 30. At this time, the oil pumping mechanism 32 sprays atomized fuel into the space between the cylinder liner 31 and the cylinder piston 30 again, so that the air and fuel mixture mixes with the atomized fuel. When the air, fuel and fuel mixture enters the space between the cylinder liner 31 and the cylinder piston 30, it can discharge the exhaust gas generated by the previous explosion. At this time, the spark plug ignites the air, fuel and fuel mixture so that after the air, fuel and fuel mixture explodes, it pushes the cylinder piston 30, the compressor outer cylinder 20, the cylinder bridge 1 and the connecting rod 10 to move, so that the connecting rod 10 drives the crankshaft to rotate continuously.When the fuel entering between the cylinder piston 30 and the cylinder liner 31 is ignited by the spark plug, the cylinder piston 30 can move along the cylinder liner 31 to do work and drive the crankshaft to rotate. During its movement, the cylinder piston 30 can self-feed air and fuel gas, allowing air to enter the mixing space 221 through the round hole 220, and fuel gas to enter the mixing space 221 through the air supply mechanism 23 and the compressor piston 22. Specifically, when the cylinder piston 30 moves, air enters the compressor inner cylinder 21 through the air inlet 233, and continues to enter the compressor inner cylinder 21. The increased air pressure in the compressor cylinder 21 causes the air to open the one-way valve intake valve 230, which in turn compresses the connecting spring 232 and moves along the compressor piston 22 towards the cylinder piston 30. This releases the seal of the one-way valve intake valve 230 on the circular hole 220, allowing air to pass through the hole and enter the mixing space 221. As the air is drawn into the compressor cylinder 21 through the intake port 233, the combustion gas passes through the combustion gas intake pipe 231 and is drawn into the compressor cylinder 21 by itself. The gas enters the mixing space 221 through the plug 22, allowing the combustion gas and air to mix thoroughly within the mixing space 221. As the amount of air and combustion gas in the mixing space 221 increases, the air-fuel mixture passes through the through hole 210 and compresses the cylinder piston 30. This allows the air-fuel mixture to pass over the cylinder piston 30 and enter the space between the cylinder liner 31 and the cylinder piston 30. The air-fuel mixture entering this space effectively separates the cylinder liner 31 from the cylinder piston 30. After the exhaust gas is discharged and the air-fuel mixture enters the space between the cylinder liner 31 and the cylinder piston 30, the crankshaft and connecting rod 10, under the action of inertia, drive the compressor outer cylinder 20 and the cylinder piston 30 to move in the opposite direction along the cylinder liner 31. This causes the connecting spring 232 to drive the one-way valve active intake valve 230 to move in the opposite direction along the gas intake pipe 231 to reset, so that the one-way valve active intake valve 230 can reseal the round hole 220, preventing the air-fuel mixture from flowing back into the compressor inner cylinder 21 and the outside, and preventing gas leakage. When the cylinder piston 30 moves outward from the cylinder liner 31, air enters the compressor inner cylinder 21 through the air inlet 233 and pushes the compressor piston 22 along the compressor inner cylinder 21 toward the cylinder piston 30. The compressor piston 22 pulls the buffer spring 222 to extend. At this time, the buffer spring 222 plays a role in buffering and decelerating the compressor piston 22, preventing the air from pushing the compressor piston 22 to hit the compressor inner cylinder 21, reducing vibration and extending the service life of the compressor inner cylinder 21. When the cylinder piston 30 moves inward from the cylinder liner 31, the buffer spring 222 can pull... The compressor piston 22 moves away from the cylinder piston 30 so that the gas in the compressor cylinder 21 can more easily and quickly open the one-way valve intake valve 230, ensuring that as much gas as possible passes through the one-way valve intake valve 230 into the mixing space 221. This optimizes the fuel composition between the cylinder piston 30 and the cylinder liner 31, allowing more gas to enter between the cylinder piston 30 and the cylinder liner 31, thus ensuring complete combustion. The fuel pump mechanism 32 atomizes the fuel from the top of the cylinder liner 31 and sprays it into the combustion chamber 310, causing the spark plug to... The atomized fuel in the combustion chamber 310 is ignited, so that the fuel explosion pushes the cylinder piston 30 along the cylinder liner 31. When the cylinder piston 30 moves, air and fuel gas are drawn into the combustion chamber 310 through the intake port 233 and fuel intake pipe respectively. At the same time, the moved cylinder piston 30 exposes the exhaust valve 311, so that the exhaust gas in the combustion chamber 310 can be discharged from the exhaust valve 311 after the fuel gas and air enter the combustion chamber 310. After the exhaust gas is discharged from the exhaust valve 311, the cylinder piston 30 moves along the cylinder liner 31. The exhaust valve 311 is reversed and closed, and atomized fuel is sprayed into the combustion chamber 310 again through the oil pumping mechanism 32, so that the atomized fuel mixes with air and gas, thereby causing the spark plug to ignite the mixture of air, gas and fuel, so that the fuel mixture in the combustion chamber 310 explodes and pushes the cylinder piston 30 to move again, intermittently pumping fuel into the combustion chamber 310, and the moved cylinder piston 30 draws in air and gas into the combustion chamber 310 and discharges exhaust gas, so that the spark plug intermittently ignites the fuel in the combustion chamber 310 and drives the crankshaft to rotate continuously;Simultaneously, as the mixed air-fuel mixture moves through the through-hole 210 towards the cylinder piston 30 within the mixing space 221, the increased mixture compresses the piston valve 303, causing it to compress the return spring 305 and move along the piston seat 300. This releases the seal of the intake scavenging passage 301, allowing the air-fuel mixture to pass through the intake scavenging passage 301 and over the cylinder piston 30. The mixture then enters the combustion chamber 310 via self-priming, and the air and fuel enter through the intake scavenging passage 301... After combustion chamber 310, the air pressure on the other side of cylinder piston 30 decreases. At this time, return spring 305 presses piston valve 303 and spring retainer 304, causing return spring 305 to drive piston valve 303 to move in the opposite direction along piston seat 300 to reset, so that piston valve 303 seals intake scavenging passage 301 again. When cylinder piston 30 moves in the opposite direction to reset, it can compress fuel and gas entering combustion chamber 310, and the arc-shaped groove on piston valve 303 can form vortex when compressing air, gas and fuel, ensuring that the three are fully mixed.

