CN112832904A - Small multi-fuel triangle rotor engine and working mode - Google Patents
Small multi-fuel triangle rotor engine and working mode Download PDFInfo
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- CN112832904A CN112832904A CN202110308019.2A CN202110308019A CN112832904A CN 112832904 A CN112832904 A CN 112832904A CN 202110308019 A CN202110308019 A CN 202110308019A CN 112832904 A CN112832904 A CN 112832904A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/101—Three-way catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/10—Fuel supply; Introducing fuel to combustion space
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/04—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
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- Fuel-Injection Apparatus (AREA)
Abstract
The invention discloses a small-sized multi-fuel triangle rotor engine, which belongs to the technical field of triangle rotor engines, and comprises an engine cylinder body, a triangle rotor and an eccentric shaft, wherein the engine cylinder body is provided with an exhaust port, an air inlet, an exhaust pipe connected with the exhaust port and an air inlet pipe connected with the air inlet; an auxiliary fuel injector and a spark plug are arranged on the precombustion chamber, and a nozzle of the auxiliary fuel injector points to the connecting channel; the spark plug ignites the mixture in the pre-combustion chamber. The invention solves the problem that the small-sized diesel rotary engine can not reliably catch fire and burn, so that the engine has better fuel economy and dynamic property, and simultaneously, a three-way catalytic reactor or an oxidation catalytic reactor is used in an exhaust pipe, so that the emission problem of the rotary engine is solved, and the rotary engine can be suitable for various engine fuels.
Description
Technical Field
The invention belongs to the technical field of a triangle rotor engine, and particularly relates to a small-sized triangle rotor engine with various fuels.
Background
The triangle rotor engine (also called Wankel engine) has the characteristics of small volume, light weight, small number of parts, high modularization degree, high reliability and high maintainability, and is widely applied to the fields of military affairs and aviation. But the defects are also obvious, the structure of the long and narrow combustion chamber is not compact, the flame propagation distance is long, the heat transfer loss is large, the sealing between the vertex angle of the triangular rotor and the side surface is easy to be poor, the effective compression ratio is difficult to improve, and the compression ignition combustion mode of diesel oil cannot be realized.
The prior art heavy oil rotary engines can only be ignited by means of a spark plug or a glow plug. US6125813(PRECHAMBER COMBUSTION FOR A ROTARY DIESEL ENGINE) or PCT International WO 98/57037 propose a scheme of ignition by using a precombustion chamber, in which a precombustion chamber is arranged at one side of a compression stroke near the top dead center of the engine compression, a glow plug and an oil injector are arranged in the precombustion chamber, and a catalyst (such as platinum) is coated on the inner wall of the precombustion chamber FOR easy ignition, the precombustion chamber has better heat insulation performance and is convenient FOR heat preservation and ignition of mixed gas, the volume of the precombustion chamber accounts FOR 25-40% of the minimum working volume, and the channel volume connecting the precombustion chamber and a main COMBUSTION chamber accounts FOR 20-32% of the volume of the precombustion chamber. The scheme can solve the ignition problem of diesel oil, but because fuel oil is provided by an oil injector in the precombustion chamber, the whole volume of a channel connecting the precombustion chamber and the main combustion chamber is larger, the problem of large throttling loss at the initial stage of combustion exists, and the heat efficiency of an engine is reduced; in addition, because the precombustion chamber and the channel thereof exist before the compression top dead center, when the engine just enters a compression stroke, the sealing strip at the vertex angle of the triangular piston just sweeps the channel of the precombustion chamber, and after the sealing strip is communicated with the precombustion chamber, the pressure of the compression stroke can be suddenly increased, and as a result, on one hand, the negative compression work of the working chamber just entering the compression stroke is increased, and on the other hand, a large amount of high-pressure mixed gas in the precombustion chamber cannot be fully expanded together with the fuel gas in the working chamber entering the working stroke to do work, so that the thermal efficiency of.
