A liquid fuel combustion device with multiple oil channels and multiple ignition points

Abstract

This utility model discloses a liquid fuel combustion device with multiple oil channels and multiple ignition points. The combustion body consists of a base, a vaporization combustion cylinder, a cyclone air inlet cylinder, and an impeller air inlet channel. The base is provided with two or more oil inlets, which are evenly distributed along the circumference of the primary vaporization combustion chamber and are arranged along the tangent of the primary vaporization combustion chamber. Each oil inlet is provided with an ignition plug and an atomizing combustion net. Compared with the prior art, this embodiment can meet the needs of combustion devices with high fuel values ​​through the dual oil channel design, and does not require the use of an oil pump for pressurization. This effectively avoids the problem of poor atomization and dispersion due to excessively fast injection speed. Moreover, compared with a single oil inlet, the liquid fuel can be more evenly distributed on the annular combustion net, and can be better dispersed for combustion under the action of the cyclone. The ignition and heating process is also faster than with a single oil inlet.

Description

Technical Field

[0001] This utility model relates to the field of stoves, and in particular to a liquid fuel combustion device with multiple oil lines and multiple ignition points. Background Technology

[0002] In the vast commercial stove market, liquefied petroleum gas (LPG) fuel, such as gas cylinders, is widely used in schools, military units, restaurants, hotels, and other multi-person stove applications. This traditional LPG has problems such as low calorific value, high cost, low flash point, flammability, explosiveness, and significant safety hazards. Due to the significant safety risks of LPG fuel, national monitoring has become increasingly strict, prohibiting non-residential users from using LPG. This has led to a shift in commercial stove fuels towards safer fuels with higher flash points—liquid fuels (coal-based liquid fuels). Coal-based liquid fuel for kitchen stoves is a non-toxic, harmless, high-flash-point liquid kitchen stove fuel mainly composed of alkanes, made from Fischer-Tropsch synthetic hydrocarbons, industrial white oil, high-flash-point hydrocarbon compounds, and other raw materials, compounded with high-molecular-weight oxygen-containing compounds and additives. Its main advantages are wide application, low price, high calorific value, good safety, and cleanliness; it is also very safe as it cannot burn at room temperature. The disadvantage is that the liquid fuel requires atomization or high-temperature vaporization to a certain particle size and an induced draft fan to supply oxygen for ignition and combustion.

[0003] Therefore, our company developed the first generation of liquid fuel stoves, see patent number CN202410224133.0, "A Multi-stage Split-type Energy-saving Combustion Device for Liquid Fuels." This product, through the structural design of the ion burner, fundamentally changes the atomization combustion method of the original electronic fuel injection stoves, transforming the open combustion method of the original electronic fuel injection stoves into a closed multi-stage combustion method. It eliminates the need for atomization via high-pressure atomizing nozzles, utilizing the temperature generated by primary combustion in the first-stage combustion chamber of the ion burner, combined with the air intake of the cyclone air intake, to achieve true high-temperature vaporization of the liquid fuel and precise air-fuel mixing. Stable and complete vaporization occurs in the second-stage combustion chamber formed between the lower ring of the combustion cylinder and the ion-distributing flame teeth, and complete combustion and heating occur in the third-stage combustion chamber within the combustion cylinder, ensuring complete combustion of the liquid fuel. Compared to electronic fuel injection stoves, the heat utilization rate is nearly doubled, and energy consumption (oil and electricity) is only half of the original, with higher safety, better independence, and wider applicability. Furthermore, during low-fire mode combustion, the liquid fuel can stably undergo fission combustion on the ion-firing teeth of the secondary combustion chamber, continuously generating stable heat.

