Combustion optimization system for engine and engine thereof

Abstract

The utility model discloses a combustion optimization system for an engine and the engine thereof, and relates to the field of engines. According to the utility model, the fuel oil turbulence mechanism is arranged in the fuel oil supply system of the engine, so that fuel oil is injected into the engine for combustion through the fuel oil injection system after turbulent flow is generated in the device, and meanwhile, the plasma generation mechanism is arranged in the air inlet system of the engine, so that inlet air for generating high-temperature plasma can be injected into the engine for combustion. Therefore, inlet air of an engine combustion chamber has activity combined with fuel oil, air flow does not disturb the diffusion track of oil mist, the fuel oil sprayed into the engine is subjected to turbulent flow in advance, uniform tiny oil drops are formed in the combustion chamber, the plasma inlet air and the turbulent fuel oil are subjected to mixed combustion, the flame propagation speed and stability are improved, and the combustion efficiency is improved. The combustion reaction is more sufficient, the efficiency is improved, the oil consumption is reduced, the power is improved, the emission is reduced, and the carbon deposition is reduced.

Description

Technical Field

[0001] This utility model relates to the field of engines, and in particular to a combustion optimization system for engines and an engine thereof. Background Technology

[0002] Traditional internal combustion engines consist of two main systems: the intake system and the fuel supply system. The fuel supply system, mainly composed of the fuel injection device, fuel supply lines, and injection controller, is responsible for injecting fuel into the combustion chamber. The intake system, composed of the air filter, intake lines, throttle body, and intake manifold, is responsible for supplying oxygen-containing air to the combustion chamber and regulating the air-fuel ratio by controlling the intake air flow and pressure.

[0003] Traditional internal combustion engines suffer from the following key issues affecting combustion efficiency:

[0004] Firstly, the fuel atomization is not fine enough. Fuel is mostly transported in a laminar flow state in the pipeline. After being broken up by traditional fuel injectors, the resulting fuel droplets are relatively large. Larger fuel droplets are prone to forming local fuel-rich areas in the combustion chamber, and they are difficult to completely vaporize during combustion, which easily leads to uneven mixing in some areas.

[0005] Secondly, insufficient air-fuel mixing. Conventional intake system designs often lack optimization of airflow organization, resulting in low turbulence intensity and difficulty in achieving sufficient mixing of fuel particles and air molecules. This leads to poor uniformity of the air-fuel mixture distribution within the combustion chamber, affecting flame propagation stability.

[0006] Incomplete combustion in an internal combustion engine will lead to: a significant decrease in fuel economy and energy conversion efficiency; an increase in the emission of unburned harmful substances in the exhaust gas, exacerbating environmental pollution; and the continuous accumulation of unburned residues on the inner wall of the combustion chamber, accelerating abnormal wear of key components and shortening engine life.

[0007] However, in existing designs, the intake system and fuel supply system are often optimized independently. Fuel is mainly generated through mechanical injection, resulting in uneven droplet size distribution due to laminar flow characteristics, creating localized fuel-rich zones within the combustion chamber. Simultaneously, intake system optimization can easily create strong turbulence, affecting the fuel injection process.

[0008] Fuel atomization is limited by laminar flow characteristics. The droplet size distribution formed by mechanical injection is uneven. Some large droplets that are not fully broken up form local fuel-rich areas in the combustion chamber. At the same time, the intake system mainly pursues airflow stability, resulting in insufficient ability of the airflow to carry atomized fuel. Therefore, even if the intake air mixing capacity is enhanced and the fuel injection precision is improved, the fuel spray diffusion trajectory is affected by the intake air mixing, and there is always a fuel-air distribution gradient in the combustion chamber, which makes it impossible to form an ideal homogeneous mixture.

[0009] It is evident that existing technologies suffer from a failure in the coordination between the fuel supply system and the air intake system, making it difficult for fuel and air to burn completely. This further hinders the improvement of fuel efficiency and makes it difficult to optimize pollution emissions and carbon deposits. Utility Model Content

[0010] To address the problems existing in the prior art, the main objective of this utility model is to provide a combustion optimization system and engine for an engine, which can work in conjunction with the fuel supply system and the intake system to form a mixture of intake air with high entrainment capacity and fully atomized fuel in the combustion chamber, thereby improving fuel efficiency and optimizing pollution emissions and carbon deposits.

[0011] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a combustion optimization system for an engine, used in an engine comprising an intake system and a fuel supply system, wherein the combustion optimization system includes:

[0012] The plasma generating mechanism is installed between the air filter and the intake manifold of the intake system, and ionizes the intake air filtered by the air filter before supplying it to the intake manifold.