Disclosure of Invention
In order to solve the technical problems, the invention adopts the following technical scheme:
a small-sized multi-fuel triangle rotor engine comprises an engine cylinder body, a triangle rotor and an eccentric shaft, wherein the engine cylinder body is provided with an exhaust port, an air inlet, an exhaust pipe connected with the exhaust port and an air inlet pipe connected with the air inlet; and an auxiliary fuel injector and a spark plug are arranged on the pre-combustion chamber, a nozzle of the auxiliary fuel injector points to the connecting channel, and the spark plug is used for igniting the mixed gas in the pre-combustion chamber.
Further, the sum of the volume of the precombustion chamber and the volume of the connecting channel is 0.5% -3% of the single-cylinder displacement of the engine.
Further, a glow plug is arranged on the precombustion chamber and used for heating the mixed gas in the precombustion chamber.
Further, the precombustion chamber is positioned behind a top dead center of the engine cylinder body, and an included angle between a center line of the connecting channel and a center line of the engine cylinder body is 10-20 degrees; and the injection advance angle of the auxiliary fuel injector in the precombustion chamber is 120-30 CA.
Further, between the air inlet of the engine cylinder and the connecting channel, a main oil injector is installed on the engine cylinder, and the main oil injector injects fuel oil in the early stage of the intake stroke and the compression stroke of the triangle rotor engine.
Further, the installation angle range of the main oil sprayer on the engine cylinder body is 130-40 degrees before top dead center, and the injection advance angle of the main oil sprayer is 330-120 degrees CA before compression top dead center.
The high-pressure oil supply device is characterized by further comprising a high-pressure generating device, wherein the high-pressure generating device supplies oil to the main oil injector and the auxiliary oil injector; the high-pressure generating device comprises a high-pressure oil supply common rail pipe and a plunger type high-pressure oil pump, wherein an oil pressure sensor is installed on the high-pressure oil supply common rail pipe, the high-pressure oil supply common rail pipe is provided with an oil inlet and two oil outlets which are respectively communicated with a main oil sprayer and an auxiliary oil sprayer, the oil inlet is connected with the plunger type high-pressure oil pump, the plunger type high-pressure oil pump is used for pumping fuel oil in a fuel oil tank into the high-pressure oil supply common rail pipe, and the plunger type high-pressure oil pump is provided with a fuel oil pressure regulating valve used for regulating the pressure of the fuel oil reaching.
Further, an oxidation catalytic reactor or a three-way catalytic reactor is mounted on the exhaust pipe.
Furthermore, the air inlet pipe is provided with a throttle body, and the throttle body is used for controlling the air inflow of the triangle rotor engine.
The invention also provides a working method of the small multi-fuel triangle rotor engineWhere the overall air excess factor λ is greater than λ when the engine is at idle, under light load conditions, or when the delta rotor engine is operating2When the engine is in a lean mixture working state, the auxiliary fuel injector injects fuel, and the main fuel injector stops injecting fuel;
the overall air excess factor lambda is lambda when the engine is in medium load operation or when the delta rotor engine is operating1～λ2When the engine is in a medium-concentration mixed gas working state, the auxiliary oil injector and the main oil injector both inject oil;
when the engine is in a large load condition or the overall air excess factor lambda of the engine is less than lambda1When the engine is in a thin and thick gas working state, the main oil injector injects oil, and the auxiliary oil injector injects oil or stops injecting oil; when the auxiliary fuel injector stops injecting fuel, the triangle rotor engine is in a pre-combustion chamber carbon deposit clearing working state.
Has the advantages that:
the small multi-fuel triangle rotor engine solves the problem that the small diesel rotor engine cannot reliably catch fire and burn, can keep higher thermal efficiency, and enables the engine to have better fuel economy and dynamic property; meanwhile, a ternary catalytic reactor or an oxidation catalytic reactor is used in an exhaust pipe by utilizing the characteristic of high exhaust temperature of the rotor engine, so that the problem of the rotor engine exhaust, particularly the problem of high exhaust when heavy oil (aviation kerosene and diesel oil) is burnt, and the rotor engine exhaust can be suitable for various engine fuels, such as gasoline, aviation kerosene, diesel oil and the like.
