Non-parallel double-nozzle cylinder cover

Abstract

The utility model discloses a non-parallel double-nozzle cylinder cover, the cylinder cover is provided with an intake manifold, an ejector is arranged at the intake manifold, the ejector is provided with a nozzle facing a valve, a single cylinder connected with the cylinder cover in a matched mode is correspondingly provided with two ejectors, and the heights of the nozzles of the two ejectors are different. Due to the fact that fuel oil liquid drops diffuse in a trumpet shape due to injection pressure during injection of the nozzles, if the injection ends of the two nozzles are arranged in parallel, the horizontal distance between the two nozzles is small due to limitation of the arrangement space and the position of a matched part, the trumpet-shaped injection range can cause large-range coincidence interference between the liquid drops injected by the two injectors, and therefore the fuel oil liquid drops are distributed in a trumpet-shaped mode. According to the scheme, the heights of the two nozzles are different, so that the injection ranges of the two nozzles are changed when the two nozzles are arranged in parallel, the injection coincidence range of the two nozzles is reduced, and therefore fuel interference is reduced, liquid drop coincidence is prevented from being increased, fuel atomization is facilitated, and fuel is fully combusted.

Description

Technical Field

[0001] The present application belongs to the technical field of automobile engines, and specifically relates to a non-parallel dual-nozzle cylinder head. Background Art

[0002] For liquid fuel engines using duct injection, liquid fuel needs to rely on higher temperatures to evaporate and atomize, so the injection direction needs to be aligned with the valve as much as possible, while avoiding condensation of fuel on the wall and keeping the volume of the injected fuel droplets as small as possible.

[0003] Generally, for the versatility of product component layout, subject to the limitations of layout space and component structure, when arranging parallel dual nozzles to achieve fuel injection, the injection ranges of the two injectors are prone to large overlap and intersection, resulting in interference between the fuels. This situation is not conducive to fuel atomization, affects the full combustion of the fuel, and reduces the thermal efficiency of the engine. Utility Model Content

[0004] The present application provides a non-parallel dual-nozzle cylinder head, which solves the problem of large-scale interference of injected fuel caused by parallel dual-nozzle injectors and alleviates the problem of wall condensation of injected fuel.

[0005] The technical solutions adopted in this application are:

[0006] A non-parallel dual-nozzle cylinder head, the cylinder head is provided with an intake manifold, the intake manifold is provided with an injector, the injector is provided with a nozzle facing the valve, a single cylinder connected to the cylinder head is correspondingly provided with two injectors, and the nozzle heights of the two injectors are different.

[0007] Preferably, the two injectors are axially staggered so that the injection projections of the two nozzles in the horizontal plane are staggered.

[0008] Preferably, an air passage communicating with the valve is provided in the cylinder head, and fuel droplets in the injector enter the cylinder through the air passage. The air passage includes a connecting section, and a partition is provided along the extending end of the connecting section to form two diversion sections.

[0009] Preferably, one of the two diversion sections is provided with a tangential air channel, and the other is provided with a spiral air channel.

[0010] Preferably, one of the nozzles of the two injectors faces the tangential air channel, and the other faces the spiral air channel.

[0011] Preferably, in the flow dividing section of the cylinder head corresponding to each cylinder, the tangential air channel is provided at a lower end, and the spiral air channel is provided at the other higher end.

[0012] Preferably, the angle α between the axis of the injector corresponding to the tangential air passage and the axis of the valve is in the range of 55-60°.

[0013] Preferably, the range of the angle β between the axis of the injector corresponding to the spiral air channel and the axis of the valve is: β>α, and 5°<β-α<15°.

[0014] Preferably, each of the cylinders is correspondingly provided with a separate air passage.

[0015] Preferably, each of the injectors is provided with a flow control interface.

