Electrostatic assisted atomization ammonia-biodiesel dual-fuel engine system
By using electrostatic assisted atomization and high-pressure electrostatic injector technology, combined with liquid ammonia direct injection and pre-combustion chamber jet ignition, the atomization problem of ammonia fuel and biodiesel has been solved, achieving high-efficiency combustion and low pollutant emissions, and improving the energy utilization efficiency of the engine system.
Patent Information
- Application Number
- CN202520669600.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-10
- Publication Date
- 2026-01-16
- Estimated Expiration
- 2035-04-10
AI Technical Summary
Ammonia fuel in engine systems has problems such as high ignition energy, slow flame propagation speed, and high latent heat of vaporization. In addition, biodiesel has high viscosity and poor low-temperature flow performance, resulting in poor atomization quality, which affects combustion efficiency and pollutant emissions.
Electrostatic assisted atomization technology combined with a high-pressure electrostatic injector is used for biodiesel atomization. It combines liquid ammonia direct injection in the cylinder and active jet ignition in the pre-combustion chamber with high-temperature EGR exhaust gas recirculation and a two-stage waste heat utilization system to optimize the combustion process.
It improves fuel atomization and combustion efficiency, reduces pollutant emissions, achieves stable combustion and high thermal efficiency, and enhances ammonia utilization efficiency and energy utilization rate.
Smart Images
Figure CN223806208U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of engine, concretely relates to a static electricity auxiliary atomization ammonia-biodiesel dual fuel engine system. BACKGROUND
[0002] Ammonia has the advantages of zero carbon, easy liquefaction, mature industry chain, etc. Under the background of "double carbon", ammonia is widely researched and applied in power systems such as internal combustion engines as an ideal hydrogen energy carrier and zero-carbon clean fuel. However, compared with traditional fossil fuels such as gasoline and diesel, ammonia has the following problems in the combustion process: high ignition energy, slow flame propagation speed, and high latent heat of vaporization. Existing research generally adopts a dual-fuel combustion mode, which uses high-activity fuel to improve the activation atmosphere of the combustion chamber, and among them, hydrogen and diesel are used as the research of pilot fuel. In addition, the application of ammonia fuel in engine power systems has the problem of high ammonia unburned rate, which leads to excessive pollutant emissions.
[0003] Studies have shown that the characteristics of pilot fuel are an important factor affecting the dual-fuel combustion process of ammonia engine. The use of high-cetane fuel can increase the activity stratification gradient of the pilot fuel and ammonia premixed gas, improve combustion stability and indicated thermal efficiency. Biodiesel is a carbon-neutral fuel with wide sources, mature production process, environmental friendliness, and physical and chemical properties close to diesel. Its cetane number is higher than that of diesel. At the same time, biodiesel has high reactivity, and the ester group in its chemical composition contains oxygen atoms, which can improve the local equivalence ratio in the combustion process and promote mixed ammonia combustion, and can be considered as a high-quality pilot fuel in ammonia power systems. However, biodiesel has high viscosity and poor low-temperature flow performance, and the use of traditional pressure atomizing injectors cannot obtain fuel droplets with good atomization quality, which also limits the application of biodiesel in engine systems. UTILITY MODEL CONTENTS
[0004] In view of the technical problems existing in the prior art, the utility model aims to provide a static electricity auxiliary atomization ammonia-biodiesel dual fuel engine system that can ensure the atomization effect of high-viscosity fuel (biodiesel), improve the reactivity of the mixed gas, reduce pollutant emissions, and achieve stable combustion and high thermal efficiency.