The working mode of the small multi-fuel triangular rotor engine disclosed by the invention can be used for carrying out impact cleaning and high-temperature oxidation treatment on carbon deposition on a spark plug of a pre-combustion chamber so as to ensure that the output power of the engine can meet the requirement.
Drawings
FIG. 1 is a three lobe rotor engine having 3 primary working chambers (with one of the primary working chambers at the end of the compression stroke);
FIG. 2 is a three lobe engine having 3 primary working chambers (where one of the primary working chambers is at the beginning of the induction process; the other primary working chamber is at the end of the expansion stroke, where exhaust is about to begin, and the prechamber is also in communication with the primary working chamber);
wherein, 1, an engine cylinder body; 2. an exhaust gas post-processor; 3. an exhaust pipe; 4. an exhaust port; 5. a throttle body; 6. an air inlet pipe; 7. an air inlet; 8. a piston; 9. a precombustion chamber; 10. a connecting channel; 11. an upper housing; 12. a glow plug; 13. a secondary fuel injector; 14. a spark plug; 15. a main oil ejector; 16. a primary working chamber; 17. installing a channel; 18. an auxiliary fuel injector supply line; 19. a high pressure oil supply common rail pipe; 20. a main fuel injector oil supply pipe; 21. a plunger type high pressure oil pump; 22. a high pressure oil pump plunger; 23. a high-pressure oil pump tappet; 24. an oil inlet pipe of a high-pressure oil pump; 25. a fuel filter; 26. a low pressure oil pump; 27. an oil return pipe of the high-pressure oil pump; 28. an oil supply pipe; 29. a fuel tank; 30. an engine crankshaft; 31. an oil pressure sensor; 32. a fuel pressure regulating valve; 33. the oil pump drives the cam.
Detailed Description
Example 1
A small-sized multi-fuel triangle rotor engine comprises an engine cylinder body 1, a triangle rotor and an eccentric shaft, wherein the engine cylinder body 1 is provided with an exhaust port 4, an air inlet 7, an exhaust pipe 3 connected with the exhaust port 4 and an air inlet pipe 6 connected with the air inlet 7, the engine cylinder body 1 is also provided with a precombustion chamber 9, and the precombustion chamber 9 is communicated with a main working cavity 16 of the triangle rotor engine through a connecting channel 10; an auxiliary fuel injector 13 and a spark plug 14 are arranged on the precombustion chamber 9, the nozzle of the auxiliary fuel injector 13 points to the connecting channel 10, one part of fuel sprayed by the auxiliary fuel injector 13 is left in the precombustion chamber 9, and the other part of fuel enters the main working cavity 16 through the connecting channel 10; the spark plug 14 is used to ignite the mixture in the prechamber 9.
In the present embodiment, 3 cavities, i.e., 3 primary working chambers 16, are formed between the delta rotor and the engine block 1.
In another embodiment, a glow plug 12 is further disposed on the pre-chamber 9, and the glow plug 12 is used for heating the mixture in the pre-chamber 9, which helps to solve the problems of cold start and warm-up of the engine.
The sum of the volume of the precombustion chamber 9 and the volume of the connecting passage 10 is 0.5-2% of the single-cylinder displacement of the engine, and the minimum volume is 1.5 cubic centimeters.
The precombustion chamber 9 is positioned behind the top dead center of the engine cylinder body 1, and the included angle between the center line of the connecting channel 10 and the center line of the engine cylinder body 1 is 10-20 degrees (the geometric angle of the cylinder body); the injection advance angle of the auxiliary fuel injector 13 in the precombustion chamber 9 is 120-30 CA degrees before the compression top dead center (the relationship between the crank angle and the geometric angle of the cylinder body is 3 times).