[0004] To address the noise issue, our company developed a second-generation product based on the first-generation product. See patent number CN202410633760.X: A multi-stage silent and energy-saving combustion device for liquid fuels. This device incorporates a porous ceramic silencer within the combustion chamber. Compared to the first-generation product, the porous ceramic absorbs and reduces noise from the spirally rising combustion gases, further promoting the vaporization and combustion of the liquid fuel. Furthermore, the addition of the porous ceramic silencer allows the spirally rising combustion gases to release heat at the bottom of the silencer, spontaneously forming a vortex hot air field, creating a natural secondary combustion chamber. This vortex hot air field fully heats the subsequently arriving liquid fuel, causing it to vaporize and burn, thus altering the multi-stage combustion system of the liquid fuel. During operation, when liquid fuel enters the combustion chamber, it is ignited and vaporized in the primary combustion chamber. The flame rises spirally from above the combustion chamber and then enters the secondary combustion chamber's vortex hot air field for further heating and complete vaporization and combustion. Finally, it enters the tertiary combustion chamber at the top of the combustion cylinder for concentrated heat release. This process fully converts the liquid fuel into thermal energy, which is then emitted from the top of the silenced combustion cylinder via thermal radiation to heat the components to be heated. This improves the overall thermal efficiency of the combustion device and further reduces fuel consumption. Furthermore, the long cylindrical combustion cylinder design of the first-generation product has been eliminated, reducing limitations on the size of the burner and the height of the stove body, making it more suitable for the installation design of small stoves such as household stoves.

[0005] While this product achieves open combustion within the stove body, it still has certain drawbacks. The combustion chamber is a straight cylinder, which results in poor heat distribution. Furthermore, the porous ceramic added in the second-generation product has poor demolding performance, and the two-stage demolding process also leads to a low yield. Additionally, the secondary combustion chamber in the second-generation product utilizes a naturally formed vortex hot air field at the bottom of the porous ceramic silencer to achieve secondary heating, vaporization, and combustion of the fuel from the primary vaporization stage. The advantages include a reduced combustion chamber length and a solution to the noise problem. However, due to the elimination of the ion-distributing flame teeth and the lower ring design of the combustion chamber, when the low-power mode is activated, the low fuel supply and calorific value can easily cause incomplete vaporization and combustion of the liquid fuel, resulting in the production of unburned CO gas and thus an unpleasant odor during low-power combustion.

[0006] In response, our company has further developed a third-generation product based on previous work. See Patent No. CN2025204589752, "A Multi-stage Supercombustion Device for Liquid Fuels." This device designs the porous ceramic silencer and combustion chamber into a conical shape with a smaller bottom and a larger top. This allows the spiraling airflow to gradually increase its vortex radius, increasing the area of ​​the flame outlet at the top of the combustion chamber, resulting in better fire dispersion and facilitating large-area heating of the components to be heated. Furthermore, the ceramic silencer no longer requires a two-stage design, greatly improving the yield rate of porous ceramic silencer production. Moreover, through the design of the fire-dividing combustion chamber, the liquid fuel, after vaporization and combustion in the primary combustion chamber, can directly reach the vicinity of the vortex hot air field area at the bottom of the ceramic silencer through the fire-dividing combustion chamber. The high-temperature environment inside the combustion chamber ensures that the liquid fuel achieves complete vaporization and combustion. Furthermore, the separate combustion chamber does not affect the spiral ascent of the vaporized liquid fuel within the primary combustion chamber. Combined with the porous sound-absorbing ceramic within the combustion chamber, this further promotes complete vaporization and combustion of the liquid fuel while reducing noise. Therefore, compared to the first and second generation products, this invention is more conducive to the vaporization and combustion of liquid fuel, resulting in higher thermal efficiency. Simultaneously, the separate combustion chamber design solves the problem of incomplete combustion of liquid fuel in the gas flow during low-fire mode, when the fuel supply is small and the calorific value is low, leading to an unpleasant odor in the emitted furnace gas, especially during initial ignition operations.