[0005] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme:
[0006] The system comprises an engine system, an ammonia fuel supply system, a fuel supply system, an air intake system, an exhaust system, a high-temperature EGR system, a waste heat utilization system and an ECU control unit, the engine system is connected with the air intake system and the exhaust system through an air intake pipeline and an exhaust pipeline respectively, the ammonia fuel supply system is connected with the engine system to supply liquid ammonia, and the fuel supply system is connected with the engine system to supply bio-diesel; the high-temperature EGR system is connected with the air intake system and the exhaust system, the waste heat utilization system is connected with the exhaust system, the fuel supply system is connected with the waste heat utilization system, and the ECU control unit is connected with the engine system, the ammonia fuel supply system, the fuel supply system, the air intake system, the exhaust system, the high-temperature EGR system and the waste heat utilization system.
[0007] As a preferred, the engine system comprises a main combustion chamber, a pre-combustion chamber and a liquid ammonia injector, the pre-combustion chamber and the liquid ammonia injector are arranged on the main combustion chamber, the pre-combustion chamber is provided with a high-voltage electrostatic fuel injector and a spark plug; the main combustion chamber is provided with an air inlet and an exhaust outlet, the air inlet and the exhaust outlet are connected with the air intake pipeline and the exhaust pipeline respectively; the liquid ammonia injector, the high-voltage electrostatic fuel injector and the spark plug are connected with the ECU control unit.
[0008] As a preferred, the ammonia fuel supply system comprises a liquid ammonia tank, a liquid ammonia flow meter, a booster pump, an electric control valve and a liquid ammonia common rail connected in sequence, the liquid ammonia common rail is connected with the liquid ammonia injector, and the liquid ammonia flow meter, the booster pump and the electric control valve are connected with the ECU control unit.
[0009] As a preferred, the fuel supply system comprises an oil tank, a fuel pump and a fuel common rail connected in sequence, the fuel pump and the fuel common rail are connected through a fuel supply pipeline; the fuel common rail is connected with the high-voltage electrostatic fuel injector, and the fuel pump and the ECU control unit are connected.
[0010] As a preferred, the high-temperature EGR system comprises an exhaust gas recirculation valve, an exhaust gas filter, an independent electric drive air compressor, a high-temperature EGR flow meter and a three-way branch pipe connected in sequence, the three-way branch pipe is connected with the air intake system, and the exhaust gas recirculation valve is connected with the exhaust system; the exhaust gas recirculation valve and the ECU control unit are connected.
[0011] As a preferred, the waste heat utilization system comprises a gas-liquid heat exchanger and a thermoelectric generator connected in sequence, the gas-liquid heat exchanger is connected with the thermoelectric generator and the fuel supply pipeline connecting the fuel pump and the fuel common rail.
[0012] As a preferred, the air intake system comprises an air filter, an air flow meter and a throttle valve connected in sequence through the air intake pipeline, the air intake pipeline is connected with the three-way branch pipe, and the air filter and the ECU control unit are connected.
[0013] As a kind of preferred, exhaust system channel includes exhaust pipe and exhaust mechanism, exhaust pipe is connected main combustion chamber, exhaust gas recirculation valve and heat generator, gas-liquid heat exchanger and exhaust mechanism are connected;Exhaust mechanism and ECU control unit are connected.
[0014] As a kind of preferred, the first wire harness plug for receiving excitation signal in high-voltage electrostatic oil atomizer is connected with ECU control unit by wire.
[0015] As a kind of preferred, the second wire harness plug for receiving high-voltage electrostatic in high-voltage electrostatic oil atomizer is connected with ECU control unit by wire, and high-voltage generator is further connected between the second wire harness plug and ECU control unit.
[0016] Overall, the utility model has the following advantages:
[0017] 1.The engine system of the utility model creatively introduces electrostatic atomization technology into ammonia engine dual-fuel combustion mode, especially for liquid ammonia direct injection working condition with high ammonia energy replacement rate (i.e., small flow pilot fuel blending combustion), and the technical matching degree is high.A high-voltage electrostatic oil atomizer based on pressure atomization and electrostatic atomization principles and suitable for high-pressure environment of combustion chamber atomizes the pilot fuel (biodiesel), ensuring the atomization effect of high-viscosity fuel (biodiesel), thereby promoting the gasification process of liquid fuel and improving the combustion efficiency and fuel economy of the fuel.