Between the air inlet 7 of the engine cylinder 1 and the connecting channel 10, the engine cylinder 1 is provided with a mounting channel 17, the mounting channel 17 is provided with a main oil sprayer 15, and the main oil sprayer 15 sprays fuel oil in the early stage of the intake stroke and the compression stroke of the triangle rotor engine.
The installation angle range of the main oil sprayer 15 on the engine cylinder 1 is 130-40 degrees (cylinder geometric angle) before top dead center, and the injection advance angle of the main oil sprayer 15 is 330-120 CA (crank angle) before compression top dead center.
In the present embodiment, the prechamber cavity of prechamber 9 is constituted by upper housing 11; the eccentric shaft is connected to the engine crankshaft 30.
The small multi-fuel triangle rotor engine provided by the embodiment also comprises a high-pressure generating device, wherein the high-pressure generating device supplies oil to the main oil sprayer 15 and the auxiliary oil sprayer 13; the high-pressure generating device comprises a high-pressure oil supply common rail pipe 19 and a plunger type high-pressure oil pump 21, wherein an oil pressure sensor 31 is installed on the high-pressure oil supply common rail pipe 19, an oil inlet and two oil outlets respectively communicated with a main oil sprayer 15 and an auxiliary oil sprayer 13 are formed in the high-pressure oil supply common rail pipe 19, the oil inlet is connected with the plunger type high-pressure oil pump 21, the plunger type high-pressure oil pump 21 is used for enabling the oil fuel in a fuel tank 29 to enter the high-pressure oil supply common rail pipe 19, and a fuel pressure regulating valve 32 used for regulating the pressure of the fuel reaching the high-pressure oil supply common.
In the present embodiment, the plunger type high-pressure oil pump 21 includes a high-pressure oil pump plunger 22, a high-pressure oil pump tappet 23, and an oil pump drive cam 33.
In the present embodiment, the high-pressure fuel supply common rail pipe 19 has an oil inlet and an oil outlet, and the oil outlet is communicated with the main fuel injector 15 and the auxiliary fuel injector 13 through the auxiliary fuel injector oil pipe 18 and the main fuel injector oil pipe 20, respectively. The triangle rotor engine operates to drive the high-pressure fuel oil generated by the high-pressure oil pump to be respectively conveyed to the main oil sprayer 15 and the auxiliary oil sprayer 13 through the auxiliary oil sprayer oil pipe 18 and the main oil sprayer oil pipe 20. The plunger type high-pressure oil pump 21 is communicated with fuel in a fuel tank 29 through a fuel supply oil pipe 28, and a low-pressure oil pump 26 and a fuel filter 25 are arranged on the fuel supply oil pipe 28; the plunger type high-pressure oil pump 21 is communicated with the fuel tank 29 through a high-pressure oil pump oil return pipe 27; the fuel filter 25 is communicated with the plunger type high-pressure oil pump 21 through a high-pressure oil pump inlet pipe 24.
The specific arrangement scheme of the triangle rotor engine in the embodiment is as follows:
the basic structure of the delta rotor engine in this embodiment is based on a main working chamber 16 formed by a special profile between the top surface of the delta piston 8 and the engine block 1, and is provided with a prechamber 9 and two fuel injectors. Wherein the prechamber 9 is arranged in an offset position near compression top dead center for solving the problem of pilot ignition of the fuel/air mixture in the main working chamber 16, and a fuel injector, i.e. a secondary injector 13 in the present embodiment, is arranged in the prechamber 9 and a main fuel injector, i.e. a main injector 15 in the present embodiment, is arranged in the main working chamber 16. The auxiliary injector 13 is used to enrich the fuel/air mixture in the prechamber 9, so that the rich mixture in the prechamber 9 is reliably ignited and burns first, and forms a flame which is injected into the main working chamber 16 through the passage.
When the air inlet 7 is communicated with one of the main working chambers 16 during the rotation of the triangular rotor, the main working chamber 16 is in an air suction stroke along with the continuous increase of the volume of the main working chamber 16.
