Dual-fuel combustion device, engine and vehicle
By installing clean fuel and ignition fuel direct injection units in the combustion chamber, sufficient air-fuel mixture formation is achieved during low-temperature start-up, solving the problem of difficult ignition of clean fuel and improving combustion stability and thermal efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2025-05-14
- Publication Date
- 2026-04-21
AI Technical Summary
In traditional dual-fuel combustion devices, clean fuels are difficult to mix sufficiently during low-temperature startup, leading to ignition difficulties.
A clean fuel direct injection unit and an ignition fuel direct injection unit are installed in the combustion chamber. The first direct injection outlet of the clean fuel direct injection unit is installed at the first mounting position on the cylinder head, and the second direct injection outlet of the ignition fuel direct injection unit is installed at the second mounting position on the cylinder head. Before the clean fuel is directly injected, the ignition fuel is first injected to heat up the combustion chamber to ensure the ignition effect of the clean fuel.
It solves the problem of difficult cold start with clean fuels, avoids the phenomenon of difficult ignition during low-temperature start-up, and improves combustion stability and thermal efficiency.
Smart Images
Figure CN224149704U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to a dual-fuel combustion device, engine, and vehicle. Background Technology
[0002] With the continuous development of engines, users have also put forward higher requirements for the structural design of fuel combustion in engines, especially the structural design of dual-fuel combustion devices.
[0003] Traditional dual-fuel combustion devices employ a premixed air-fuel mixture (such as methanol) via air intake injection, combined with direct injection of ignition fuel (such as diesel or dimethyl ether). This means the clean fuel is injected through the air intake, while the ignition fuel is directly injected into the combustion chamber within the cylinder. However, this design has drawbacks. Due to the high latent heat of vaporization of clean fuels, it is difficult to form a sufficient air-fuel mixture during cold starts, leading to ignition difficulties. Therefore, a new dual-fuel combustion device is urgently needed to address the problem of cold (low-temperature) start-up difficulties with clean fuels.
[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Utility Model Content
[0005] The main objective of this application is to provide a dual-fuel combustion device, engine, and vehicle that aims to solve the problem of difficult cold start with clean fuels.
[0006] To achieve the above objectives, this application provides a dual-fuel combustion device, the dual-fuel combustion device comprising:
[0007] Cylinder liner;
[0008] Piston, which is installed inside the cylinder liner;
[0009] A cylinder head, which is installed at the opening of the cylinder liner, wherein the cylinder head, the cylinder liner, and the piston constitute a combustion chamber;
[0010] A clean fuel direct injection unit, wherein the first direct injection inlet of the clean fuel direct injection unit is connected to a clean fuel supply pipe, the first direct injection outlet of the clean fuel direct injection unit is disposed in the combustion chamber, and the clean fuel direct injection unit is installed at a first mounting position on the cylinder head, wherein the clean fuel direct injection unit is used to directly inject the clean fuel;
[0011] The ignition fuel direct injection unit has a second direct injection inlet connected to an ignition fuel supply pipe, and a second direct injection outlet disposed within the combustion chamber. The ignition fuel direct injection unit is installed at a second mounting position on the cylinder head. The ignition fuel direct injection unit is used to directly inject the ignition fuel to heat the combustion chamber before directly injecting the clean fuel, thereby ensuring the ignition effect of the clean fuel.
[0012] In one embodiment, the first installation position includes the center position of the inner wall of the cylinder head, and the second installation position includes a position on the inner wall of the cylinder head that is less than the center position by a preset first distance value, wherein the inner wall of the cylinder head is one side of the cylinder head that forms the combustion chamber.
[0013] In one embodiment, the clean fuel direct injection unit includes:
[0014] A clean fuel direct injection injector, wherein the first inlet of the clean fuel direct injection injector is connected to the clean fuel supply pipe, and the clean fuel direct injection injector is installed at a first mounting position on the cylinder head;
[0015] A clean fuel injection orifice is provided, which is connected to the first output port of the clean fuel direct injection injector, and is used to directly inject the clean fuel.
[0016] In one embodiment, the clean fuel injection holes are uniformly distributed along the vertical axis of the cylinder head.
[0017] In one embodiment, the ignition fuel direct injection unit includes:
[0018] A direct injection fuel injector for ignition fuel, wherein the second inlet of the direct injection fuel injector is connected to the direct injection fuel supply pipe, and the direct injection fuel injector for ignition fuel is installed at a second mounting position on the cylinder head;
[0019] An ignition fuel nozzle is provided, which is connected to the second output port of the ignition fuel direct injection injector, and is used to directly inject the ignition fuel.
[0020] In one embodiment, the ignition fuel nozzles are distributed in a first region, wherein the first region is a region where the distance to the clean fuel direct injection injector in the clean fuel direct injection unit is less than a preset second distance value.
[0021] In one embodiment, the ignition fuel nozzle and the clean fuel nozzle in the clean fuel direct injection unit are arranged intersecting each other in space.
[0022] In one embodiment, the combustion chamber includes a W-shaped rotating cavity.
[0023] In addition, to achieve the above objectives, this application also provides an engine that includes the aforementioned dual-fuel combustion device.
[0024] In addition, to achieve the above objectives, this application also provides a vehicle that includes the aforementioned engine.
[0025] This application provides a dual-fuel combustion device, including a cylinder liner; a piston installed inside the cylinder liner; a cylinder head installed at the opening of the cylinder liner, wherein the cylinder head, cylinder liner, and piston constitute a combustion chamber; a clean fuel direct injection unit, wherein a first direct injection inlet of the clean fuel direct injection unit is connected to a clean fuel supply pipe, a first direct injection outlet of the clean fuel direct injection unit is disposed in the combustion chamber, and the clean fuel direct injection unit is installed at a first mounting position on the cylinder head, wherein the clean fuel direct injection unit is used for direct injection of clean fuel; and an ignition fuel direct injection unit, wherein a second direct injection inlet of the ignition fuel direct injection unit is connected to an ignition fuel supply pipe, a second direct injection outlet of the ignition fuel direct injection unit is disposed in the combustion chamber, and the ignition fuel direct injection unit is installed on the cylinder head. The second installation position of the dual-fuel combustion device involves a direct injection unit for igniting fuel to preheat the combustion chamber before direct injection of clean fuel, ensuring effective ignition of the clean fuel. This dual-fuel combustion device achieves direct injection of both clean fuel and igniting fuel within the combustion chamber. The direct injection of igniting fuel preheats the combustion chamber before direct injection of clean fuel, ensuring effective ignition of the clean fuel. This avoids the problem of insufficient air-fuel mixture formation and ignition difficulties during cold starts. By installing both the clean fuel and igniting fuel direct injection units within the combustion chamber and controlling the preheating of the combustion chamber before direct injection of clean fuel, the dual-fuel combustion device solves the problem of cold starts with clean fuel. Attached Figure Description
[0026] Figure 1 This is a schematic diagram of the framework of the first embodiment of the dual-fuel combustion device of this application;
[0027] Figure 2 This is a schematic diagram of the framework of the second embodiment of the dual-fuel combustion device of this application;
[0028] Figure 3 This is a schematic diagram of the framework of the third embodiment of the dual-fuel combustion device of this application;
[0029] Figure 4 This is a schematic diagram of the structure of the first embodiment of the dual-fuel combustion device of this application;
[0030] Figure 5 This is a schematic diagram of the oil jet design for the dual-fuel combustion device of this application.
[0031] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings.
[0032] Explanation of icon numbers:
[0033] 11. Cylinder liner; 12. Piston; 13. Cylinder head; 110. Combustion chamber; 20. Clean fuel direct injection unit; 30. Ignition fuel direct injection unit; 220. Ignition fuel delivery pipe; 210. Clean fuel delivery pipe; 31. Ignition fuel direct injection injector; 32. Ignition fuel jet; 21. Clean fuel direct injection injector; 22. Clean fuel jet. Detailed Implementation
[0034] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.
[0035] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.