[0018] 2.The engine system of the utility model adopts in-cylinder direct injection for main fuel liquid ammonia and adopts pre-chamber active jet ignition for biodiesel as pilot fuel.Liquid ammonia in-cylinder injection can accurately control liquid ammonia injection amount and improve the upper limit of ammonia proportion in the combustion chamber, which helps to improve power density;Spraying high-activity fuel in the pre-chamber can ensure that a small amount of biodiesel can ignite ammonia mixture under the condition of spark plug ignition, reduce the demand for high-activity fuel, realize stable combustion and high thermal efficiency.
[0019] The high-temperature EGR exhaust gas recirculation system is introduced, the intake temperature is improved by introducing high-temperature exhaust gas into the intake port, the temperature field in the combustion chamber is effectively improved, the combustion deterioration is avoided, and the residual combustion intermediates in the exhaust gas can improve the reaction activity of the mixture, which is beneficial to the occurrence of ignition and the propagation of flame;In addition, the engine system using ammonia as the main fuel has the problem of high ammonia unburned rate in the exhaust gas, direct emission will cause environmental pollution, and the re-introduction of part of the exhaust gas into the combustion chamber through the EGR system helps to improve the ammonia utilization efficiency and reduce the emission of pollutants.
[0020] A two-stage waste heat utilization system is designed, and exhaust waste heat is utilized by heat-electricity generator and gas-liquid heat exchanger in turn, so as to improve the energy utilization efficiency of the ammonia power system, and the exhaust gas temperature after the heat-electricity generator is reduced, and the gas-liquid heat exchanger is used to preheat the biodiesel, so that the viscosity is reduced, and the atomization effect is improved. BRIEF DESCRIPTION OF DRAWINGS
[0021] Figure 1 It is a structure schematic diagram of the ammonia-biodiesel dual fuel engine system of the electrostatic auxiliary atomization;
[0022] Figure 2 It is a sectional view of the main combustion chamber and the precombustion chamber.
[0023] Figure 3 It is a sectional view of the high-voltage electrostatic oil injector;
[0024] Figure 4 It is a local schematic diagram of the charging cavity of the oil injector;
[0025] 1, main combustion chamber; 2, precombustion chamber; 3, high-voltage electrostatic oil injector; 4, spark plug; 5, liquid ammonia injector; 6, exhaust gas recirculation valve; 7, exhaust gas filter; 8, independent electric drive compressor; 9, high-temperature EGR flow meter; 10, three-way branch pipe; 11, throttle valve; 12, air flow meter; 13, air filter; 14, ECU control unit; 15, oil tank; 16, fuel pump; 17, gas-liquid heat exchanger; 18, fuel common rail; 19, liquid ammonia tank; 20, liquid ammonia flow meter; 21, booster pump; 22, electric control valve; 23, liquid ammonia common rail; 24, heat-electricity generator; 25, exhaust mechanism; 26, high-voltage generator, 27, fuel filter screen; 28, oil inlet pipe; 29, first sealing ring; 30, shell; 31, iron core; 32, pressure regulating elastic pin; 33, wire holder; 34, electromagnetic coil; 35, return spring; 36, second sealing ring; 37, magnetic isolation sleeve; 38, sleeve; 39, insulating oil cavity; 40, limit stop ring; 41, bearing armature; 42, needle valve body; 43, two-stage insulation protection sheet; 44, one-stage insulation protection sheet; 45, valve seat; 46, high-voltage charging cavity; 47, wiring terminal; 48, ratchet needle electrode; 49, first wire harness plug; 50, second wire harness plug. DETAILED DESCRIPTION
[0026] The utility model will be combined with specific implementation to make further detailed explanation.
[0027] Example one
[0028] Combined Figures 1-2The embodiment provides an electrostatic-assisted atomized ammonia-biodiesel dual-fuel engine system, which comprises an engine system, an ammonia fuel supply system, a fuel supply system, an air intake system, an exhaust system, a high-temperature EGR system, a waste heat utilization system and an ECU control unit 14.