In the embodiment, the main oil sprayer 15 is installed at a position 130-30 degrees before compression top dead center (corresponding to 390-90 degrees of crank rotation angle position of the crank shaft) after the air inlet 7 of the engine cylinder 1, the injection advance angle of the main oil sprayer 15 is 330-120 degrees CA before compression top dead center, the main oil sprayer 15 can inject fuel oil into the main working cavity 16 in the early stages of an air suction stroke and a compression stroke, and the earlier the injection of the main oil sprayer 15 occurs, the more uniform the fuel/air mixture in the main working cavity 16 is.
When the top angle of the piston 8 sweeps through the connecting channel 10 between the prechamber 9 and the main working cavity 16, wherein the prechamber 9 and the main working cavity 16 communicated with the prechamber 9 are in a compression stroke, the auxiliary fuel injector 13 starts to inject fuel, a part of the injected fuel stays in the prechamber 9, and another part of the injected fuel can enter the main working cavity 16 through the connecting channel 10, air in the main working cavity 16 forms high-speed airflow in the connecting channel 10 of the prechamber 9 under the compression action of the piston 8 and rushes towards the prechamber 9, so that good fuel/air mixture is formed in the prechamber 9, and due to the fuel injection action of the auxiliary fuel injector 13 in the prechamber 9, the fuel/air mixture richer than the main working cavity 16 is formed in the prechamber 9, so that ignition and combustion of the mixture in the prechamber 9 are facilitated.
In the embodiment, the sum of the volume of the precombustion chamber 9 and the volume of the connecting channel 10 is 0.5-3% of the single-cylinder displacement of the engine, and the minimum volume is 1.5 cubic centimeters. The position angle of the central line of the connecting channel 10 on the engine cylinder body 1 is 10-20 degrees after the top dead center (the corresponding crankshaft position is 30-60 degrees CA after the top dead center).
Since the proportion of the prechamber 9 and the connecting channel 10 to the main working chamber 16 is small in this embodiment, the throttling losses are small. Meanwhile, after the position of the precombustion chamber 9 is deviated, the precombustion chamber 9 is always communicated with the main working cavity 16 in the whole expansion process, and no work loss is caused because the precombustion chamber 9 does not participate in the whole expansion process, and the precombustion chamber 9 participates in the expansion process until the later stage of the expansion process (as shown in fig. 2), at this moment, the pressure in the precombustion chamber 9 is lower (as shown in fig. 2), the contained waste gas quantity is less, so that fresh charge air enters in the later stage of the compression process, the content of the waste gas in the precombustion chamber 9 is lower, and the ignition and combustion of the mixed gas in the precombustion chamber 9 are facilitated.
In the embodiment, the reasonable injection advance angle value of the auxiliary fuel injector 13 is 90-40 degrees CA (crankshaft angle) before the compression top dead center, and the fuel injection is too early, so that the pre-combustion in the pre-combustion chamber 9 is easily caused, and the pre-combustion of the whole combustion chamber is further caused; the late oil injection easily causes poor quality of the mixed gas in the precombustion chamber 9, and the reliable ignition and combustion cannot be realized.
In the present embodiment, the fuel injector, the spark plug 14 and the glow plug 12 are respectively installed in the pre-chamber 9, and the spark plug 14 and the glow plug 12 may be installed on both sides of the fuel injector, or may be spatially distributed. When the temperature in the pre-combustion chamber 9 is low, such as the cold start and the vehicle warming working condition of the engine, the glow plug 12 can heat the mixed gas in the pre-combustion chamber 9 so as to improve the temperature of the mixed gas in the pre-combustion chamber 9, which is beneficial to improving the forming quality of the mixed gas and the ignition of the mixed gas by the spark plug 14, thereby improving the cold start and the warming performance of the engine and reducing the carbon deposition of the spark plug 14; the ignition plug 14 is used for igniting the air-fuel mixture in the pre-chamber 9, and the ignition advance angle of the ignition plug 14 is 10-35 CA (crank angle) before the top dead center.