[0013] A fuel turbulence mechanism for turbulent fuel flow, with its input end connected directly or indirectly to the fuel tank of the engine's fuel supply system and its output end connected to the fuel injection mechanism of the engine's fuel supply system; and a system control module electrically connected to the plasma generation mechanism and the fuel turbulence mechanism to control the intake air plasmaization and fuel turbulence processes.

[0014] Preferably, the plasma generating mechanism includes a pipe body, a first driving circuit, and an anode body and a cathode body disposed within the pipe body; one end of the pipe body is used to communicate with the air outlet of the air filter, and the other end of the pipe body is used to communicate with the intake manifold via the engine intake pipe; the first driving circuit is electrically connected to the anode body and the cathode body respectively; the system control module is controlled and connected to the first driving circuit.

[0015] Preferably, the anode body is tubular and has numerous perforated electrodes arranged on its inner sidewall, and the anode body is fixedly disposed inside the pipe body; the cathode body is columnar and has numerous needle-shaped electrodes arranged on its outer sidewall, and the cathode body is fixedly disposed inside the anode body.

[0016] Preferably, the fuel turbulence mechanism includes a turbulence body and an ultrasonic vibration generator, which is disposed outside the turbulence body to generate ultrasonic vibrations to the fuel flowing through the turbulence body; a second drive circuit is electrically connected to the ultrasonic vibration generator to drive the ultrasonic vibration generator; and the system control module is connected to the second drive circuit for control.

[0017] Preferably, the fuel turbulence mechanism includes a turbulence body and an electric heater, which are disposed inside the turbulence body to heat the fuel flowing through the turbulence body; a third drive circuit is electrically connected to the electric heater to drive the electric heater; and the system control module is connected to the third drive circuit for control.

[0018] Preferably, the fuel turbulence mechanism includes a turbulence body, and at least one pair of permanent magnets with opposite polarities are disposed on the outer circumferential side of the turbulence body, and a catalyst layer is disposed between the permanent magnets and the turbulence body.

[0019] Preferably, the fuel turbulence mechanism includes a turbulence body, which includes: a turbulence chamber disposed within the turbulence body; a contraction pipe disposed at one end of the turbulence body, with the rear end of the contraction pipe connected to the turbulence chamber; an expansion pipe disposed at the other end of the turbulence body, with the front end of the expansion pipe connected to the turbulence chamber; and a helical blade disposed within the turbulence chamber.

[0020] Preferably, there are two or more contraction pipes, each of which is configured such that: one of the contraction pipes is located on the axial direction of the turbulent body, and the remaining contraction pipes are distributed in a ring around the outer side of the contraction pipe on the axial direction, and the total cross-sectional diameter of the contraction pipe on the axial direction is equal to or less than the total cross-sectional diameter of the contraction pipe on the outer ring; or, each of the contraction pipes is distributed in a ring around the outer side of the contraction pipe on the axial direction, and the total cross-sectional diameter of each of the contraction pipes is the same.

[0021] There are two or more expansion pipes, each of which is configured such that: one of the expansion pipes is located on the axial direction of the turbulent body, and the remaining expansion pipes are distributed in a ring around the outer side of the expansion pipe on the axial direction, and the total cross-sectional diameter of the expansion pipe on the axial direction is equal to or less than the total cross-sectional diameter of the expansion pipe on the outer ring; or, each of the expansion pipes is distributed in a ring around the outer side of the expansion pipe on the axial direction, and the total cross-sectional diameter of each expansion pipe is the same; the contraction pipe on the outer ring is axially offset from the expansion pipe on the outer ring.

[0022] Preferably, at least two helical blades are configured, and the two helical blades are arranged in a coaxial front-to-back direction with opposite helical directions.

[0023] In a second aspect, the present invention provides an engine comprising the aforementioned combustion optimization system for an engine.

[0024] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0025] (1) In this utility model, a fuel turbulence mechanism is set in the fuel supply system of the engine, so that the fuel is injected into the engine for combustion after being generated in the device. At the same time, a plasma generation mechanism is set in the intake system of the engine, so that the intake air generates high-temperature plasma, thereby making the intake air in the engine combustion chamber have the activity of combining fuel but the airflow will not disturb the diffusion trajectory of the oil mist. The fuel injected into the engine is turbulent in advance, thereby forming uniform fine oil droplets in the combustion chamber. The plasma-ionized intake air mixes and burns with the turbulent fuel, enhancing the flame propagation speed and stability, making the combustion reaction more complete, and ultimately achieving improved combustion efficiency, reduced fuel consumption, increased power output, reduced pollution emissions and reduced carbon deposits.