[0028] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A fuel mixing and supply mechanism for a dual-fuel engine, comprising a cylinder bridge (1), wherein a connecting rod (10) is rotatably disposed at the center of the cylinder bridge (1), the connecting rod (10) is rotatably connected to a crankshaft, the crankshaft is rotatably disposed in a crankcase, and two compressor assemblies (2) are symmetrically disposed on the cylinder bridge (1), wherein a cylinder assembly (3) is disposed at the end of the compressor assembly (2) away from the cylinder bridge (1), characterized in that, The number of the air compressor assembly (2) is two. The air compressor assembly (2) includes an outer air compressor cylinder (20). An inner air compressor cylinder (21) is slidably arranged on the inner side of the outer air compressor cylinder (20). The inner air compressor cylinder (21) is arranged on the crankcase. The inner air compressor cylinder (21) and the outer air compressor cylinder (20) are connected by a piston ring and an oil ring dynamic seal. An air compressor piston (22) is arranged on the inner side of the inner air compressor cylinder (21) by a piston ring dynamic seal. An air supply mechanism (23) is arranged on the air compressor piston (22). The air supply mechanism (23) can deliver air and fuel gas to the cylinder assembly (3) in a self-priming manner. The cylinder assembly (3) includes a cylinder piston (30), which is located at the end of the compressor outer cylinder (20) away from the cylinder bridge (1) by means of threaded connection. A cylinder liner (31) is provided on the outside of the cylinder piston (30) by means of piston ring and oil ring dynamic sealing. The cylinder liner (31) is stationary relative to the crankcase. An oil pumping mechanism (32) is provided between the two cylinder liners (31) for pumping fuel into the two cylinder liners (31).

2. The dual-fuel engine fuel mixing and supply mechanism according to claim 1, characterized in that, The upper side of the compressed air inner cylinder (21) away from the cylinder bridge (1) has a plurality of through holes (210) evenly arranged along its circumference.

3. The dual-fuel engine fuel mixing and supply mechanism according to claim 1, characterized in that, The compressor piston (22) has a round hole (220) in the middle, and a mixing space (221) is provided at the end of the compressor piston (22) facing the cylinder piston (30).

4. The dual-fuel engine fuel mixing and supply mechanism according to claim 3, characterized in that, The gas supply mechanism (23) includes a one-way valve movable air intake valve (230), which is located in the round hole (220) in the middle of the compressor piston (22). One end of the gas intake pipe (231) is slidably arranged in the middle of the one-way valve movable air intake valve (230). A connecting spring (232) is arranged between the gas intake pipe (231) and the one-way valve movable air intake valve (230). An air inlet (233) is provided at one end of the compressor inner cylinder (21) near the crankcase. The other end of the gas intake pipe (231) passes through and is fixedly arranged on the air inlet (233).

5. A dual-fuel engine fuel mixing and supply mechanism according to claim 4, characterized in that, The end of the compressed air piston (22) away from the mixing space (221) is connected to the compressed air inner cylinder (21) via a buffer spring (222), and the buffer spring (222) is located on the inner side of the compressed air inner cylinder (21).

6. The dual-fuel engine fuel mixing and supply mechanism according to claim 1, characterized in that, The cylinder liner (31) has a combustion chamber (310) on its upper inner side and an exhaust valve (311) on its lower outer side. The exhaust valve (311) is located at the lower end of the combustion chamber (310), and the opening and closing of the exhaust valve (311) is controlled by the stroke of the cylinder piston (30).

7. A dual-fuel engine fuel mixing and supply mechanism according to claim 6, characterized in that, The cylinder piston (30) includes a piston seat (300), and an intake scavenging passage (301) is provided in the middle of the piston seat (300). The intake scavenging passage (301) passes through the piston seat (300). A spring seat groove (302) is provided inside the intake scavenging passage (301). A piston valve (303) is slidably provided in the intake scavenging passage (301) and the spring seat groove (302). The piston valve (303) faces the end of the compressor piston (22). A spring retainer plate (304) is provided by means of threaded connection. A return spring (305) is provided between the spring retainer plate (304) and the spring seat. The return spring (305) is provided in the spring seat groove (302) and sleeved on the outside of the piston valve (303). A connecting part (306) is provided at one end of the piston seat (300) facing the air compressor (22). The piston seat (300) is screwed to the air compressor outer cylinder (20) through the connecting part (306).

8. A dual-fuel engine fuel mixing and supply mechanism according to claim 7, characterized in that, The piston valve (303) is provided with a combustion chamber (310) at the end away from the spring retainer (304), and the combustion chamber (310) on the piston valve (303) is an arc groove.

9. A dual-fuel engine fuel mixing and supply mechanism according to claim 1, characterized in that, The oil pumping mechanism (32) includes a high-pressure fuel pump (320), one end of which is connected to a high-pressure fuel pipe (321). The high-pressure fuel pipe (321) has a T-shaped structure, and two fuel injectors (322) are symmetrically arranged at the end of the high-pressure fuel pipe (321) away from the high-pressure fuel pump (320). Each cylinder liner (31) has one fuel injector (322) at its end.

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