[0016] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows:

[0017] (1) The present application scheme sprays fuel at the engine intake port position by setting up a double nozzle in the form of multi-point injection. The injector is set at the lower part of the intake manifold near the valve. In this type of injection, the injection amount of each cylinder is adjusted and controlled by the control system, achieving precise control of the injection time and injection amount, while avoiding the influence caused by the shape of the intake manifold and improving the engine combustion efficiency. At the same time, the nozzles of the two injectors of the present application are set at different heights. It can be understood that the different heights mentioned here refer to the different injection end heights of the two nozzles made by changing the installation angle or position height of the injector. Since the fuel droplets are diffused in a trumpet shape due to the injection pressure when the nozzle is sprayed, if the two nozzles are set in parallel, the horizontal distance between the two nozzles is relatively close due to the limitations of the layout space and the position of the matching components. The trumpet-shaped injection range will cause a large range of overlapping interference between the injection droplets of the two injectors, which is not conducive to fuel atomization and affects the full combustion of the fuel. The present scheme sets the two nozzles at different heights, resulting in a change in their injection range compared to when they are set in parallel. The overlapping part of the injection range of the two is reduced, thereby reducing fuel interference, reducing droplet overlap, and preventing droplet enlargement, which is conducive to fuel atomization, making the fuel fully burned, and ensuring the power performance of the engine.

[0018] (2) Install the two injectors axially offset, thereby changing the parallel state of the nozzles at the ends of the injectors. Due to the morphological characteristics of the cylinder head and the intake manifold, when the two injectors are offset, the height positions of the two nozzles can be different. It can be understood that the axial direction mentioned here refers to the axial direction of the installation position of the two injectors, rather than the axial direction of the injectors themselves. This method can achieve the effect of avoiding interference between the two injectors without expanding the layout space, thereby improving fuel combustion efficiency. At the same time, the offset-installed injectors can further change the injection range of the two nozzles, thereby causing the injection range of the two injectors to be offset, further reducing or avoiding the fuel interference problem, and thus optimizing fuel utilization efficiency.

[0019] (3) A connecting section is provided to ensure that the injection range of the two injectors falls within the air channel, and a tangential air channel and a spiral air channel are provided in the diversion section to optimize fuel combustion. The tangential air channel guides the airflow to enter the cylinder tangentially at a certain angle, so that the airflow forms a tumble flow, and the spiral air channel guides the airflow to enter the cylinder in a spiral shape, so that the airflow forms a vortex flow. In the prior art, only a tangential air channel is usually provided. Since the tangential channel guides the airflow to form a tumble flow, the combustion speed is slow in the late combustion stage, the fuel combustion is not sufficient, and it is easy to cause the exhaust temperature to rise and the emission to exceed the standard. The present application scheme provides both a tangential air channel and a spiral air channel. The spiral air channel can guide the airflow to form a vortex flow, which is beneficial to the rotation of the airflow in the late combustion stage, thereby increasing the combustion speed in the late combustion stage. Compared with the arrangement of all tangential air channels, this method can improve the sufficiency of fuel combustion, reduce the exhaust temperature, improve the thermal efficiency of the engine, and avoid exceeding the standard emission.

[0020] (4) By staggering the injector and changing the nozzle height, and setting a low-angle nozzle to match the tangential air channel and a high-angle nozzle to match the spiral air channel, the air channel cavity space in the spiral air channel is larger, which can avoid the wall attachment problem that is easy to occur after the nozzle is raised at an angle, which is beneficial to fuel atomization and improves fuel utilization efficiency.

[0021] (5) The angle α is set to be within the range of 55 to 60°, so that the fuel is aimed as much as possible at the valve stem and disc with higher temperature during injection, avoiding the occurrence of large-area wall attachment after fuel boost injection. At the same time, the injection direction of the injector corresponding to the spiral air channel, that is, the axial direction of the nozzle, is still aimed at the valve injection as much as possible to avoid the occurrence of large-area wall attachment and weakening the degree of fuel atomization. Due to the elevation of the spiral air channel, the arrangement of the air channel is subject to space and shape restrictions. According to the relevant simulation and experimental experience of the technicians, β is set to be greater than α, and β is 5 to 15° greater than α. At this time, there is no interference between the two nozzles during injection, which is conducive to better fuel atomization and improved fuel combustion efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0023] Figure 1 A schematic diagram of the spray range of a conventional injector in one embodiment of the present utility model;