[0026] (2) In this utility model, the plasma generating mechanism is provided with an anode body with a tubular structure having arranged perforated electrodes and a cathode body with a columnar structure having arranged needle electrodes in the main body of the pipeline. During operation, a DC high voltage is applied to the anode body and the cathode body to form an electrical path with the passing gas and to ionize the gas.

[0027] (3) In this utility model, the turbulent body is further configured as a structure consisting of a contraction pipe, a turbulent chamber, a spiral blade and an expansion pipe. When the fuel enters the contraction pipe, it is further pressurized and accelerated. The fuel is dispersed to various parts of the turbulent chamber and collides with each other in the spiral blade, which is shaped like a fan blade, forming fine particles mixed with hydrogen. These particles flow out from the expansion pipe, thereby achieving turbulent flow of fuel. Finally, the fuel is sprayed out in the injection mechanism as fine oil droplets.

[0028] (4) In this utility model, the fuel turbulence mechanism is further equipped with a heater. After the fuel is heated, its viscosity decreases and its fluidity increases, making it easier to atomize into fine droplets at the fuel injector. This allows the fuel and air to mix more thoroughly, improving combustion efficiency. At the same time, the thermal motion of the fuel molecules intensifies after heating. After mixing with air in the cylinder, they can reach the ignition point and start burning more quickly, making the combustion process faster and more complete, releasing more energy. Heating the fuel will improve its anti-knock properties during combustion, making the engine run more smoothly. At the same time, heating the fuel also avoids the situation where, for example, diesel fuel is difficult to turbulentize in cold weather.

[0029] (5) In this utility model, the fuel turbulence mechanism is further provided with a permanent magnet and a catalyst layer, wherein the catalyst layer is disposed between the turbulence body and the permanent magnet. Under the action of the magnetic field of the permanent magnet, the fuel fluid molecules are polarized, making the molecular arrangement more orderly, enhancing the interaction between fuel molecules, and improving the activity of the fuel. Under the action of the catalyst layer, materials such as rare earth, germanium, rare earth oxides, cerium, and lanthanum are used to change the properties of the fuel from a chemical level, adsorb impurities in the fuel, and play a role in purifying the fuel and promoting combustion.

[0030] The present invention will be further described below with reference to the accompanying drawings. Attached Figure Description

[0031] Figure 1 A schematic diagram of the structure of a combustion optimization system for an engine according to an embodiment of the present invention;

[0032] Figure 2 A schematic diagram of the structure of a plasma generation mechanism for an engine combustion optimization system according to an embodiment of the present invention;

[0033] Figure 3 A schematic diagram of the structure of a fuel turbulence mechanism of a first example of a combustion optimization system for an engine according to an embodiment of the present invention.

[0034] Figure 4 A schematic diagram of the structure of a fuel turbulence mechanism of a second example of a combustion optimization system for an engine according to an embodiment of the present invention.

[0035] Figure 5 A schematic diagram of the circuit structure of a system control module for an engine combustion optimization system according to an embodiment of the present invention.

[0036] Figure 6 A schematic diagram of the structure of a fuel turbulence mechanism in a third example of a combustion optimization system for an engine according to an embodiment of the present invention;

[0037] Figure 7 A schematic diagram of the structure of a fuel turbulence mechanism in a fourth example of a combustion optimization system for an engine according to an embodiment of the present invention.

[0038] Reference numerals: 10. Plasma generating mechanism; 11. Pipe body; 12. Anode body; 121. Hollow electrode; 13. Cathode body; 131. Needle electrode; 14. First drive circuit; 20. Fuel turbulence mechanism; 21. Turbulence body; 22. Turbulence chamber; 23. Contraction pipe; 24. Expansion pipe; 25. Helical blade; 26. Ultrasonic vibration generator; 27. Second drive circuit; 28. Electric heater; 29. ​​Third drive circuit; 30. System control module; 40. Negative pressure valve; 51. Permanent magnet; 52. Catalytic converter; 53. Pipe body; 70. Engine body; 71. Combustion chamber; 81. Air filter; 82. Intake manifold; 91. Fuel tank; 92. Fuel injection mechanism. Detailed Implementation

[0039] To better illustrate the purpose, technical solution, and advantages of this utility model, the specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0040] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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 utility model.