When the effective compression ratio of the engine is high, the glow plug 12 can also serve as an ignition source, and the ignition time is controlled by controlling the injection advance angle of the auxiliary fuel injector 13 in the pre-combustion chamber 9, so that the combustion of the mixed gas in the whole combustion chamber is controlled; the spark plug 14 may then act as a secondary ignition source to improve ignition reliability.
In the present embodiment, an electronically controlled fuel pressure regulating valve 32 is provided in the plunger type high pressure oil pump 21, an oil pressure sensor 31 is mounted in the high pressure fuel common rail 19, and the fuel injection pressure of the engine is 5 to 80 MPa. According to different working conditions of the used fuel and the engine, the engine has different fuel injection pressures, the requirement of low-viscosity fuel such as gasoline on the injection pressure is lower, and the fuel injection pressure is 5-30 MPa; high-viscosity fuel such as diesel has high requirement on injection pressure, and the fuel injection pressure is 20-80 MPa (note: the injection pressure of the fuel required by an engine is lower under a small load, and the injection pressure of the fuel required by the engine is high under a large load).
The small multi-fuel triangle rotor engine provided by the embodiment is also provided with a throttle valve body 5 at the air inlet pipe 6, and the throttle valve body 5 regulates and controls the air inflow; the load regulation of the engine is realized by regulating the oil supply quantity and the air intake quantity of the engine, wherein the air intake quantity is regulated to ensure that the excess air coefficient lambda is in a reasonable range in the full working condition range.
The method comprises the steps of adjusting the oil supply quantity of an engine according to the load requirement of the engine, and adjusting the air input quantity of the engine through a throttle body 5 on the basis of the oil supply quantity of the engine, so that the working excess air coefficient lambda of the engine is in the range of 0.8-2.5. The engine working excess air coefficient lambda is 0.8-1.5 for gasoline and aviation kerosene, and the engine working excess air coefficient lambda is 1.0-2.5 for diesel oil. For gasoline and aviation kerosene with low viscosity, the working mixed gas is relatively thick, and soot is not easy to generate; whereas for diesel fuel soot emissions are easily generated if the mixture is too rich (λ < 1.0). For the value of lambda, when the engine load is lower, the value of lambda is larger, the mixed gas is leaner, and the combustion efficiency is higher; when the load is larger, the value of lambda is larger, the mixed gas is richer, the combustion of the engine is more stable, the power output of the engine is ensured, and the reasonable value range of lambda can be specifically determined through an engine matching calibration test according to the target requirement of the performance of the engine.
In another embodiment, an exhaust gas after-treatment device 2 is arranged on an exhaust pipe 3 of the small multi-fuel triangle rotor engine, and the exhaust gas after-treatment device 2 is one of an oxidation catalytic reactor or a three-way catalytic reactor as an after-treatment device.
Because the triangle rotor engine has the characteristic of high exhaust temperature (generally higher than 650 ℃), the harmful emission of the engine can be effectively and greatly reduced in time after the engine is installed with the post-treatment device. The injection pressure of the small-sized triangle rotor engine is not very high (the highest 80MPa), when diesel oil is used as fuel, particularly when the mixed gas combusted under a high-power working condition is relatively thick (lambda is less than 1.3), relatively serious soot particle emission can be generated, after the post-treatment device is used, the emission of hydrocarbon and soot particles of the engine can be greatly reduced under the condition that the lambda is 1.0-2.5, and particularly the emission of soot particles when the mixed gas works under the very thick working condition.
Example 2
This embodiment is an operation mode of the small multi-fuel delta rotary engine of embodiment 1.
In this embodiment, the triangle rotor engine adopts the high-pressure injection technology and the electric ignition technology of the electric control main and auxiliary fuel injectors 13 which are suitable for various fuels. When the same engine uses different fuels, the working process of the engine can be controlled by selecting a control program suitable for the different fuels in an electric control system through a fuel selection switch. The main fuel injector 15 and the auxiliary fuel injector 13 may inject fuel in each engine operating cycle, or only the main fuel injector 15 may inject fuel, or only the auxiliary fuel injector 13 may inject fuel.
When the engine is in idle speed, low load condition or the overall air excess factor lambda of the engine is larger than lambda2When the mixed gas is lean, only the auxiliary oil injector 13 injects oil, and the main oil injector 15 stops injecting oil; at the moment, the triangle rotor engine has small air inflow and small oil injection amount under the action of the air inlet throttle valve, the proportion of the residual waste gas in the engine cylinder is high, and the oil injection in the precombustion chamber 9 can ensure that the mixed gas in the precombustion chamber 9 is sufficiently rich and the reliable ignition and the fuel combustion in the precombustion chamber 9 can be ensured; if the total excess air coefficient of the working condition of the engine is large, in order to ensure the stable ignition of the engine, the fuel can be only injected into the pre-combustion chamber 9, and the concentration of the mixed gas in the pre-combustion chamber 9 can be ensured to be suitable for stable ignition combustion.
When the engine is in medium load condition or the overall air excess coefficient lambda of the engine is lambda1～λ2(medium mixture concentration between rich and lean), only the auxiliary fuel injector 13 and the main fuel injector 15 in the pre-combustion chamber 9 inject fuel; at the moment, the auxiliary oil injector 13 sprays in the precombustion chamber 9 to ensure that the mixed gas in the precombustion chamber 9 is relatively concentrated so as to be convenient for stable ignition and combustion, and the main oil injector 15 injects oil to ensure that the mixed gas in the main combustion chamber has certain concentration, so that flame can be spread and combusted, and the output power of the engine can meet the requirement.
When the engine is in a large load condition or the overall air excess factor lambda of the engine is less than lambda1(rich mixture), the main injector 15 injects oil, and the auxiliary injector 13 in the precombustion chamber 9 injects oil or stops injecting oil. When the auxiliary fuel injector 13 stops injecting fuel, the carbon deposit in the pre-combustion chamber 9 can be removed, and the engine is in a carbon deposit removing working state in the pre-combustion chamber 9. When the engine is operating at high load, in order to meet high power output requirements,the mixing ratio of the engine working at this time is overall richer, even if the auxiliary fuel injector 13 of the precombustion chamber 9 does not inject fuel, the mixture pressed into the precombustion chamber 9 from the main combustion chamber can be reliably ignited by the spark plug 14 for ignition and combustion, so at this time, the auxiliary fuel injector 13 can not inject fuel, because the formation quality of the mixture in the main combustion chamber is good, and the temperature in the whole combustion chamber is high, the carbon deposit removal in the precombustion chamber 9 is beneficial to the reliable ignition of the spark plug 14.
In the present embodiment, λ1The preferred value is 1.3, lambda2A preferred value is 2.2.
Note: in the invention, the small load working condition refers to that the load is less than or equal to 30% of the full load working condition, the medium load working condition refers to that the load is greater than 30% of the full load working condition and less than 70% of the full load working condition, and the large load working condition refers to that the load is greater than or equal to 70% of the full load working condition.
It should be noted that: in the technical scheme provided by the invention, the glow plug is used for heating the mixed gas in the pre-combustion chamber, which is beneficial to solving the problems of cold start and warm operation of the engine, and is not a necessary technical measure when the engine burns light oil such as gasoline.
Meanwhile, the exhaust gas post-processor for post-processing the exhaust gas is not a necessary technical measure for normal operation of the engine when the engine burns light oil such as gasoline, but the use of the technical measure can obviously improve the exhaust emission performance of the engine, so that the engine is more environment-friendly.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the technical scope of the present invention, so that any minor modifications, equivalent changes and modifications made to the above embodiment according to the technical spirit of the present invention are within the technical scope of the present invention.