[0029] The engine system comprises a main combustion chamber 1, a pre-combustion chamber 2, a high-voltage electrostatic fuel injector 3, a spark plug 4 and a liquid ammonia injector 5, the pre-combustion chamber 2 and the liquid ammonia injector 5 are arranged on the main combustion chamber 1, the main combustion chamber 1 is provided with an air inlet and an air outlet, the air inlet and the air outlet are connected with an air inlet pipeline and an air outlet pipeline respectively, and the air inlet pipeline and the air outlet pipeline are connected with the air intake system and the exhaust system respectively; the high-voltage electrostatic fuel injector 3 and the spark plug 4 are arranged on the pre-combustion chamber 2; the liquid ammonia injector 5 and the high-voltage electrostatic fuel injector 3 are respectively provided with liquid ammonia and biodiesel by the ammonia fuel supply system and the fuel supply system, specifically, the liquid ammonia injector 5 is connected with a liquid ammonia common rail 23, an electric control valve 22, a booster pump 21, a liquid ammonia flow meter 20 and a liquid ammonia tank 19 in the ammonia fuel supply system in sequence, and the high-voltage electrostatic fuel injector 3 is connected with a fuel common rail 18, a fuel pump 16 and an oil tank 15 in the fuel supply system in sequence; the air intake system comprises an air filter 13, an air flow meter 12 and a throttle valve 11 connected by the air inlet pipeline in sequence; the exhaust system is composed of an exhaust mechanism 25 and an air outlet pipeline, the air outlet pipeline is connected with the main combustion chamber 1, an exhaust gas recirculation valve 6 and a thermoelectric generator 24; the high-temperature EGR system comprises the exhaust gas recirculation valve 6, an exhaust gas filter 7, an independent electric drive air compressor 8, a high-temperature EGR flow meter 9 and a three-way branch pipe 10 connected by an air duct in sequence, and the three-way branch pipe 10 is connected with the air inlet pipeline; the waste heat utilization system comprises the thermoelectric generator 24 and a gas-liquid heat exchanger 17, the thermoelectric generator 24 is connected with the air outlet pipeline, the gas-liquid heat exchanger 17 is connected with the thermoelectric generator 24 and a fuel supply pipeline connected with the fuel pump and the fuel common rail, and high-temperature flue gas waste heat is utilized by the thermoelectric generator 24 and the gas-liquid heat exchanger 17 in sequence. The ECU control unit 14 is connected with the high-voltage electrostatic fuel injector 3, the spark plug 4, the liquid ammonia injector 5, the exhaust gas recirculation valve 6, the high-temperature EGR flow meter 9, the air flow meter 12, the fuel pump 16, the liquid ammonia flow meter 20, the booster pump 21, the electric control valve 22, the exhaust mechanism 25, and is used for reasonably controlling injection timing of the liquid ammonia and the biodiesel, ignition timing, exhaust gas recirculation amount and air intake amount, so that the engine is stably operated.
[0030] The working process is as follows:
[0031] (1) Air enters the main combustion chamber 1 through the air intake system, specifically, air enters the air inlet pipeline from ①, is filtered through the air filter 13, sequentially passes through the air flow meter 12 and the throttle valve 11, and enters the main combustion chamber 1 through the three-way branch pipe 10.