[0041] It should be noted that when a component / part is referred to as being "set on" another component / part, it can be directly set on the other component / part or there may be an intervening component / part. When a component / part is referred to as being "connected / joined" to another component / part, it can be directly connected / joined to the other component / part or there may be an intervening component / part. The term "connected / joined" as used herein can include mechanical physical connections / joinings. The term "including / comprises" as used herein refers to the presence of a feature, step, or component / part, but does not exclude the presence or addition of one or more other features, steps, or components / parts. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. Furthermore, in the description of this disclosure, the terms "first," "second," etc., are used for descriptive purposes and to distinguish similar objects only, and there is no order between them, nor should they be construed as indicating or implying relative importance. Additionally, in the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0043] The combustion optimization system disclosed herein is applied to an engine. As conventional technology, the engine described in this disclosure includes an engine body 70. The engine body 70 is provided with multiple combustion chambers 71, and chemical energy is converted to mechanical energy through the combustion of fuel within the combustion chambers 71. The engine described in this disclosure also includes an intake system and a fuel supply system. The intake system includes an air filter 81 and an intake manifold 82. The air filter 81 is connected to the intake manifold 82 to supply filtered air to the intake manifold 82, and the intake manifold 82 is connected to each combustion chamber 71 within the engine body 70 to provide stable intake air pressure. The fuel supply system includes a fuel tank 91 and a fuel injection mechanism 92. The fuel tank 91 is connected to the fuel injection mechanism 92 to supply fuel to the fuel injection mechanism 92, and the fuel injection mechanism 92 is connected to each combustion chamber 71 within the engine body 70 to inject fuel into the combustion chambers 71 for combustion.

[0044] In existing technologies, the intake system and fuel supply system cannot be optimized in synergy, making it difficult for fuel and air to burn completely. This further hinders the improvement of fuel efficiency and makes it difficult to optimize pollution emissions and carbon deposits.

[0045] Therefore, such as Figure 1 As shown, this disclosure provides a combustion optimization system for an engine. The combustion optimization system includes a plasma generating mechanism 10, a fuel turbulence mechanism 20, and a system control module 30. The plasma generating mechanism 10 has an intake end and an outlet end. The intake end of the plasma generating mechanism 10 is connected to the outlet end of the air filter 81 of the intake system. The outlet end of the plasma generating mechanism 10 is connected to the intake manifold 82 via an intake duct. Air purified by the air filter 81 is plasmaized in the plasma generating mechanism 10 to form high-temperature plasma intake air, which then enters the combustion chambers 71 in the engine body via the intake manifold 82. The fuel turbulence mechanism 20 has an input end and an output end. The input end of the fuel turbulence mechanism 20 is connected to the fuel tank 91 of the engine's fuel supply system. Typically, a fuel pump is installed inside the fuel tank 91, and the input end of the fuel turbulence mechanism 20 is directly connected to the fuel tank 91. In some cases, an independent fuel pump or fuel filter is configured between the fuel tank 91 and the fuel injection mechanism 92. In this case, the input end of the fuel turbulence mechanism 20 is connected to the independent fuel pump or filter, thus indirectly connecting to the fuel tank 91. The output end of the fuel turbulence mechanism 20 is connected to the fuel injection mechanism 92. Fuel pumped from the fuel tank 91 in a laminar flow state is processed by the fuel turbulence mechanism 20 to form turbulent fuel. The fuel injection mechanism 92 then injects this turbulent fuel, creating a more dispersed state in the combustion chamber 71. The system control module 30 is connected to the plasma generator 10 and the fuel turbulence mechanism 20 to control the intake air plasmaization and fuel turbulence processes.

[0046] The engine equipped with the combustion optimization system of this embodiment, during operation, generates high-temperature plasma from the intake air by the plasma generator 10 during the intake stroke, improving the intake air activity while avoiding strong turbulence. During the compression stroke, the fuel mist is dispersed by the fuel turbulence mechanism 20, resulting in a larger diffusion trajectory. The highly active intake air, however, has weaker turbulence, avoiding disruption of the fuel mist diffusion trajectory. After the spark plug ignites, the highly active intake air rapidly ignites the uniformly distributed fine fuel mist, generating high temperatures, thereby effectively mixing and burning the plasma-ionized intake air with the turbulent fuel.

[0047] Therefore, the combustion optimization system of this utility model and the engine equipped with the combustion optimization system can enhance the flame propagation speed and stability, make the combustion reaction more complete, and ultimately achieve improved combustion efficiency, reduced fuel consumption, increased power output, reduced pollution emissions and reduced carbon deposits.

[0048] like Figure 2 As shown, in this embodiment, the plasma generating mechanism 10 specifically includes a pipe body 11, a first driving circuit 14, and an anode body 12 and a cathode body 13 disposed within the pipe body 11. One end of the pipe body 11 is connected to the air outlet of the air filter 81, and the other end of the pipe body 11 is connected to the intake manifold 82 via the engine intake pipe. The anode body 12 is tubular and has numerous perforated electrodes 121 arranged on its inner sidewall, and is fixedly disposed inside the pipe body 11. The cathode body 13 is columnar and has numerous needle-shaped electrodes 131 arranged on its outer sidewall, and is fixedly disposed inside the anode body 12. The anode body 12 is connected to the positive terminal of the first driving circuit 14, and the cathode body 13 is connected to the negative terminal of the first driving circuit 14. Under the control of the system control module 30, the anode body 12 and the cathode body 13 are driven by the first drive circuit 14 to form a DC high voltage. The needle electrode 131 of the cathode body 13 is the source of electron emission and is usually made of a high-temperature resistant material that easily emits electrons, such as tungsten wire. The perforated electrode 121 of the anode body 12 is used to receive electrons and complete the circuit conduction. During operation, the air filtered by the air filter 81 enters the cathode body 13 and the region of the cathode body 13 from one end of the pipe body 11. The first drive circuit 14 applies a DC high voltage between the anode body 12 and the cathode body 13, so that the needle electrode 131, the air intake and the perforated electrode 121 form an electrical path, thereby causing the air intake to form plasma, which enters the intake manifold 82 and the combustion chamber 71 from the other end of the pipe body 11.

[0049] It is understood that the anode body 12 and the cathode body 13 are fixedly connected to the pipe body 11 through insulating components, and the first drive circuit 14 passes through the pipe body 11 in an airtight and insulated manner, and is electrically connected to the anode body 12 and the cathode body 13.

[0050] like Figure 3 and Figure 4 As shown, in this embodiment, specifically, the fuel turbulence mechanism 20 includes a turbulence body 21. A turbulence chamber 22 is disposed within the turbulence body 21. A contraction pipe 23 is disposed at the front end of the turbulence body 21, and the contraction pipe 23 is connected to one end of the turbulence chamber 22. An expansion pipe 24 is disposed at the rear end of the turbulence body 21, and the expansion pipe 24 is connected to the other end of the turbulence chamber 22. A helical blade 25 is disposed inside the turbulence chamber 22, thereby causing the fuel fluid to oscillate in the radial direction. Specifically, two helical blades 25 are configured, arranged coaxially in a front-to-back direction with opposite helical directions, thereby causing the fuel fluid to oscillate in the radial direction and collide with each other in multiple radial directions.

[0051] During operation of the fuel turbulence mechanism 20, the laminar fuel fluid pumped by the fuel tank 91 enters the contraction pipe 23 of the turbulence body 21. The fuel enters the turbulence chamber 22 at an increased velocity within the contraction pipe 23. The increased velocity fuel fluid passes through the helical blades 25 of the turbulence chamber 22, causing multiple radial collisions and generating a radially random, high-energy, random vibration state. Further, the fuel fluid enters the expansion pipe 24, where it undergoes pressure reduction, has a larger space to reduce collisions, and maintains a radially high-energy random vibration state. Finally, it flows from the output end of the fuel turbulence mechanism 20 to the injection mechanism 92, and is injected into the combustion chamber 71. Because the fuel fluid undergoes turbulence treatment, the injection by the injection mechanism 92 has a wider diffusion trajectory, thus avoiding fuel droplet accumulation.

[0052] like Figure 3 and Figure 4As shown, in this embodiment, the fuel turbulence mechanism 20 specifically includes an ultrasonic vibration generator 26, an electric heater 28, a permanent magnet 51, and a catalyst layer 52. The electric heater 28 is disposed inside the turbulence body 21 and is used to heat the fuel flowing through the turbulence body 21. A second drive circuit is electrically connected to the electric heater 28 to drive it. A system control module 30 is connected to the first drive circuit 14 to control it. The ultrasonic vibration generator 26 is disposed outside the turbulence body 21 to generate ultrasonic vibrations to the fuel flowing through it. The first drive circuit 14 is electrically connected to the ultrasonic vibration generator 26 to drive it. The system control module 30 is connected to the first drive circuit 14. The permanent magnet 51 consists of a pair of permanent magnets with opposite polarities disposed on the outer circumference of the turbulence body 21, thereby polarizing the fuel molecules, making the molecular arrangement more orderly, enhancing the interaction between fuel molecules, and improving the activity of the fuel. A catalyst layer 52 is disposed between the permanent magnet 51 and the turbulent body 21. The catalyst layer 52 is composed of high-purity rare earth, high-purity germanium, rare earth oxides, cerium, lanthanum and other materials to form a catalytic structure, which adsorbs impurities in the fuel and plays a role in purifying the fuel. At the same time, some rare earth materials have catalytic properties and can promote the combustion reaction of the fuel.

[0053] refer to Figure 3 In this embodiment, specifically, an electric heater 28 is provided on the front side of the turbulence chamber 22. The electric heater 28 passes through the turbulence chamber 22 in a sealed manner and extends into the interior of the turbulence chamber 22. Under the driving action of the second drive circuit, the fuel fluid with increased flow velocity after passing through the contraction pipe 23 contacts the electric heater 28 for heat exchange, thereby raising the temperature of the fuel fluid, reducing its viscosity, and enhancing its fluidity. This makes it easier to atomize into fine fuel droplets at the fuel injector, allowing the gasoline and air to mix more thoroughly and improving combustion efficiency. After preheating, the molecular thermal motion of the fuel fluid intensifies, and after mixing with air in the cylinder, it can reach the ignition point more quickly and begin combustion, making the combustion process faster and more complete, releasing more energy.

[0054] refer to Figure 3 In this embodiment, specifically, a catalyst layer 52 is annularly arranged on the rear side of the turbulent flow chamber 22. Pairs of permanent magnets 51 with opposite polarities are arranged on the outer side of the catalyst layer 52. The catalyst layer 52 can adsorb impurities in the fuel fluid flowing through the turbulent flow chamber 22. Rare earth materials have catalytic properties, changing the properties of the fuel at a chemical level and promoting the combustion reaction. The permanent magnets 51 polarize the fuel molecules, making the molecular arrangement more orderly and improving fuel activity.

[0055] refer to Figure 3In this embodiment, specifically, the extension pipe 24 of the turbulent body 21 is configured to be connected to the turbulent body 21 in an elastically sealed manner. The ultrasonic vibration generator 26 is disposed on the outer wall of the extension pipe 24. Under the action of the first driving circuit 14, the ultrasonic vibration generator 26 generates ultrasonic vibration, which is transmitted to the fuel fluid flowing through the spiral blade 25 via the extension pipe 24, so that the fuel fluid generates oscillating peaks and troughs, making it easier to overcome surface tension and break into tiny droplets, thereby further refining the droplets.

[0056] As can be seen, the fuel turbulence mechanism 20, by configuring an ultrasonic vibration generator 26, an electric heater 28, a permanent magnet 51, and a catalyst layer 52, improves the mechanical oscillation, heating activation, molecular magnetic field excitation, and chemical catalysis of the fuel fluid. This not only allows the fuel to be better dispersed in the combustion chamber 71, but also makes it easier to mix with the intake air, easier to burn, and cleaner to burn.

[0057] refer to Figure 4 In this embodiment, the permanent magnet 51 and the catalyst layer 52 are configured as independent structures and are connected to the rear end of the extended pipe 24 of the turbulent flow body 21. An ultrasonic vibration generator 26 is disposed on the outer wall of the turbulent flow chamber 22 to generate ultrasonic frequency oscillations in the fuel fluid within the turbulent flow chamber 22, thereby better cooperating with the spiral blades 25 to break the fuel fluid into fine oil mist. An electric heater 28 passes through the turbulent flow chamber 22 to heat the fuel fluid within it. Specifically, the rear end of the extended pipe 24 of the turbulent flow body 21 is connected to one end of the pipe body 53, and the other end of the pipe body 53 is connected to the fuel injection mechanism 92. The outer wall of the pipe body 53 is covered with a catalyst layer 52 synthesized from materials such as rare earth, germanium, rare earth oxides, cerium, and lanthanum. The permanent magnet 51 is semi-circular plate-shaped, and two are configured. One permanent magnet 51 has an inner S pole and an outer N pole, while the other permanent magnet 51 has the opposite polarity. Two permanent magnets 51 are fixedly disposed on the outside of the catalyst layer 52 along the circumference, thereby applying a magnetic field to the pipe body 53 and the catalyst layer 52. Under the action of the magnetic field, the catalyst layer 52 is slowly released into the interior of the pipe body 53.

[0058] like Figure 5As shown, in this embodiment, the system control module 30 is connected to the first water pump, the water flow sensing switch, the constant voltage and constant current power supply, and the constant temperature heater, thereby enabling pure water electrolysis to produce hydrogen under controllable flow and temperature conditions. The system control module 30 is also connected to the three-way electronic valve and the TDS water quality sensor, thereby controlling the water circulation and drainage states. The system control module 30 is also connected to the first water level sensor, the second water level sensor, and the second water pump, thereby ensuring the water levels in the circulating water tank and the main storage tank. The system control module 30 is also connected to the first drive circuit 14 and the second drive circuit, thereby controlling the ultrasonic wave generation and fuel preheating in the fuel turbulence mechanism 20. The system control module 30 is connected to the engine control unit (ECU), thereby achieving global control of engine operation.

[0059] like Figure 6 The diagram shows a third example of the fuel turbulence mechanism 20 of this disclosure. As can be seen from this third example, the fuel turbulence mechanism 20 has two or more contraction channels 23. These contraction channels 23 can be arranged in a ring, with the circumference of the ring coaxial with the axis of the turbulence body 21. The fuel turbulence mechanism 20 also has two or more expansion channels 24. These expansion channels 24 can be arranged in a ring, with the circumference of the ring coaxial with the axis of the turbulence body 21. The ring arrangement of the contraction channels 23 allows the fuel fluid to enter the turbulence chamber 22 through multiple channels and with increased flow velocity, thereby increasing the turbulent flow rate. The individual fuel fluid streams can collide and interact with each other, thus enhancing the fuel turbulence effect. Similarly, the ring arrangement of the expansion channels 24 allows the turbulent fuel fluid to exit through multiple channels, increasing the flow rate of the injection mechanism 92 and making the turbulent flow state of the fuel fluid more stable. As can be seen from the fourth example, in a simple scheme, the number of multiple contraction pipes 23 and multiple expansion pipes 24 can be the same, and each contraction pipe 23 has a corresponding coaxial expansion pipe 24.

[0060] like Figure 7The image shows a fourth example of the fuel turbulence mechanism 20 of this disclosure. As shown in this fourth example, the fuel turbulence mechanism 20 has two or more contraction channels 23. One of the contraction channels 23 is located axially on the turbulence body 21, while the remaining contraction channels 23 are arranged in a ring around the outer side of the axial contraction channel 23. The total cross-sectional diameter of the axial contraction channel 23 can be smaller than the total cross-sectional diameter of the outer ring contraction channel 23. Similarly, the total cross-sectional diameter of the axial contraction channel 23 can be equal to the total cross-sectional diameter of the outer ring contraction channel 23. The distribution of the contraction channels 23 around the center and the outer ring can better increase the flow channels and improve the turbulence effect. Furthermore, as shown in the fourth example, the fuel turbulence mechanism 20 also has two or more extension channels 24. One of the extension channels 24 is located axially on the turbulence body 21, while the remaining extension channels 24 are arranged in a ring around the outer side of the axial extension channel 24. The total cross-sectional diameter of the axial extension channel 24 is equal to the total cross-sectional diameter of the outer ring extension channel 24. Similarly, the total cross-sectional diameter of the axial expansion pipe 24 is smaller than that of the outer ring expansion pipe 24. The distribution of the expansion pipes 24 around the center and outer ring provides a larger flow rate of turbulent fuel fluid, and the turbulent flow pattern is more stable. As shown in the fourth example, the axial contraction pipe 23 and the axial expansion pipe 24 can coincide. The outer ring distribution of the contraction pipes 23 and the outer ring distribution of the expansion pipes 24 are arranged in an axially staggered layout, thereby creating a staggered change in the direction of the fuel fluid.

[0061] The above embodiments mainly describe the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A combustion optimization system for an engine for an engine including an intake system and a fuel supply system, characterized by, The combustion optimization system comprises: a plasma generating mechanism (10) arranged between an air cleaner (81) and an intake manifold (82) of an intake system, and used to plasmaize intake air filtered by the air cleaner (81) and then supply the plasmaized intake air to the intake manifold (82); a fuel turbulence mechanism (20) used to turbulize fuel, and having an input end connected to a fuel tank (91) of a fuel supply system of an engine in a direct or indirect manner, and having an output end connected to an injection mechanism (92) of the fuel supply system of the engine; and a system control module (30) electrically connected to the plasma generating mechanism (10) and the fuel turbulence mechanism (20) to control the plasmaization of intake air and the turbulization of fuel.

2. A combustion optimization system for an engine as defined in claim 1, wherein The plasma generating mechanism (10) comprises a pipeline body (11), a first driving circuit (14), and an anode body (12) and a cathode body (13) arranged in the pipeline body (11). One end of the pipeline body (11) is arranged in communication with an air outlet of the air cleaner (81), and the other end of the pipeline body (11) is arranged in communication with the intake manifold (82) through an engine intake pipe. The first driving circuit (14) is electrically connected to the anode body (12) and the cathode body (13) respectively.

3. A combustion optimization system for an engine as defined in claim 2, wherein The anode body (12) is tubular, and a plurality of hole electrodes (121) are arranged on an inner side wall of the anode body (12). The cathode body (13) is columnar, and a plurality of needle electrodes (131) are arranged on an outer side wall of the cathode body (13).

4. A combustion optimization system for an engine as defined in claim 1, wherein The fuel turbulence mechanism (20) comprises a turbulence body (21) and an ultrasonic vibration generator (26) arranged outside the turbulence body (21) to generate ultrasonic vibration for fuel flowing through the turbulence body (21). A second driving circuit (27) is electrically connected to the ultrasonic vibration generator (26) to drive the ultrasonic vibration generator (26). The system control module (30) is connected to the second driving circuit (27).

5. A combustion optimization system for an engine as defined in claim 1, wherein The fuel turbulence mechanism (20) comprises a turbulence body (21) and an electric heater (28) arranged inside the turbulence body (21) to heat fuel flowing through the turbulence body (21). A third driving circuit (29) is electrically connected to the electric heater (28) to drive the electric heater (28). The system control module (30) is connected to the third driving circuit (29).

6. A combustion optimization system for an engine as defined in claim 1, wherein The fuel turbulence mechanism (20) comprises a turbulence body (21), and at least one pair of permanent magnets (51) with opposite polarities are arranged on an outer side of the turbulence body (21) in a circumferential direction, and a catalytic layer (52) is arranged between the permanent magnets (51) and the turbulence body (21).

7. A combustion optimization system for an engine as defined in claim 1, wherein The fuel turbulence mechanism (20) comprises a turbulence main body (21), which comprises a turbulence chamber (22) arranged in the turbulence main body (21), a contraction pipe (23) arranged at one end of the turbulence main body (21), and a rear end of the contraction pipe (23) being communicated with the turbulence chamber (22); an expansion pipe (24) arranged at the other end of the turbulence main body (21), and a front end of the expansion pipe (24) being communicated with the turbulence chamber (22); and a spiral blade (25) arranged in the turbulence chamber (22).

8. A combustion optimization system for an engine as defined in claim 7, wherein The contraction pipe (23) is arranged with two or more, each of the contraction pipes (23) is arranged as: one of the contraction pipes (23) is arranged on the axial direction of the turbulence main body (21), and the rest of the contraction pipes (23) are arranged in a ring shape outside the contraction pipe (23) on the axial direction, a full-length cross-sectional diameter of the contraction pipe (23) on the axial direction is equal to or less than a full-length cross-sectional diameter of the contraction pipe (23) on the outer ring; or each of the contraction pipes (23) is arranged in a ring shape outside the contraction pipe (23) on the axial direction, and a full-length cross-sectional diameter of each of the contraction pipes (23) is the same; the expansion pipe (24) is arranged with two or more, each of the expansion pipes (24) is arranged as: one of the expansion pipes (24) is arranged on the axial direction of the turbulence main body (21), and the rest of the expansion pipes (24) are arranged in a ring shape outside the expansion pipe (24) on the axial direction, a full-length cross-sectional diameter of the expansion pipe (24) on the axial direction is equal to or less than a full-length cross-sectional diameter of the expansion pipe (24) on the outer ring; or each of the expansion pipes (24) is arranged in a ring shape outside the expansion pipe (24) on the axial direction, and a full-length cross-sectional diameter of each of the expansion pipes (24) is the same; the contraction pipe (23) on the outer ring and the expansion pipe (24) on the outer ring are arranged in an axial offset manner. The spiral blade (25) is arranged with at least two, two of the spiral blades (25) are arranged in a coaxial front-rear direction and have opposite spiral directions.

9. A combustion optimization system for an engine as set forth in claim 7, characterized by An engine combustion optimization system comprising any one of claims 1 to 9.

10. An engine characterized by, ​

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