[0036] Currently, commonly used clean fuel engines (this application uses methanol as an example, but other clean fuels with similar properties can also be used, and are not limited here) mainly adopt the intake manifold injection + spark plug ignition method. This means that methanol is injected into the intake manifold and then ignited in the combustion chamber. However, due to the corrosive nature and high latent heat of vaporization of methanol, spark plug-ignition methanol engines generally suffer from cold start difficulties (i.e., due to the high latent heat of vaporization, it is difficult to form a sufficient air-fuel mixture during low-temperature starts, making ignition difficult), and cylinder wall wear (i.e., some methanol enters the combustion chamber from the intake manifold without vaporizing and evaporating, remaining in a liquid state). Methanol causes problems such as scouring the cylinder liner's inner surface oil, reducing lubrication performance and thus accelerating cylinder liner wear. Simultaneously, improvements in thermal efficiency are limited by premixed combustion knock (in methanol port injection mode, methanol and air are fully mixed before ignition to form a mixture; when the spark plug ignites, the flame propagates from the ignition core to the combustion chamber; if the mixture far from the spark plug spontaneously combusts before the flame reaches it, the engine will knock, causing a sharp rise in cylinder pressure and severe engine vibration, seriously affecting engine performance and lifespan). Specific power output (the maximum power produced per liter of displacement) is also lower than that of diesel engines. In research on dual-fuel methanol engines, a methanol port injection premixed system combined with diesel direct injection ignition is often used. However, the methanol port injection premixed combustion mode is still affected by knock and combustion stability factors, resulting in a generally low methanol substitution rate.
[0037] Therefore, based on the shortcomings of the above-mentioned dual-fuel combustion devices, the dual-fuel combustion device of this application is proposed. The main solution of the embodiments of this application is: by setting the first direct injection outlet of the clean fuel direct injection unit in the combustion chamber and installing it at a first mounting position on the cylinder head, and simultaneously setting the second direct injection outlet of the ignition fuel direct injection unit in the combustion chamber and installing it at a second mounting position on the cylinder head, the direct injection of clean fuel and ignition fuel in the combustion chamber can be achieved. Before the direct injection of clean fuel, the direct injection of ignition fuel heats the combustion chamber to ensure the ignition effect of clean fuel, thereby avoiding the phenomenon that clean fuel is difficult to form a sufficient mixture during low-temperature start-up, resulting in ignition difficulties. This dual-fuel combustion device solves the problem of difficult cold start of clean fuel by installing the clean fuel direct injection unit and the ignition fuel direct injection unit in the combustion chamber and controlling the direct injection of ignition fuel to heat the combustion chamber before the direct injection of clean fuel to ensure the ignition effect of clean fuel.
[0038] Based on this, the embodiments of this application provide a dual-fuel combustion device, referring to... Figure 1 , Figure 1 This is a schematic diagram of the framework of the first embodiment of the dual-fuel combustion device of this application.
[0039] Reference Figure 1 This application provides a dual-fuel combustion device, which includes:
[0040] Cylinder liner 11;
[0041] Piston 12, which is installed inside cylinder liner 11;
[0042] Cylinder head 13 is installed at the opening of cylinder liner 11, wherein cylinder head 13, cylinder liner 11 and piston 12 constitute combustion chamber 110;
[0043] The clean fuel direct injection unit 20 has a first direct injection inlet connected to the clean fuel supply pipe 210, a first direct injection outlet located in the combustion chamber 110, and is installed at a first mounting position on the cylinder head 13. The clean fuel direct injection unit 20 is used for direct injection of clean fuel.
[0044] The ignition fuel direct injection unit 30 has a second direct injection inlet connected to the ignition fuel supply pipe 220 and a second direct injection outlet located inside the combustion chamber 110. The ignition fuel direct injection unit 30 is installed at a second mounting position on the cylinder head 13. The ignition fuel direct injection unit 30 is used to directly inject ignition fuel to heat the combustion chamber 110 before directly injecting clean fuel, so as to ensure the ignition effect of clean fuel.
[0045] In this embodiment, the assembly design of cylinder liner 11, piston 12, and cylinder head 13 forms combustion chamber 110 to realize the combustion of fuel in combustion chamber 110. Of course, combustion chamber 110 may also include other components, such as air inlet and outlet ports for air exchange between combustion chamber 110 and the outside, and opening or closing devices provided at air inlet and outlet ports, etc., which will not be described in detail here. In addition, the dual-fuel combustion device also includes a clean fuel direct injection unit 20 (direct injection method, which also solves the knocking problem) and an ignition fuel direct injection unit 30 disposed in combustion chamber 110. The two direct injection units are each connected to their own fuel supply pipes to deliver clean fuel and ignition fuel to their respective direct injection units for direct injection through their respective fuel supply pipes. The clean fuel direct injection unit 20 is installed at a first mounting position on the cylinder head 13, and the ignition fuel direct injection unit 30 is installed at a second mounting position on the cylinder head 13. This enables direct injection of clean fuel and ignition fuel into the combustion chamber 110, and controls the sequence of direct injection of clean fuel and ignition fuel. Specifically, before direct injection of clean fuel, direct injection of ignition fuel heats the combustion chamber 110 to facilitate subsequent direct injection of clean fuel, ensuring the ignition effect of clean fuel and thus solving the problem of difficult cold start with clean fuel. Further details can be found in... Figure 2 , Figure 2 This is a schematic diagram of the framework of the second embodiment of the dual-fuel combustion device of this application. The clean fuel direct injection unit 20 and the ignition fuel direct injection unit 30 can be disposed inside the cylinder head 13, and connected to the direct injection unit via their respective fuel supply pipes embedded in the cylinder head 13 from above or to the side. Of course, the clean fuel direct injection unit 20 and the ignition fuel direct injection unit 30 can be arranged according to actual needs, such as the symmetrical distribution shown in the figure. Alternatively, the entire device can be adaptively modified based on actual conditions. Further details can be found in the following... Figure 3 , Figure 3 This is a schematic diagram of the framework of the third embodiment of the dual-fuel combustion device of this application. In this case, the clean fuel direct injection unit 20 is located in the middle of the cylinder head 13, and the ignition fuel direct injection unit 30 is located close to the clean fuel direct injection unit 20. Through the above design structure, the clean fuel can be fully combusted under the special structure of the combustion chamber 110 (such as sufficient air in the middle of the combustion chamber 110). In addition, the clean fuel vaporization can be controlled based on the ignition fuel to solve the problem of cylinder wall wear caused by liquefied clean fuel. At the same time, the clean fuel can be fully combusted based on the design structure and installation method to improve the thermal efficiency of the clean fuel.
[0046] In this embodiment, a dual-fuel combustion device is provided, including a cylinder liner; a piston installed inside the cylinder liner; a cylinder head installed at the opening of the cylinder liner, wherein the cylinder head, cylinder liner, and piston constitute a combustion chamber; a clean fuel direct injection unit, wherein a first direct injection inlet of the clean fuel direct injection unit is connected to a clean fuel supply pipe, a first direct injection outlet of the clean fuel direct injection unit is disposed in the combustion chamber, and the clean fuel direct injection unit is installed at a first mounting position on the cylinder head, wherein the clean fuel direct injection unit is used for direct injection of clean fuel; and an ignition fuel direct injection unit, wherein a second direct injection inlet of the ignition fuel direct injection unit is connected to an ignition fuel supply pipe, a second direct injection outlet of the ignition fuel direct injection unit is disposed in the combustion chamber, and the ignition fuel direct injection unit is installed on the cylinder head. The second installation position of the dual-fuel combustion device involves a direct injection unit for igniting fuel to preheat the combustion chamber before direct injection of clean fuel, ensuring effective ignition of the clean fuel. This dual-fuel combustion device achieves direct injection of both clean fuel and igniting fuel within the combustion chamber. The direct injection of igniting fuel preheats the combustion chamber before direct injection of clean fuel, ensuring effective ignition of the clean fuel. This avoids the problem of insufficient air-fuel mixture formation and ignition difficulties during cold starts. By installing both the clean fuel and igniting fuel direct injection units within the combustion chamber and controlling the preheating of the combustion chamber before direct injection of clean fuel, the dual-fuel combustion device solves the problem of cold starts with clean fuel.
[0047] Furthermore, based on the first embodiment of this application described above, a second embodiment of the dual-fuel combustion device of this application is proposed. The first installation position includes the center position of the inner wall of the cylinder head 13, and the second installation position includes a position on the inner wall of the cylinder head that is less than a preset first distance value from the center position. The inner wall of the cylinder head is one side of the cylinder head 13 that forms the combustion chamber 110.
[0048] In this embodiment, for the special combustion chamber 110 structure, the clean fuel direct injection unit 20 is designed to be installed at the center of the inner wall of the cylinder head 13, while the ignition fuel direct injection unit 30 is designed at a position on the inner wall of the cylinder head that is less than a preset first distance value from the center position. The inner wall of the cylinder head is one side of the cylinder head 13 that forms the combustion chamber 110. That is, by designing the clean fuel direct injection unit 20 in the middle position, the clean fuel in the clean fuel direct injection unit 20 can be fully combusted. At the same time, the ignition fuel direct injection unit 30 is designed close to the clean fuel direct injection unit 20 to ensure that the ignition fuel direct injection unit 30 can accurately increase the combustion space temperature of the clean fuel to ensure the vaporization of the clean fuel and avoid damage to the interior of the combustion chamber 110 by the liquefied clean fuel.
[0049] In one embodiment, based on the first and / or second embodiments of this application described above, a third embodiment of the dual-fuel combustion device of this application is proposed, wherein the clean fuel direct injection unit 20 includes:
[0050] Clean fuel direct injection injector 21 (commonly used direct injection injector for injecting clean fuel), the first inlet of the clean fuel direct injection injector 21 is connected to the clean fuel supply pipe 210, wherein the clean fuel direct injection injector 21 is installed at the first mounting position on the cylinder head;
[0051] The clean fuel nozzle (used to spray a clean fuel oil jet, which can be installed on the clean fuel direct injection injector 21) is connected to the first output port of the clean fuel direct injection injector 21 and is used for direct injection of clean fuel.
[0052] In one embodiment, the clean fuel injection holes are evenly distributed along the vertical axis of the cylinder head 13.
[0053] In this embodiment, the clean fuel direct injection unit 20 includes a clean fuel direct injection injector 21 and a clean fuel nozzle. The clean fuel direct injection injector 21 is centrally arranged in the combustion chamber 110, which allows the clean fuel to adopt a diffusion combustion method, which is not limited by the premixed knock in the air passage. This can significantly increase the compression ratio (i.e., if the premixed air passage is increased, the compression pack will cause the clean fuel to burn prematurely, resulting in knock), and improve the engine thermal efficiency (which is positively correlated with the compression ratio). To ensure the combustion of clean fuel, the clean fuel injection holes can be evenly distributed along the vertical axis of the cylinder head 13 to ensure that the clean fuel is evenly injected into the middle of the combustion chamber 110, thereby achieving complete combustion. Furthermore, direct injection of clean fuel into the cylinder, and controlling injection after top dead center, can optimize the problem of methanol wet wall wear in the cylinder. Specifically, before top dead center (the highest position reached by the piston top when it moves in the cylinder, i.e., the position furthest from the crankshaft rotation center, ignition preparation), the ignition fuel direct injection unit 30 directly injects ignition fuel. This allows the ignition fuel to be used before top dead center to increase the temperature inside the combustion chamber 110, thereby indirectly increasing the initial ignition temperature of the clean fuel. This means that during clean fuel cold starts, the proportion of ignition fuel can be increased to optimize the cold start performance of the clean fuel. Further details can be found in... Figure 4 , Figure 4 This is a schematic diagram of the structure of the first embodiment of the dual-fuel combustion device of this application. The design of the clean fuel direct injection injector 21 and the clean fuel nozzle in the combustion chamber 110 is shown in the figure. The design of the clean fuel direct injection injector 21 and the clean fuel nozzle in the combustion chamber 110 is used to ensure the protection of the inner wall of the combustion chamber 110, and the design and the direct injection timing of the fuel are combined to improve the cold start performance of the clean fuel.
[0054] Based on the first, second, and / or third embodiments of this application described above, a fourth embodiment of the dual-fuel combustion device of this application is proposed, wherein the ignition fuel direct injection unit 30 includes:
[0055] Ignition fuel direct injection injector 31 (commonly used direct injection injector for injecting ignition fuel), the second inlet of ignition fuel direct injection injector 31 is connected to ignition fuel supply pipe 220, wherein the ignition fuel direct injection injector 31 is installed at the second mounting position on cylinder head 13;
[0056] The ignition fuel nozzle (used to spray out an ignition fuel oil jet, which can be installed on the ignition fuel direct injection injector 31) is connected to the second output port of the ignition fuel direct injection injector 31 and is used for direct injection of ignition fuel.
[0057] In one embodiment, the ignition fuel nozzles are distributed in a first region, wherein the first region is a region where the distance value from the clean fuel direct injection injector 21 in the clean fuel direct injection unit 20 is less than a preset second distance value.
[0058] In one embodiment, the ignition fuel nozzle and the clean fuel nozzle in the clean fuel direct injection unit 20 are arranged intersecting each other in space.
[0059] In this embodiment, the ignition fuel direct injection unit 30 includes an ignition fuel direct injection injector 31 and an ignition fuel nozzle, which can be referred to as follows. Figure 4 The ignition fuel direct injection injector 31 is offset relative to the clean fuel direct injection injector 21, and its nozzles are only arranged on the side closest to the clean fuel direct injection injector 21. This serves two purposes: firstly, to raise the temperature and ignite the clean fuel combustion area; secondly, the ignition fuel nozzles land in the air-rich region of the combustion chamber, close to the cylinder center, ensuring stable and complete combustion, improving methanol ignition performance, and preventing particulate matter emissions. Further details can be found in... Figure 5 , Figure 5 This is a schematic diagram of the oil jet design of the dual-fuel combustion device of this application. The ignition fuel nozzle and the clean fuel nozzle in the clean fuel direct injection unit 20 are arranged crosswise in space, which can prevent the clean combustion of the subsequent direct injection from quenching the flame of the ignition fuel, improve combustion stability, and increase the clean combustion substitution rate.
[0060] In one embodiment, the clean fuel direct injection injector 21 and the ignition fuel direct injection injector 31 are independently controlled by the engine ECM (Engine Control Module) for injection parameters. The injection parameters include injection pressure, injection initiation angle, and injection quantity, which are parameters related to the fuel output to the fuel jet. These parameters can be adaptively controlled based on engine operating conditions. Engine operating conditions include at least engine speed, engine torque, engine coolant temperature, and intake air temperature. The injection parameters (including ignition fuel injection parameters and clean fuel injection parameters) corresponding to these operating conditions are determined in the corresponding parameter tables based on these four operating conditions. The clean fuel direct injection injector 21 and the ignition fuel direct injection injector 31 are then controlled based on their respective parameters. It is worth noting that, in addition to parameter control, there is also control over the direct injection time. The ignition fuel direct injection injector 31 starts injecting before the engine top dead center. After the ignition fuel direct injection injector 31 injects, the fuel jet atomizes and diffuses, mixes with the surrounding air and burns, increasing the overall temperature in the combustion chamber. At this time, the injection start time of the clean fuel direct injection injector 21 is later than that of the ignition fuel direct injection injector 31. At the injection time, the overall temperature in the cylinder is already higher than the auto-ignition temperature of the clean fuel. The clean fuel adopts a diffusion combustion mode, and the fuel jet mixes with the surrounding air and burns at the same time, avoiding the large amount of clean fuel evaporation and heat absorption that would cause the cylinder temperature to drop. That is, during cold start, the proportion of ignition fuel can be increased to optimize cold start performance. Of course, to ensure the direct injection effect, the number of each fuel jet can be set. For example, the clean fuel jet 22 has 9 jets, which can be adjusted according to the simulation test results in actual application, usually between 8 and 12 jets; the ignition fuel jet 32 has 2 jets, which can be adjusted according to the simulation test results in actual application, usually between 2 and 4 jets, thereby ensuring the direct injection effect of the entire dual-fuel combustion device and the subsequent ignition efficiency.
[0061] In one embodiment, the dual-fuel combustion device supplies clean fuel and ignition fuel through a dual-fuel supply system, wherein the dual-fuel supply system includes: an ignition fuel delivery module and a clean fuel delivery module; a dual-fuel high-pressure oil pump module, the first end of which is connected to the first end of both the ignition fuel delivery module and the clean fuel delivery module (oil outlet of the dual-fuel high-pressure oil pump module), and the third end of which is connected to the second end of both the ignition fuel delivery module and the clean fuel delivery module (oil return of the dual-fuel high-pressure oil pump module); and a dual-fuel high-pressure oil rail module, the first end of which is connected to the second end of the dual-fuel high-pressure oil pump module (oil outlet of the dual-fuel high-pressure oil rail module), and the third end of which is connected to the second end of both the ignition fuel delivery module and the clean fuel delivery module (oil return of the dual-fuel high-pressure oil rail module). The dual-fuel direct injection module has its first end connected to the second end of the dual-fuel high-pressure fuel rail module (the dual-fuel direct injection module receives fuel and is controlled for direct injection), and its second end connected to the second end of the ignition fuel delivery module (the dual-fuel direct injection module returns fuel); the dual-fuel supply controller is connected to the fourth end of the dual-fuel high-pressure fuel pump module, the fourth end of the dual-fuel high-pressure fuel rail module, and the third end of the dual-fuel direct injection module (it can also control the dual-fuel high-pressure fuel rail module based on operating conditions, where the dual-fuel high-pressure fuel rail module refers to the combination of the clean fuel direct injection unit 20 and the ignition fuel direct injection unit 30). The dual-fuel supply controller is used to collect the flow information of the dual-fuel high-pressure fuel pump module and the rail pressure information of the dual-fuel high-pressure fuel rail module, and control the ignition fuel delivery module to supply ignition fuel and / or control the clean fuel delivery module to supply clean fuel based on the flow information and rail pressure information. The dual-fuel supply system achieves integrated dual-fuel supply by designing a dual-fuel high-pressure fuel pump module and a dual-fuel high-pressure fuel rail module. This means that the dual-fuel supply controller can collect flow rate information from the dual-fuel high-pressure fuel pump module and rail pressure information from the dual-fuel high-pressure fuel rail module. Based on this flow rate and rail pressure information, it can control the ignition fuel delivery module to supply ignition fuel and / or control the clean fuel delivery module to supply clean fuel. Flow rate information refers to the fuel flow rate delivered from the ignition fuel delivery module and the clean fuel delivery module to the dual-fuel high-pressure fuel pump module. Rail pressure information refers to the rail pressure value of the fuel collected by the dual-fuel high-pressure fuel rail module. For example, if the engine operating condition determines that the required rail pressure value for fuel D is A, and the actual collected rail pressure value is B, and B is less than A, the flow rate of fuel D will be increased, thereby increasing the rail pressure value of fuel D to complete the dual-fuel supply control. Because the dual-fuel high-pressure fuel pump module and the dual-fuel high-pressure fuel rail module are integrated, the pump drives the ignition fuel and clean fuel in a common rail system, meeting the engine's drive requirements, thus reducing the implementation cost of the dual-fuel supply system.It is worth noting that if one of the fuels in the dual-fuel supply is corrosive, another fuel can be used for hydraulic actuation on the injector of that fuel to avoid corrosion damage to the control components. If the clean fuel is corrosive, an ignition fuel can be used to drive the injector of the clean fuel to avoid corrosion damage to the components of the clean fuel injector, thereby improving the service life of the dual-fuel supply system. It is also worth noting that in this application, the connection of the first end of the dual-fuel high-pressure pump module to the first end of the first fuel delivery module and the first end of the second fuel delivery module means that part A of the first end of the dual-fuel high-pressure pump module is connected to the first end of the first fuel delivery module, and part B of the first end of the dual-fuel high-pressure pump module is connected to the first end of the second fuel delivery module. Here, A and B are not at the same location; that is, "connected separately" means that different parts of a certain location are connected to different modules. Subsequent "connected separately" has the same meaning and is not limited here.
[0062] Furthermore, in one embodiment, the combustion chamber 110 includes a W-shaped rotating cavity.
[0063] In this embodiment, the combustion chamber 110 includes a W-shaped rotating cavity. By designing the installation method of the clean fuel direct injection injector 21 and the ignition fuel direct injection injector 31, the combustion of the clean fuel can be ensured (i.e., the design ensures sufficient air at the clean fuel direct injection position). At the same time, the W-shaped rotating cavity design ensures that when the clean fuel is directly injected (at the top dead center), the W-shaped rotating cavity covers the cylinder liner 11, thus preventing damage to the inner wall of the cylinder liner 11 and protecting the inner wall of the combustion chamber 110. Of course, the combustion chamber 110 can also be adaptively set according to the actual situation, which is not limited here (such as changing the internal cavity structure of the combustion chamber 110 according to the injection position).
[0064] Based on the above embodiments of the dual-fuel combustion device, an engine is proposed, which includes the aforementioned dual-fuel combustion device.
[0065] In this embodiment, the engine achieves direct injection of both clean fuel and ignition fuel within the combustion chamber by placing the first direct injection outlet of the clean fuel direct injection unit in the combustion chamber and mounting it at a first mounting position on the cylinder head, while simultaneously placing the second direct injection outlet of the ignition fuel direct injection unit in the combustion chamber and mounting it at a second mounting position on the cylinder head. Before the clean fuel is injected, the ignition fuel is injected to preheat the combustion chamber, ensuring effective ignition of the clean fuel. This avoids the problem of insufficient air-fuel mixture formation and ignition difficulties during cold starts. This dual-fuel combustion device, by installing the clean fuel direct injection unit and the ignition fuel direct injection unit within the combustion chamber and controlling the preheating of the combustion chamber by the ignition fuel before the clean fuel is injected, ensures effective ignition of the clean fuel, thereby solving the problem of difficult cold starts with clean fuel.
[0066] Based on the above embodiments of the dual-fuel combustion device, a vehicle is proposed, which includes the aforementioned engine.
[0067] In this embodiment, the vehicle uses an engine with a clean fuel direct injection unit and an ignition fuel direct injection unit installed in the combustion chamber. Before the clean fuel is directly injected, the ignition fuel is injected to heat the combustion chamber, thereby ensuring the ignition effect of the clean fuel and solving the problem of difficult cold start of clean fuel.
[0068] The above are only some embodiments of this application and do not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.
Claims
1. A dual fuel combustion apparatus, characterized by, The dual-fuel combustion device includes: Cylinder liner; Piston, which is installed inside the cylinder liner; A cylinder head, which is installed at the opening of the cylinder liner, wherein the cylinder head, the cylinder liner, and the piston constitute a combustion chamber; A clean fuel direct injection unit, wherein the first direct injection inlet of the clean fuel direct injection unit is connected to a clean fuel supply pipe, the first direct injection outlet of the clean fuel direct injection unit is disposed in the combustion chamber, and the clean fuel direct injection unit is installed at a first mounting position on the cylinder head, wherein the clean fuel direct injection unit is used to directly inject the clean fuel; The ignition fuel direct injection unit has a second direct injection inlet connected to an ignition fuel supply pipe, and a second direct injection outlet disposed within the combustion chamber. The ignition fuel direct injection unit is installed at a second mounting position on the cylinder head. The ignition fuel direct injection unit is used to directly inject the ignition fuel to heat the combustion chamber before directly injecting the clean fuel, thereby ensuring the ignition effect of the clean fuel.
2. The dual-fuel combustion device as described in claim 1, characterized in that, The first installation position includes the center position of the inner wall of the cylinder head, and the second installation position includes a position on the inner wall of the cylinder head that is less than the center position by a preset first distance value, wherein the inner wall of the cylinder head is one side of the cylinder head that forms the combustion chamber.
3. The dual fuel combustion apparatus of claim 1, wherein, The clean fuel direct injection unit includes: A clean fuel direct injection injector, wherein the first inlet of the clean fuel direct injection injector is connected to the clean fuel supply pipe, and the clean fuel direct injection injector is installed at a first mounting position on the cylinder head; A clean fuel injection orifice is provided, which is connected to the first output port of the clean fuel direct injection injector, and is used to directly inject the clean fuel.
4. The dual fuel combustion apparatus of claim 3, wherein, The clean fuel injection holes are evenly distributed along the vertical axis of the cylinder head.
5. The dual fuel combustion apparatus of claim 1, wherein, The ignition fuel direct injection unit includes: A direct injection fuel injector for ignition fuel, wherein the second inlet of the direct injection fuel injector is connected to the direct injection fuel supply pipe, and the direct injection fuel injector for ignition fuel is installed at a second mounting position on the cylinder head; An ignition fuel nozzle is provided, which is connected to the second output port of the ignition fuel direct injection injector, and is used to directly inject the ignition fuel.
6. The dual fuel combustion apparatus of claim 5, wherein, The ignition fuel nozzles are distributed in a first region, wherein the first region is a region where the distance to the clean fuel direct injection injector in the clean fuel direct injection unit is less than a preset second distance value.
7. The dual fuel combustion apparatus of claim 5, wherein, The ignition fuel nozzle and the clean fuel nozzle in the clean fuel direct injection unit are arranged intersecting each other in space.
8. The dual fuel combustion apparatus of any one of claims 1 to 7, wherein, The combustion chamber includes a W-shaped rotating cavity.
9. An engine characterized by, The engine includes the dual-fuel combustion device according to any one of claims 1 to 8.
10. A vehicle characterized by comprising: The vehicle includes the engine as described in claim 9.