[0032] (2) The ammonia fuel supply system and the fuel supply system respectively provide fuel to the liquid ammonia injector 5 and the high-pressure electrostatic fuel injector 3, and in the process, the gas-liquid heat exchanger 17 in the waste heat utilization system preheats the high-activity fuel (biodiesel), specifically: the liquid ammonia fuel in the liquid ammonia tank 19 first passes through the liquid ammonia flowmeter 20, then is pressurized by the booster pump 21, and then is delivered to the liquid ammonia common rail 23 through the electric control valve 22, and then is accurately distributed to the liquid ammonia injector 5, which directly injects liquid ammonia into the main combustion chamber 1 under the control of the ECU control unit 14; the biodiesel in the oil tank 15 is pressurized by the fuel pump 16, and then flows through the gas-liquid heat exchanger 17, and is heated after heat exchange with the medium-low temperature exhaust gas, so as to achieve the purpose of preheating. The preheated biodiesel has reduced viscosity, enhanced flowability, and reduced atomization difficulty. The biodiesel after preheating is delivered to the fuel common rail 18, and then accurately distributes the flow to the high-pressure electrostatic fuel injector 3, which sprays atomized fuel into the pre-combustion chamber 2 under the control of the ECU control unit 14.
[0033] (3) The combustion process in the engine: the ECU control unit 14 controls the injection time and injection amount of liquid ammonia and biodiesel, the ignition time of the spark plug, and the intake amount of the combustion chamber. The liquid ammonia injector 5 directly injects atomized liquid ammonia into the main combustion chamber 1 based on the traditional pressure atomization principle; the high-pressure electrostatic fuel injector 3 fully atomizes the preheated biodiesel based on pressure atomization and electrostatic atomization technology, and sprays the atomized biodiesel into the pre-combustion chamber 2. The fuel in the pre-combustion chamber 2 is ignited by the spark plug 4 to form a first mixed combustion, and then the pressure and temperature rapidly increase, so that the flame produced by the combustion forms a flame jet through the pre-combustion chamber 2 injection hole and rushes into the main combustion chamber 1, forming a secondary vortex motion. The injected flame jet forms multiple ignition nuclei in the main combustion chamber 1, ignites the fuel mixture in the main combustion chamber 1, and forms a second mixed combustion. This pre-combustion chamber 2 assisted high-activity fuel jet ignition mode improves the ignition stability by means of the high energy of the flame jet and enhances the turbulent motion in the combustion chamber to speed up the combustion, which makes up for the shortcomings of ammonia fuel such as difficult ignition and slow flame propagation speed.
[0034] (4) EGR exhaust gas recirculation and exhaust process: when the engine is exhausting, the high-temperature exhaust gas flows out of the combustion chamber through the exhaust pipe, a part of the high-temperature exhaust gas enters the high-temperature EGR exhaust gas recirculation system, the opening degree of the exhaust gas recirculation valve 6 is controlled by the ECU control unit 14, the exhaust gas recirculation flow is adjusted, then filtered through the exhaust gas filter 7, and passed through the independent electric drive air compressor 8 and the high-temperature EGR flow meter 9, and finally enters the three-way branch pipe 10 to enter the combustion chamber with air. The liquid ammonia direct injection method can improve the ammonia fuel replacement rate, but the latent heat of ammonia evaporation is high, and the evaporation of ammonia in the combustion chamber will absorb heat and reduce the temperature in the combustion chamber, which is not conducive to ignition. By using the high-temperature EGR exhaust gas recirculation system, the high-temperature exhaust gas is introduced into the intake port to increase the intake temperature, effectively improving the initial thermodynamic state of the working medium in the combustion chamber, and the residual combustion intermediates in the exhaust gas can improve the reactivity of the mixture, which is beneficial to the occurrence of ignition and the propagation of flame.
[0035] On the other hand, the ammonia-based engine system has the problem of high ammonia unburned rate in the exhaust gas, and direct emission will cause environmental pollution. Reintroducing part of the exhaust gas into the combustion chamber through the EGR system can help reduce the ammonia emission of the exhaust gas.
[0036] Waste heat utilization system: when the engine is exhausting, part of the high-temperature exhaust gas enters the high-temperature EGR exhaust gas recirculation system, and another part of the high-temperature exhaust gas first passes through the thermoelectric generator 24 to convert low-grade heat energy into high-grade electric energy, and the worked low-temperature exhaust gas passes through the gas-liquid heat exchanger 17 to preheat the biodiesel, and then the exhaust gas is discharged from the engine system through the exhaust mechanism 25 (② is the exhaust position), and the oxygen sensor in the exhaust mechanism 25 transmits the detected exhaust gas signal to the ECU control unit 14 to ensure the stable operation of the engine system. The exhaust mechanism 25 is the existing exhaust structure of the engine system, which will not be described in detail here.