[0007] However, our company's multi-stage supercombustion device is mainly designed for 20KW commercial combustion stoves. But some commercial combustion devices have much higher heat requirements, such as tobacco curing barns, which require 35KW of heat. This necessitates increasing the hourly oil combustion rate within the combustion chamber. Therefore, the multi-stage supercombustion device needs to be enlarged to create a larger combustion chamber to accommodate more liquid fuel combustion. However, existing combustion devices only have one oil inlet, and this inlet requires the installation of matching ignition plugs and other components. For compatibility reasons, the size of the oil inlet cannot be easily adjusted; therefore, the adjustment can only be achieved by adjusting the oil pump pressure. To increase the fuel supply and pressure, the fuel at the inlet becomes more concentrated, hindering the proper dispersion and atomization of the liquid fuel by the cyclone. Even with increased fan airflow, the vaporization and combustion are still unsatisfactory. During testing, it was found that when the liquid fuel is injected tangentially into the primary combustion chamber, it impacts the combustion screen on the inner wall. Due to the high flow rate, large fuel volume, and insufficient cyclone dispersion, the liquid fuel cannot be completely vaporized and flows down the combustion screen, depositing at the bottom of the primary combustion chamber. This ultimately leads to a decrease in the temperature of the primary combustion chamber and incomplete combustion, producing black smoke. Therefore, further design improvements to the liquid fuel system are urgently needed. Utility Model Content

[0008] The purpose of this invention is to provide a liquid fuel combustion device with multiple oil circuits and multiple ignition points that solves the above-mentioned problems.

[0009] To achieve the above objectives, the technical solution adopted by this utility model is: a liquid fuel combustion device with multiple oil paths and multiple ignition points, comprising a combustion body, which is composed of a base, a vaporization combustion cylinder, a cyclone air inlet cylinder, and an impeller air inlet channel. A primary vaporization combustion chamber is formed between the inner wall of the vaporization combustion cylinder and the outer wall of the cyclone air inlet cylinder. The base is provided with two or more oil inlets, which are evenly spaced along the circumference of the primary vaporization combustion chamber. The oil inlets are arranged along the tangential direction of the primary vaporization combustion chamber and have the same rotation direction as the impeller air inlet channel. Each oil inlet is provided with an ignition plug and an atomizing combustion mesh.

[0010] Preferably, the system also includes an oil supply line, an oil distribution line, and an oil distribution valve. The oil supply line is equipped with an oil pump. One end of the oil supply line is connected to the oil tank, and the other end is connected to the oil distribution line through the oil distribution valve. The oil distribution line is connected to the oil inlet end of each oil inlet.

[0011] Preferably, the device also includes a controller and a fan. The fan is mounted on the air chamber at the bottom of the combustion device and generates cyclone through the impeller air intake channel at the bottom of the burner. The controller is electrically connected to the fan, oil pump and ignition plug.

[0012] Preferably, the inner wall of the vaporization combustion chamber is provided with a vaporization combustion sticky net, and the vaporization combustion sticky net is provided with through holes to facilitate the injection of liquid fuel from the oil inlet.

[0013] Preferably, the base of the vaporization combustion cylinder is provided with multiple cyclone air outlets, which are evenly distributed around the vaporization combustion cylinder and face the bottom of the vaporization combustion chamber.

[0014] Preferably, the root of the vaporization combustion cylinder is inclined inward to form a conical surface, and the cyclone outlet is opened on the conical surface.

[0015] Preferably, the vaporization combustion cylinder does not have a cyclone outlet near the fuel injection port.

[0016] Preferably, the cyclone outlets are all opened at an angle, and the direction of rotation is consistent with the direction of rotation of the impeller air inlet channel.