Claims (10)
1. A small-sized multi-fuel triangle rotor engine comprises an engine cylinder body, a triangle rotor and an eccentric shaft, wherein the engine cylinder body is provided with an exhaust port, an air inlet, an exhaust pipe connected with the exhaust port and an air inlet pipe connected with the air inlet; and an auxiliary fuel injector and a spark plug are arranged on the pre-combustion chamber, a nozzle of the auxiliary fuel injector points to the connecting channel, and the spark plug is used for igniting the mixed gas in the pre-combustion chamber.
2. The small multi-fuel delta-rotor engine as set forth in claim 1, wherein the sum of the volume of the pre-combustion chamber and the volume of the connecting passage is 0.5% -3% of the single-cylinder displacement of the engine.
3. The small multi-fuel delta-rotor engine as set forth in claim 2, further comprising glow plugs disposed on the pre-combustion chamber for heating the mixture within the pre-combustion chamber.
4. The small multi-fuel delta-rotor engine according to claim 3, characterized in that the pre-combustion chamber is located behind the top dead center of the engine block, and the included angle between the center line of the connecting channel and the center line of the engine block is 10-20 degrees; and the injection advance angle of the auxiliary fuel injector in the precombustion chamber is 120-30 CA degrees before the compression top dead center.
5. The small multi-fuel delta rotor engine as set forth in claim 4, characterized in that a main fuel injector is mounted on the engine block between the intake port of the engine block and the connecting passage, the main fuel injector injecting fuel at an early stage of an intake stroke and a compression stroke of the delta rotor engine.
6. The small multi-fuel delta rotor engine according to claim 5, characterized in that the installation angle of the main oil injector on the engine cylinder ranges from 130 degrees to 40 degrees before top dead center, and the injection advance angle of the main oil injector ranges from 330 degrees to 120 degrees CA before compression top dead center.
7. The small multi-fuel delta rotor engine as set forth in claim 6, further comprising a high pressure generating device that supplies oil to the primary and secondary injectors; the high-pressure generating device comprises a high-pressure oil supply common rail pipe and a plunger type high-pressure oil pump, wherein an oil pressure sensor is installed on the high-pressure oil supply common rail pipe, the high-pressure oil supply common rail pipe is provided with an oil inlet and two oil outlets which are respectively communicated with a main oil sprayer and an auxiliary oil sprayer, the oil inlet is connected with the plunger type high-pressure oil pump, the plunger type high-pressure oil pump is used for pumping fuel oil in a fuel oil tank into the high-pressure oil supply common rail pipe, and the plunger type high-pressure oil pump is provided with a fuel oil pressure regulating valve used for regulating the pressure of the fuel oil reaching.
8. The small multi-fuel delta-rotor engine according to claim 1, characterized in that the exhaust pipe is provided with an oxidation catalytic reactor or a three-way catalytic reactor.
9. The small multi-fuel delta rotor engine according to claim 8, characterized in that the intake pipe is provided with a throttle body for controlling the intake air amount of the delta rotor engine.
10. A small multifuel rotary internal combustion engine as claimed in any one of claims 1 to 9, wherein the overall air excess factor λ is greater than λ when the engine is at idle, under light load conditions or when the rotary internal combustion engine is operating2When the engine is in a lean mixture working state, the auxiliary fuel injector injects fuel, and the main fuel injector stops injecting fuel;
the overall air excess factor lambda is lambda when the engine is in medium load operation or when the delta rotor engine is operating1～λ2When the engine is in a medium-concentration mixed gas state, the auxiliary oil injector and the main oil injector both inject oil;
when sending outThe engine is in a high load condition or the overall air excess factor lambda of the engine is less than lambda1When the engine is in a working state of the rich mixed gas, the main oil sprayer sprays oil, and the auxiliary oil sprayer sprays oil or stops spraying oil; when the auxiliary fuel injector stops injecting fuel, the triangle rotor engine is in a pre-combustion chamber carbon deposit clearing working state.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114109588A (en) * | 2021-11-06 | 2022-03-01 | 北京工业大学 | Jet ignition-based hydrogen rotor machine and control method |
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