[0037] Example two
[0038] In combination Figures 3-4 , the high-voltage electrostatic oil injector 3 provided by the embodiment includes an oil inlet mechanism, an electromagnetic mechanism, a transmission mechanism, a shell, a high-voltage charging module, and a receiving valve. The shell has a mounting chamber, an oil inlet, an electricity inlet, and an oil outlet. The oil inlet mechanism is arranged at the oil inlet, and the electromagnetic mechanism is arranged in the mounting chamber. One end of the electromagnetic mechanism is connected with the oil inlet mechanism, and the electromagnetic mechanism is used to drive the receiving valve to open. The transmission mechanism is connected with the receiving valve and used to drive the receiving valve to close. The receiving valve is arranged at the oil outlet, and the ratchet needle electrode of the high-voltage charging module is arranged towards the outlet of the receiving valve. The second wire harness plug of the high-voltage charging module and the first wire harness plug of the electromagnetic mechanism are both arranged at the electricity inlet.
[0039] Specifically, the shell 30 has a through hole along the central axis, and the two ends of the through hole are an oil inlet and an oil outlet, respectively. The installation chamber is connected downstream of the oil inlet. The through hole is sequentially provided with an oil inlet mechanism, an electromagnetic mechanism, a high-voltage charging module, and a receiving valve from top to bottom. The side wall of the shell is provided with an electricity inlet.
[0040] The oil inlet mechanism includes an oil inlet pipe 28, a fuel filter screen 27, and a first sealing ring 29. The lower half of the oil inlet pipe 28 is fixed in the oil inlet. The upper surface of the first sealing ring 29 is in full contact with the part of the oil inlet pipe 28 outside the shell, and the lower surface is pressed against the upper end surface of the shell 30 (the end surface at the oil inlet). The fuel filter screen 27 is welded in the oil inlet pipe 28.
[0041] The electromagnetic mechanism includes a core 31, a wire holder 33, an electromagnetic coil 34, a first wire harness plug 49, a sleeve 38, a second sealing ring 36, and a magnetic shield sleeve 37. The upper end of the core 31 receives the bottom of the oil inlet pipe 28 and is installed in the installation chamber. The electromagnetic coil 34 is wound on the wire holder 33. The electromagnetic coil 34 is connected to the first wire harness plug 49 and the ECU control unit in the engine system through wires. The magnetic shield sleeve 37 is installed at the bottom of the wire holder 33, and the second sealing ring 36 is arranged between the two to seal. The sleeve 38 is fixed in the shell 30 and is in interference fit with the lower half of the wire holder 33 and the magnetic shield sleeve 37 to position and seal. The core has an axial hole extending through its length.
[0042] The transmission mechanism includes a pressure regulating elastic pin 32 and a return spring 35. The return spring 35 in the transmission mechanism is welded at the bottom of the pressure regulating elastic pin 32. Adjusting the position of the pressure regulating elastic pin 32 changes the initial deformation length of the return spring 35, thereby changing the pressure of the needle valve body 42 on the valve seat 45 (when not spraying, the needle valve body tightly abuts the valve seat nozzle part). After adjusting the spring pressure, the pressure regulating elastic pin 32 is welded or interference fit in the axial hole of the core 31.
[0043] The installation chamber and the oil outlet have an installation area of an insulating oil chamber 39. The installation area of the insulating oil chamber 39 is provided with the insulating oil chamber 39. The limiting check ring 40 is a hollow cylinder made of high-strength non-magnetic material and is in clearance fit in the insulating oil chamber 39. The upper end surface is kept a certain distance from the bottom end of the core 31.