[0017] Compared with the prior art, the advantages of this utility model are:

[0018] (1) This embodiment uses a dual-oil-circuit, dual-ignition design, where two oil circuits simultaneously supply oil and ignite, effectively increasing the overall oil intake. The original 15KW combustion device could fully combust 1.5 kg of liquid fuel per hour; with the dual-oil-circuit design, it can combust 2.4 kg of liquid fuel per hour, meeting the needs of combustion devices with high fuel values. Furthermore, it eliminates the need for a pressurized oil pump, effectively avoiding the problem of the cyclone failing to atomize and disperse the liquid fuel effectively due to excessively high injection speed.

[0019] (2) The dual fuel inlets inject fuel from two symmetrical tangential directions. Compared with a single fuel inlet, this allows the liquid fuel to be distributed more evenly on the annular combustion network and to be better dispersed for combustion under the action of the cyclone. During ignition, the two igniters ignite simultaneously, and the firepower forms a full circulation in the primary vaporization combustion chamber under the action of the cyclone. Compared with the single fuel circuit method, the ignition efficiency is higher, and the ignition and heating process of the primary vaporization combustion chamber is faster than that of a single fuel inlet.

[0020] (3) The utility model adds a ring of cyclone outlets at the root of the vaporization combustion chamber. The cyclone can carry up the liquid fuel deposited at the bottom of the vaporization combustion chamber, thereby further improving the vaporization combustion efficiency and avoiding the deposition of liquid fuel at the bottom of the vaporization combustion chamber when a large amount of oil is introduced. Attached Figure Description

[0021] Figure 1 This is a diagram showing the external structure of the present invention;

[0022] Figure 2 This is a diagram showing the bottom structure of this utility model;

[0023] Figure 3 This is a cross-sectional view of the internal structure of this utility model;

[0024] Figure 4 This is a longitudinal cross-sectional view of the present invention.

[0025] In the diagram: 1. Base; 2. Vaporization combustion cylinder; 3. Cyclone air inlet; 4. Impeller air inlet channel; 5. Oil inlet; 6. Ignition plug; 7. Atomizing combustion screen; 8. Combustion sticking screen; 9. Oil pump; 10. Oil supply line; 11. Oil distributor valve; 12. Oil distributor line; 13. Cyclone air outlet. Detailed Implementation

[0026] Although a single oil inlet is the optimal solution for a combustion device, limitations in auxiliary equipment cannot solve the problem of incomplete atomization and combustion of liquid fuel in a 35kW combustion device. This prompted our company to design a multi-oil-path, multi-ignition system for our 25kW liquid fuel combustion device. To achieve a 35kW combustion value compared to the 25kW liquid combustion device, this application can only increase the volume of the burner to increase the size of the combustion chamber. Simultaneously, without changing the structure of oil inlet 5, the pump pressure must be increased to increase the oil intake, and the air intake must also be increased to improve oxygen supply. To address the problem of insufficient rapid vaporization and combustion of liquid fuel due to the increased oil supply, a multi-oil-path, multi-ignition liquid fuel combustion device was designed. (See [link to design details]). Figures 1 to 3 The details are as follows:

[0027] The combustion body consists of a base 1, a vaporization combustion cylinder 2, a cyclone intake cylinder 3, and an impeller intake channel 4. A primary vaporization combustion chamber is formed between the inner wall of the vaporization combustion cylinder 2 and the outer wall of the cyclone intake cylinder 3. The base 1 has two or more oil inlets 5, which are evenly spaced along the circumference of the primary vaporization combustion chamber. The oil inlets 5 are tangential to the primary vaporization combustion chamber and rotate in the same direction as the impeller intake channel 4. Each oil inlet 5 contains an ignition plug 6 and an atomizing combustion mesh 7. This embodiment uses a dual-oil-circuit dual-ignition system as an example. Through the dual-oil-circuit design, both oil circuits simultaneously supply oil and ignite, effectively increasing the overall oil intake. The original 15KW combustion device could fully combust 1.5 kg of liquid fuel per hour. Through a dual-oil-circuit design, it can now combust 2.4 kg of liquid fuel per hour without the need for pressurization via oil pump 9. This effectively avoids the problem of insufficient atomization and dispersion of liquid fuel due to excessively high injection speed. Simultaneously, the oil inlet 5 injects fuel from two symmetrical tangential directions, allowing for a more uniform distribution of liquid fuel on the annular combustion mesh 8 compared to a single inlet 5. Under the action of the cyclone, this fuel is better dispersed for combustion. During ignition, both igniters 6 ignite simultaneously, and the flame, under the action of the cyclone, forms a complete circulation within the primary vaporization combustion chamber. Compared to a single-oil-circuit design, this results in higher ignition efficiency, and the heating process of the primary vaporization combustion chamber is faster than with a single inlet 5. Furthermore, the existing oil pump 9 can be used, eliminating the need to purchase a more expensive high-pressure oil pump 9.