[0024] Figure 2 This is a schematic diagram of the spray range of the parallel double nozzles in one embodiment of the present utility model;

[0025] Figure 3 This is a schematic diagram of the spray range of non-parallel double nozzles in one embodiment of the present invention;

[0026] Figure 4This is a schematic structural diagram of two airways in one embodiment of the present utility model;

[0027] Figure 5 This is a schematic diagram of the injection structure corresponding to the tangential air channel in one embodiment of the present utility model;

[0028] Figure 6 This is a schematic diagram of the injection structure corresponding to the spiral air channel in one embodiment of the present invention.

[0029] Description of reference numerals:

[0030] 1- cylinder head, 2- injector, 21- nozzle, 3- tangential air channel, 4- spiral air channel, 5- flow control interface, 6- valve. DETAILED DESCRIPTION

[0031] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0032] The following description sets forth many specific details to facilitate a thorough understanding of the present application. However, the present application may also be implemented in other ways than those described herein, and therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below. It should be noted that the embodiments of the present application and the features of each embodiment may be combined with each other unless there is a conflict.

[0033] In addition, in the description of the present application, it should be understood that the terms "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present application.

[0034] In this application, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0035] In this application, unless otherwise expressly specified and limited, a first feature "above" or "below" a second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0036] like Figures 1 to 6 As shown, the present application provides a non-parallel dual-nozzle cylinder head, wherein the cylinder head 1 is provided with an intake manifold, and an injector 2 is provided at the intake manifold, and the injector 2 is provided with a nozzle 21 facing the valve 6. A single cylinder connected to the cylinder head 1 is correspondingly provided with two injectors 2, and the nozzles 21 of the two injectors 2 are at different heights.

[0037] The present application solution sets up dual nozzles 21 to inject fuel at the engine intake position in the form of multi-point injection. The injector 2 is set at the lower part of the intake manifold near the valve 6. In this type of injection, the injection amount of each cylinder is adjusted and controlled by the control system to achieve precise control of the injection time and injection amount, while avoiding the influence caused by the shape of the intake manifold and improving the engine combustion efficiency. At the same time, the nozzles 21 of the two injectors 2 of the present application are set at different heights. It can be understood that the different heights mentioned here refer to the different heights of their installation positions or installation angles, resulting in different heights of the injection ends of the nozzles 21, forming a non-parallel state, but the dimensions of the two injectors 2 are the same. Since the fuel droplets spread in a trumpet shape due to the injection pressure when the nozzle 21 is sprayed, if the two nozzles 21 are set in parallel, such as Figure 1 、 Figure 2 As shown, due to the limitations of the layout space and the position of the matching components, the horizontal distance between the two nozzles 21 is relatively close, and the trumpet-shaped spray range will cause a large range of interference between the spray droplets of the two injectors 2, which is not conducive to fuel atomization and affects the full combustion of the fuel. In this solution, the two nozzles 21 are set at different heights, resulting in a change in their spray range compared to when they are set in parallel. The injection position is changed by changing the installation angle or installation position of different nozzles 21, and the injection overlap range of the two nozzles 21 is reduced, thereby reducing fuel interference, reducing droplet overlap, and preventing droplet enlargement, which is conducive to fuel atomization, enables full combustion of the fuel, and ensures the power performance of the engine.

[0038] It is also understandable that, due to the change in the installation angle or installation position of the injector 2 and the special shape of the intake manifold and the cylinder head 1, the injection ends of the two nozzles 21 form a non-parallel state, which is understandable to those skilled in the art.

[0039] In one embodiment, if Figure 3 As shown, the two injectors 2 are axially staggered so that the injection projections of the two nozzles 21 in the horizontal plane are staggered.

[0040] The two injectors 2 are installed with an axial offset, thereby changing the parallel state of the nozzles 21 located at the ends of the injectors 2. Due to the morphological characteristics of the cylinder head 1 and the intake manifold, when the two injectors 2 are installed with an offset, the height positions of the two nozzles 21 can be different. It can be understood that the axial direction mentioned here refers to the axial direction of the installation position of the two injectors 2, rather than the axial direction of the injectors 2 themselves. This method can achieve the effect of avoiding interference between the two injectors 2 without expanding the layout space, thereby improving fuel combustion efficiency. At the same time, the offset installation of the injectors 2 can further change the injection range of the two nozzles 21, thereby causing the injection range of the two injectors 2 to be offset, further reducing or avoiding the fuel interference problem, and thus optimizing fuel utilization efficiency.

[0041] In one embodiment, if Figures 4 to 6 As shown, an air passage connected to the valve 6 is provided in the cylinder head 1, and the fuel droplets in the injector 2 enter the cylinder through the air passage. The air passage includes a connecting section, and a partition is provided along the extended end of the connecting section to form two diversion sections.

[0042] Preferably, each cylinder is provided with a separate air duct, which helps to reduce the mutual interference between intake airflows and make the intake airflow mix more fully with the air.

[0043] Furthermore, as a preferred implementation of this embodiment, one of the two diversion sections is provided with a tangential air channel 3, and the other is provided with a spiral air channel 4.

[0044] A connecting section is provided to ensure that the injection range of the two injectors 2 falls within the air passage, and a tangential air passage 3 and a spiral air passage 4 are provided in the diversion section to optimize fuel combustion. The tangential air passage 3 guides the airflow into the cylinder tangentially at a certain angle, so that the airflow forms a tumble flow, and the spiral air passage 4 guides the airflow into the cylinder in a spiral shape, so that the airflow forms a vortex flow. In the prior art, only the tangential air passage 3 is usually provided. Since the tangential direction guides the airflow to form a tumble flow, the combustion speed is slow in the late combustion stage, the fuel combustion is not sufficient, and it is easy to cause the exhaust temperature to rise and the emissions to exceed the standard. The present application scheme provides both the tangential air passage 3 and the spiral air passage 4. The spiral air passage 4 can guide the airflow to form a vortex flow, which is conducive to the rotation of the airflow in the late combustion stage, thereby increasing the combustion speed in the late combustion stage. Compared with the arrangement of all tangential air passages 3, it can improve the completeness of fuel combustion, reduce the exhaust temperature, improve the thermal efficiency of the engine, and avoid exceeding the standard emissions.

[0045] Preferably, one of the nozzles 21 of the two injectors 2 faces the tangential air channel 3 , and the other faces the spiral air channel 4 .

[0046] It can be understood that the nozzles 21 of the two injectors 2 both spray toward the connecting section and then divert to the tangential air channel 3 and the spiral air channel 4. The two nozzles 21 are not concentrated at the center of the connecting section, but are arranged according to the positions of the tangential air channel 3 and the spiral air channel 4 after diversion, so that the two nozzles 21 correspond to the tangential air channel 3 and the spiral air channel 4 respectively.

[0047] Furthermore, in the flow dividing section of the cylinder head 1 corresponding to each cylinder, a tangential air passage 3 is provided at the lower end, and a spiral air passage 4 is provided at the other higher end.

[0048] By staggering the injector 2 and changing the height of the nozzle 21, and setting the low-angle nozzle 21 to cooperate with the tangential air channel 3, and the high-angle nozzle 21 to cooperate with the spiral air channel 4, the air channel cavity space in the spiral air channel 4 is larger, which can avoid the wall attachment situation that is easy to occur after the nozzle 21 is raised at an angle, which is beneficial to fuel atomization and improves fuel utilization efficiency.

[0049] In a preferred embodiment, Figure 5 As shown, the angle α between the axis of the injector 2 corresponding to the tangential air passage 3 and the axis of the valve 6 is in the range of 55 to 60°.

[0050] And further, if Figure 6 As shown, the range of the angle β between the axis of the injector 2 corresponding to the spiral air channel 4 and the axis of the valve 6 is: β>α, and 5°<β-α<15°.

[0051] The angle α is set in the range of 55 to 60°, so that the fuel is aimed as much as possible at the valve 6 rod and disc with higher temperature during injection, avoiding the occurrence of large-area wall attachment after fuel boost injection. At the same time, the injection direction of the injector 2 corresponding to the spiral air channel 4, that is, the axial direction of the nozzle 21, is still aimed at the valve 6 as much as possible for injection, avoiding the occurrence of large-area wall attachment and weakening the degree of fuel atomization. Due to the elevation of the spiral air channel 4, the arrangement of the air channel is subject to space and shape restrictions. According to the relevant simulation and experimental experience of technical personnel, β is set to be greater than α, and β is 5 to 15° greater than α. At this time, there is no interference between the two nozzles 21 during injection, which is conducive to better fuel atomization and improved fuel combustion efficiency.

[0052] Preferably, if Figure 3 As shown, each injector 2 is provided with a flow control interface 5. The injection time and flow of the injector 2 are realized through system control. Each injector 2 is provided with a separate control interface, which can adjust the injection flow of each injector 2 according to different engine operating conditions, or shut down one of the injectors 2, so that the control strategy can be flexibly adjusted according to actual needs.

[0053] It can be seen from this that, as a preferred embodiment, the simultaneous provision of two injectors 2 of different heights and two types of air passages can further coordinate the configuration to optimize the engine's thermal efficiency. If parallel nozzles 21 were used, a larger range of interference would occur during the injection process. Alternatively, as in the prior art where only tangential air passages 3 are provided, the higher nozzle 21 would attach to the wall, which would increase weight. Therefore, in this preferred embodiment, the height of the nozzle 21 is simultaneously adjusted to coordinate with the configuration of the air passage type. The higher-angle nozzle 21 is combined with the higher spiral air passage 4, while the lower-angle nozzle 21 is combined with the tangential air passage 3, complementing each other to achieve the effect of avoiding fuel interference and preventing droplet attachment to the wall.

[0054] Anything not described in this application can be achieved by adopting or drawing on existing technologies.

[0055] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0056] The foregoing is merely an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A non-parallel dual-nozzle cylinder head, characterized in that: The cylinder head (1) is provided with an intake manifold, and the intake manifold is provided with an injector (2), and the injector (2) is provided with a nozzle (21) facing the valve (6). A single cylinder connected to the cylinder head (1) is provided with two injectors (2), and the nozzles (21) of the two injectors (2) are at different heights. The two injectors (2) are axially staggered so that the injection projections of the two nozzles (21) in the horizontal plane are staggered.

2. The non-parallel dual-nozzle cylinder head according to claim 1, characterized in that: An air passage communicating with the valve (6) is provided in the cylinder head (1), and fuel droplets in the injector (2) enter the cylinder through the air passage. The air passage includes a connecting section, and a partition is provided along the extending end of the connecting section to form two diversion sections.

3. The non-parallel dual-nozzle cylinder head according to claim 2, characterized in that: One of the two diversion sections is provided with a tangential air channel (3), and the other is provided with a spiral air channel (4).

4. The non-parallel dual-nozzle cylinder head according to claim 3, characterized in that: One of the nozzles (21) of the two ejectors (2) faces the tangential air channel (3), and the other faces the spiral air channel (4).

5. The non-parallel dual-nozzle cylinder head according to claim 4, characterized in that: In the flow-dividing section of each cylinder corresponding to the cylinder head (1), the tangential air passage (3) is arranged at a lower end, and the spiral air passage (4) is arranged at the other higher end.

6. The non-parallel dual-nozzle cylinder head according to claim 3, characterized in that: The included angle α between the axis of the ejector (2) corresponding to the tangential air passage (3) and the axis of the valve (6) is in the range of 55 to 60 degrees.

7. The non-parallel dual-nozzle cylinder head according to claim 6, characterized in that: The range of the angle β between the axis of the injector (2) corresponding to the spiral air channel (4) and the axis of the valve (6) is: β>α, and 5°<β-α<15°.

8. The non-parallel dual-nozzle cylinder head according to claim 2, characterized in that: Each of the cylinders is correspondingly provided with a separate air passage.

9. The non-parallel dual-nozzle cylinder head according to claim 1, characterized in that: Each of the injectors (2) is provided with a flow control interface (5).

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