[0044] The high-voltage charging module includes a high-voltage charging cavity 46, a wiring terminal 47, a ratchet needle electrode 48, a primary insulation protection sheet 44, and a second wire harness plug 50. The high-voltage charging cavity 46 is arranged below the insulating oil chamber 39. The primary insulation protection sheet is fixed in the high-voltage charging cavity. The wiring terminal is arranged on the side wall of the high-voltage charging cavity and below the primary insulation protection sheet. The second wire harness plug is arranged at the electricity inlet. One end of the wiring terminal is connected to the second wire harness plug through a wire. The other end of the wiring terminal is connected to the ratchet needle electrode. The ratchet needle electrode is arranged in the high-voltage charging cavity.
[0045] The receiving valve comprises a valve seat 45, a receiving armature 41 and a needle valve body 42; the valve seat is arranged at the oil outlet, the valve seat 45 made of high-temperature-resistant metal material is integrally wrapped around the high-voltage charging cavity 46, the bottom end of the valve seat 45 is an integrated hollow spherical fuel injection head, a plurality of conical injection holes are opened on the surface of the injection head, and the bottom tip of the needle valve body 42 abuts against the injection hole at the moment when the fuel injector stops injecting fuel, thereby preventing fuel leakage.
[0046] The insulating oil cavity 39 is fixed to the lower part of the magnetic isolation sleeve 37, the bottom surface is connected to the high-voltage charging cavity, and the upper part of the receiving valve is arranged in the insulating oil cavity 39 and the lower part is arranged in the high-voltage charging cavity.
[0047] The middle shaft of the receiving armature 41 is welded to the bottom of the return spring 35; the receiving armature 41 is a spliced variable-diameter cylinder, specifically, the receiving armature comprises a first cylinder and a second cylinder, the first cylinder is fixed to the bottom of the return spring, the second cylinder is fixed to the bottom of the first cylinder, the outer diameter of the second cylinder is smaller than that of the first cylinder, the diameter d1 of the first cylinder is the same as the outer diameter of the limiting check ring 40, and the upper end surface thereof is fixed to the bottom surface of the limiting check ring 40; the diameter d2 of the second cylinder is slightly smaller than d1, a plurality of narrow oil passages are arranged in the range of d1-d2 on the first cylinder, thereby ensuring that fuel enters the insulating oil cavity 39; a connecting hole is arranged at the middle axis of the bottom of the second cylinder, the needle valve body 42 is welded to the upper end of the connecting hole, and the surface of the needle valve body 42 is covered with an insulating coating, thereby preventing problems such as magnetization of the transmission mechanism and inaction of the transmission mechanism caused by leakage of electric charge of the high-voltage charging module.
[0048] The insulating oil cavity 39 and the high-voltage charging cavity are both variable-diameter structures made of high-temperature-resistant and high-pressure-resistant insulating materials, i.e., both have a large-diameter section, a variable-diameter section and a small-diameter section, the first-level insulation protection sheet 44 and the second-level insulation protection sheet 43 are respectively fixed to the front of the variable-diameter section inside the high-voltage charging cavity 46 and the front of the variable-diameter section inside the insulating oil cavity 39; the first-level and second-level insulation protection sheets are both circular ring structures made of high-strength insulating materials, the outer diameters of the two are matched with the sizes of the installation positions, the inner diameters of the two are the same and slightly larger than the diameter of the front of the variable-diameter section of the needle valve body 42, thereby forming a narrow fuel passage, reducing loss of electric charge and enhancing safety.
[0049] The terminal is arranged below the first insulation protection sheet 44, fixed on the side wall of the high-voltage charging cavity 46, one end is connected with the second wire harness plug 50 through a wire, and high-voltage static electricity is provided by the high-voltage generator controlled by the ECU control unit in the engine system; the other end is connected with the ratchet needle electrode 48 arranged in the high-voltage charging cavity 46, and the ratchet needle electrodes 48 are uniformly distributed on the same height cross section inside the high-voltage charging cavity 46. The ratchet needle electrode 48 has a plurality of ratchet branches, the tips of the ratchet branches are close to and point to the injection hole of the hollow spherical fuel injection head at the bottom of the valve seat 45, so that the fuel near the hollow spherical fuel injection head has a high charge density, the oil mass ratio is improved, and the charge loss is further reduced.