[0028] To achieve fuel supply and combustion for the dual-fuel-circuit, dual-ignition burner, the system includes a fuel supply line 10, a fuel distribution line 12, and a fuel distribution valve 11. The fuel supply line 10 is equipped with a fuel pump 9. One end of the fuel supply line 10 is connected to the fuel tank, and the other end is connected to the fuel distribution line 12 via the fuel distribution valve 11. The fuel distribution line 12 is connected to the inlet end of each fuel inlet 5. To facilitate fuel supply to each fuel inlet 5, the fuel distribution line 12 and the fuel distribution valve 11 are designed. The fuel distribution valve 11 distributes the fuel supply evenly to each fuel distribution line 12 according to the number of fuel inlets 5, thus ensuring uniform fuel supply to the burner.

[0029] To achieve electrical control of the dual-oil-circuit dual-ignition burner, a controller and a fan are also included. The fan is installed on the air chamber at the bottom of the combustion device and generates cyclone through the impeller air intake channel 4 at the bottom of the burner. The controller is electrically connected to the fan, oil pump 9 and ignition plug 6.

[0030] The atomizing combustion net 7 inside the oil inlet 5 is used in the ignition stage. It atomizes the fuel at low fuel supply to achieve ignition and combustion conditions. As the fuel supply gradually increases, the atomizing combustion net 7 can only play an initial dispersion role. Its atomization combustion is mainly achieved through the cyclone dispersion effect in the primary combustion chamber. At the same time, large particles of liquid fuel are blown onto the vaporization combustion sticky net 8 to form an oil film for combustion and heat generation. Therefore, the vaporization combustion sticky net 8 is provided on the inner wall of the vaporization combustion chamber of this invention. The vaporization combustion sticky net 8 has through holes that facilitate the spraying of liquid fuel from the oil inlet 5.

[0031] Due to the increased overall fuel intake in the primary combustion chamber, and to prevent incomplete combustion of liquid fuel and subsequent deposition at the bottom of the primary combustion chamber, multiple cyclone outlets 13 are provided at the root of the vaporization combustion cylinder 2. (See below) Figure 4 The cyclone outlets 13 are evenly distributed around the vaporization combustion cylinder 2, and the cyclone outlets 13 face the bottom of the vaporization combustion chamber. The utility model adds a ring of cyclone outlets 13 at the root of the vaporization combustion cylinder 2, with the cyclone outlets 13 directly facing the bottom of the vaporization combustion chamber. This allows the liquid fuel deposited at the bottom of the vaporization combustion chamber to be lifted, further improving the vaporization combustion efficiency and preventing liquid fuel from depositing at the bottom of the vaporization combustion chamber when a large amount of oil is injected. Since a small amount of liquid fuel will also deposit at the bottom of the vaporization combustion chamber after the equipment is shut down and condenses, the addition of the cyclone outlets 13 at the root can also lift up the liquid fuel deposited at the bottom of the vaporization combustion chamber after the last use for vaporization combustion.

[0032] The root of the vaporization combustion cylinder 2 is inclined inward to form a conical surface, and the cyclone outlet 13 is opened on the conical surface. The conical design of the root of the vaporization combustion cylinder 2 is conducive to the spiral airflow swirling the oil at the bottom of the root of the vaporization combustion cylinder 2. In order to avoid the fuel injector spraying liquid fuel into the vaporization combustion cylinder 2 from the cyclone outlet 13, the vaporization combustion cylinder 2 does not have a cyclone outlet 13 near the fuel injector.

[0033] The base 1 has an impeller air inlet channel 4 at its bottom, through which a spiral airflow is formed and enters the vaporization combustion cylinder 2. The cyclone outlets 13 are all angled, with the rotation direction of the cyclone outlets 13 matching that of the impeller air inlet channel 4, ensuring better spiral airflow from the cyclone outlets 13. There can be two or more cyclone outlets 13, depending on the specific needs, and they can be evenly spaced.

[0034] The above provides a detailed description of a multi-oil-path, multi-ignition liquid fuel combustion device provided by this utility model. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. At the same time, for those skilled in the art, based on the idea of ​​this utility model, there will be changes in the specific implementation and application scope. Modifications and improvements to this utility model are possible without exceeding the concept and scope specified in the appended claims. Therefore, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. A liquid fuel combustion device with multiple oil paths and multiple ignition points, comprising a combustion body, said combustion body being composed of a base, a vaporization combustion cylinder, a cyclone air inlet cylinder, and an impeller air inlet channel, wherein a primary vaporization combustion chamber is formed between the inner wall of the vaporization combustion cylinder and the outer wall of the cyclone air inlet cylinder, characterized in that: The base is provided with two or more oil inlets, which are evenly distributed along the circumference of the primary vaporization combustion chamber. The oil inlets are arranged along the tangent of the primary vaporization combustion chamber and have the same rotation direction as the impeller air intake channel. Each oil inlet is provided with an ignition plug and an atomizing combustion mesh.

2. A multi-oil way multi-point ignition liquid fuel combustion device according to claim 1, characterized in that: It also includes an oil supply pipeline, an oil distribution pipeline, and an oil distribution valve. The oil supply pipeline is equipped with an oil pump. One end of the oil supply pipeline is connected to the oil tank, and the other end is connected to the oil distribution pipeline through the oil distribution valve. The oil distribution pipeline is connected to the oil inlet end of each oil inlet.

3. A multi-oil way multi-point ignition liquid fuel combustion device according to claim 2, characterized in that: It also includes a controller and a fan. The fan is installed on the air chamber at the bottom of the combustion device and generates cyclone through the impeller air intake channel at the bottom of the burner. The controller is electrically connected to the fan, oil pump and ignition plug.

4. A multi-oil passage multi-point ignition liquid fuel combustion apparatus according to claim 1, characterized by: The inner wall of the vaporization combustion chamber is provided with a vaporization combustion sticky net, and the vaporization combustion sticky net has through holes to facilitate the injection of liquid fuel from the oil inlet.

5. A multi-oil passage multi-point ignition liquid fuel combustion apparatus according to claim 1, characterized by: The base of the vaporization combustion cylinder is provided with multiple cyclone air outlets, which are evenly distributed around the vaporization combustion cylinder and face the bottom of the vaporization combustion chamber.

6. A liquid fuel combustion device with multiple oil channels and multiple ignition points according to claim 5, characterized in that: The root of the vaporization combustion cylinder is inclined inward to form a conical surface, and the cyclone outlet is opened on the conical surface.

7. A multi-oil way multi-point ignition liquid fuel combustion device according to claim 5, characterized in that: The vaporization combustion cylinder does not have a cyclone outlet near the fuel injection port.

8. A multi-oil way multi-point ignition liquid fuel combustion device according to claim 7, characterized in that: The cyclone outlets are all opened at an angle, and the direction of rotation is consistent with the direction of rotation of the impeller air inlet channel.

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