[0050] It should be noted that the first wire harness plug 49 for receiving the excitation signal in the high-voltage electrostatic fuel injector is connected with the ECU control unit 14 through a wire. The second wire harness plug 50 for receiving high-voltage static electricity in the high-voltage electrostatic fuel injector is connected with the ECU control unit 14 through a wire, and the second wire harness plug 50 and the ECU control unit 14 are also connected with the high-voltage generator 26.
[0051] The working principle is as follows:
[0052] The electromagnetic coil 34 is connected with the first wire harness plug 49 and the ECU control unit in the engine system through wires in turn, the frequency and on-off of the electric excitation signal are controlled by the ECU control unit, and then the precise fuel injection of the high-voltage electrostatic fuel injector is controlled. When there is no electric excitation signal in the electromagnetic coil 34 (non-injection moment), the tip of the needle valve body 42 at the bottom tightly abuts against the conical injection hole under the pressure of the return spring 35, so that the high-voltage charged fuel in the high-voltage charging cavity 46 is prevented from being injected into the engine combustion chamber.
[0053] When the electromagnetic coil receives the electric excitation signal (injection moment), the electromagnetic coil generates a magnetic field, the iron core 31 further enhances the magnetic field strength, the receiving armature 41 is attracted upward under the electromagnetic force, the limiting stop ring 40 and the needle valve body 42 move upward with the receiving armature 41, and stop until the top of the limiting stop ring 40 abuts against the bottom end of the iron core 31. At this time, the high-voltage charged fuel in the high-voltage charging cavity 46 is communicated with the engine combustion chamber through the injection hole of the valve seat 45, and the fuel is injected into the combustion chamber under the action of oil pressure. At the same time, the fuel is atomized into small droplets under the action of pressure and static electricity, and the liquid droplets with the same charge are further dispersed in the combustion chamber under the action of coulomb repulsion.
[0054] When the electric excitation signal stops, since the limiting stop ring 40 and the magnetic shielding sleeve 37 are made of non-magnetic materials, the magnetic field of the electromagnetic coil 34 disappears rapidly, the receiving armature 41 and the limiting stop ring 40 are quickly separated from the iron core 31 under the spring force of the return spring 35, and return to the state that the needle valve body 42 tightly abuts against the injection hole of the valve seat 45, so that the magnetic hysteresis effect is effectively avoided, the action accuracy of the receiving valve is improved, and the normal work of the fuel injector is ensured.
[0055] The part not mentioned in the embodiment one is not mentioned in the embodiment.
[0056] The above embodiment is the preferred embodiment of the present application, but the embodiment of the present application is not limited by the above embodiment, and any change, modification, replacement, combination, simplification made without departing from the spirit and principle of the present application should be an equivalent replacement mode, which is included in the protection scope of the present application.
Claims
1. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system characterized by: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
2. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 1, wherein: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
3. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 2, wherein: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
4. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 2, wherein: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
5. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 4, wherein: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
6. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 4, wherein: The engine system, the ammonia fuel supply system, the fuel supply system, the intake system, the exhaust system, the high-temperature EGR system, the waste heat utilization system and the ECU control unit are connected.
7. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 5, wherein: The first wire harness plug in the high-voltage electrostatic injector for receiving an excitation signal is connected to the ECU control unit through a wire.
8. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 6, wherein: The second wire harness plug in the high-voltage electrostatic injector for receiving high-voltage static electricity is connected to the ECU control unit through a wire, and a high-voltage generator is further connected between the second wire harness plug and the ECU control unit.
9. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 2, wherein: 10. An electrostatically assisted atomized ammonia-biodiesel dual fuel engine system as claimed in claim 2, wherein: