CN112963238B - Adiabatic internal combustion engine combustion system based on adiabatic combustion chamber and Miller cycle - Google Patents
Adiabatic internal combustion engine combustion system based on adiabatic combustion chamber and Miller cycle Download PDFInfo
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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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
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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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
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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
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
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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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/10—Pistons having surface coverings
- F02F3/12—Pistons having surface coverings on piston heads
- F02F3/14—Pistons having surface coverings on piston heads within combustion chambers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
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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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
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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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/32—Miller cycle
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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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Abstract
The invention belongs to the technical field of internal combustion engines, and particularly discloses an adiabatic internal combustion engine combustion system based on an adiabatic combustion chamber and Miller cycle. The system ensures the reliable operation of the internal combustion engine and improves the overall thermal efficiency of the internal combustion engine by combining the heat insulation cylinder and the Miller cycle. The system comprises a heat insulation cylinder and a common cylinder, wherein the heat insulation cylinder has the same structure as the common cylinder, and a heat insulation coating is coated on the inner surface of a combustion chamber of the common cylinder and is used for reducing heat dissipation loss in the combustion chamber; a heat dissipation air channel is arranged between the exhaust channel of the heat insulation cylinder and the air inlet channel of the common cylinder, the heat dissipation air channel is used for connecting the heat insulation cylinder with the common cylinder, and used for introducing redundant air of the heat insulation cylinder into the common combustion chamber through secondary scavenging of an exhaust valve under a large-load working condition, so that the abnormal combustion trend of the heat insulation cylinder is reduced, and the charge coefficient of the common combustion chamber is increased. The invention improves the heat efficiency of the internal combustion engine and solves the problems that the heat insulation coating is easy to fall off, the temperature of the inner wall of the cylinder is overhigh, and the like.
Description
Technical Field
The invention belongs to the technical field of internal combustion engines, and particularly relates to an adiabatic internal combustion engine combustion system based on an adiabatic combustion chamber and a Miller cycle.
Background
The internal combustion engine has the characteristics of high rotating speed, simple structure, light weight, stable operation and the like, so the internal combustion engine is widely applied to the fields of various automobiles, ships, engineering machinery and the like. However, the internal combustion engine has various forms of energy loss such as cooling loss, exhaust loss, and the like, thereby lowering its thermal efficiency. With the development of the internal combustion engine industry, the thermal efficiency of the internal combustion engine becomes a key bottleneck restricting the development of the internal combustion engine industry, and further improvement of the thermal efficiency of the internal combustion engine becomes a great demand of the internal combustion engine industry.
Compared with the common internal combustion engine, the heat-insulating internal combustion engine adopts materials such as heat-insulating ceramics and the like to reduce heat transfer loss, greatly reduces heat energy loss, converts more heat energy into expansion work and outputs the expansion work, and thus improves the heat efficiency of the internal combustion engine. In addition, the heat insulation coating coated on the inner part of the combustion chamber of the heat insulation internal combustion engine can resist the long-time erosion of high-temperature gas to parts such as a cylinder head piston and the like, and the ablation of the parts is reduced, so that the maintenance cost is reduced.
Knocking and deflagration are abnormal combustion phenomena of the internal combustion engine, and for the gasoline engine, the knocking and deflagration phenomena refer to the phenomenon that mixed gas at the tail end in a combustion chamber spontaneously combusts before a flame front surface is not reached; in the case of a diesel engine, it refers to a phenomenon that the mechanical load on a cylinder block, a cylinder head, and the like is increased due to an excessively high pressure rise rate during combustion, which causes an excessively high maximum explosion pressure of the engine. The phenomena of detonation and deflagration are easy to appear under the large-load working condition of the internal combustion engine, and the further improvement of the thermal efficiency of the internal combustion engine is limited. After the technology of the heat insulation combustion chamber is adopted, the temperature in the combustion chamber of the internal combustion engine can be further improved, and the tendency of knocking and deflagration of the internal combustion engine under a large-load working condition is further aggravated.
The Miller cycle is a working mode for improving the thermal efficiency of the internal combustion engine under medium and small loads, adopts a larger geometric compression ratio, and realizes different actual compression ratios by changing the closing angles of an intake valve and an exhaust valve under different actual working conditions of the internal combustion engine. Specifically, a smaller actual compression ratio is adopted in a large-load working condition where knocking or deflagration is likely to occur, so as to avoid knocking or deflagration; and a larger actual compression ratio is adopted under a medium and small load without a tendency of knocking so as to improve the thermal efficiency of the internal combustion engine. Overall, the miller cycle can greatly improve the overall thermal efficiency of the internal combustion engine, but for common small-load working conditions, the thermal efficiency has room for further improvement; in addition, the miller cycle adopted under the large-load working condition of the internal combustion engine can generate some air intake losses to cause energy waste.
Patent CN 107076051B discloses a heat insulation structure of engine combustion chamber, which is coated with a hollow particle heat insulation layer on the surface of the piston, and in order to accelerate the heat dissipation of the combustion chamber far from the end of the spark plug, the heat insulation layer on the squeezing area surface is thinner than the heat insulation layer on the cavity surface, thereby reducing the probability of detonation. Patent CN101255818B discloses the adiabatic engine of conjuncted cylinder of pressure storage formula of waste heat recycling device, with two parallelly connected four-stroke working process of accomplishing tradition by the single cylinder completion of jar, add pressure storage mechanism, heat insulation, improved the thermal efficiency of engine, nevertheless the higher easy emergence of cylinder inner wall temperature knocks in the working process, and reduction heat insulation layer thickness can reduce adiabatic effect, reduction thermal efficiency.
There is therefore a need for a new combustion system that can further improve the thermal efficiency of an internal combustion engine and at the same time avoid the occurrence of abnormal combustion phenomena such as knocking in an adiabatic internal combustion engine.
Disclosure of Invention
Aiming at the defects or improvement requirements in the prior art, the invention provides an adiabatic internal combustion engine combustion system based on an adiabatic combustion chamber and Miller cycle, and through the combination of an adiabatic cylinder and the Miller cycle, the technical means of heat insulation and high compression ratio can be adopted under the working condition of small and medium load in the internal combustion engine, so that the thermal efficiency of the small and medium load in the internal combustion engine is greatly improved; and under the large-load working condition of the internal combustion engine, the possibility of knocking and deflagration generation under the large-load working condition of the internal combustion engine is greatly reduced by adopting the technical means of small compression ratio and secondary scavenging, so that the overall thermal efficiency of the internal combustion engine can be greatly improved on the basis of ensuring the reliable operation of the internal combustion engine. Specifically, through the design to adiabatic coating and miller circulation in the adiabatic cylinder, solve traditional adiabatic internal-combustion engine overall thermal efficiency not high, the thermal insulation coating drops easily, the thermal insulation cylinder wall temperature is too high detonation and detonation scheduling problem that leads to.
In order to achieve the above object, according to the present invention, there is provided an adiabatic combustion system of an internal combustion engine based on an adiabatic combustion chamber and miller cycle, the system includes two cylinders with the same structure, each cylinder includes a cylinder body and a piston, the piston is disposed in the cylinder body and forms a combustion chamber with the cylinder body, and the combustion chamber is provided with an intake passage and an exhaust passage;
wherein the inner surface of one cylinder is coated with a layer of heat insulation coating to form a heat insulation cylinder, a heat dissipation air passage is arranged between the exhaust passage of the heat insulation cylinder and the air inlet passage of the other cylinder and is used for connecting the heat insulation cylinder with the other cylinder,
under the medium and small loads, the preset geometric compression ratio of the combustion chamber system is improved, and the heat-insulating cylinder works under the improved compression ratio, so that on one hand, the heat of the combustion chamber is saved, and on the other hand, the work capacity is increased, and the thermal efficiency of the combustion chamber system under the medium and small loads is improved;
under a large-load working condition, an exhaust valve in the heat-insulating cylinder is opened twice in the whole motion stroke of a piston, the exhaust valve is opened for the first time in the exhaust process to realize first scavenging, the exhaust valve is opened for the second time in the early stage of the piston compression process of the heat-insulating cylinder, the heat-radiating air passage is opened simultaneously, the piston compresses a combustion chamber of the heat-insulating cylinder and exhausts air to realize second scavenging, and knocking caused by overhigh temperature in the compression process of the heat-insulating cylinder is avoided; meanwhile, part of the preheated gas enters another cylinder through the heat dissipation air channel, so that the charge coefficient of the cylinder is increased, and the heat efficiency is improved.
Further preferably, the thickness of the heat insulation coating on the top surface of the piston is distributed to be thick in the middle and thin at two sides, the thickness of the heat insulation coating is gradually reduced from the center to the edge, the thickness of the heat insulation coating at the center is 0.5 mm-2 mm, and the thickness of the heat insulation coating at the edge is 0.25 mm-1 mm.
Further preferably, the heat insulation coating is of a multilayer structure and comprises a protective layer, a heat insulation hollow particle layer and an adhesive layer from outside to inside, wherein the protective layer is used for resisting high temperature and high pressure or bearing high-speed reciprocating friction, the heat insulation hollow particle layer contains tiny hollow particles inside and is used for reducing the heat conductivity of the heat insulation coating, and the adhesive layer is used for ensuring the adhesiveness of the heat insulation coating and the inner wall of the combustion chamber.
Further preferably, the inoxidizing coating divide into elasticity sealing layer and rigidity sealing layer two kinds, works as the inoxidizing coating adopts during the elasticity sealing layer, adiabatic coating is used for piston top and adiabatic combustion chamber top for resist the erodeing of high temperature high pressure gas, works as when the inoxidizing coating adopts the rigidity sealing layer, adiabatic coating is used for the cylinder body of adiabatic cylinder is used for bearing high-speed reciprocating friction.
Further preferably, the material of the elastic sealing layer comprises aluminum and an adhesive, or an aluminum alloy and an adhesive; the material of the rigid sealing layer comprises ceramic and adhesive; the hollow particle layer is made of silicon-aluminum-based ceramic hollow particles and an adhesive, and the adhesive layer is made of a silicon resin adhesive.
Further preferably, the thickness of the protective layer is 1/5-1/4 of the total thickness of the heat insulation coating, the thickness of the hollow particle layer is 1/2-3/5 of the total thickness of the heat insulation coating, and the thickness of the adhesive layer is 1/5-1/4 of the total thickness of the heat insulation coating.
Further preferably, the combustion chamber and the top surface of the piston of the heat-insulating cylinder are provided with a plurality of positioning grooves, and the positioning grooves are filled with adhesive to increase the adhesion of the heat-insulating coating to the combustion chamber and the top surface of the piston, so that the heat-insulating coating is prevented from falling off, and the heat-insulating coating is prevented from moving relatively.
Further preferably, the lowest point of the heat-insulating coating in the heat-insulating cylinder is lower than the bottom dead center of the piston, so that effective heat insulation is ensured in the whole stroke of the piston.
Generally, compared with the prior art, the technical scheme of the invention has the following beneficial effects:
1. the heat insulation cylinder is arranged, the heat insulation coating is coated on the heat insulation cylinder, so that the cooling loss of the combustion chamber of the heat insulation cylinder can be reduced, the effective thermal efficiency of the engine can be effectively improved, and the heat insulation effect of the heat insulation coating reduces the structural heat load outside the combustion chamber in the engine, thereby being beneficial to improving the reliability of the engine;
2. the invention further improves the thermal efficiency of the internal combustion engine under a small load based on the combination of the adiabatic combustion chamber and the Miller cycle, thereby improving the overall thermal efficiency of the internal combustion engine and avoiding the occurrence of knocking and deflagration under the working condition of the internal combustion engine under a large load. And through the realization of Miller circulation and a double-cylinder system, fresh mixed gas cooled by secondary scavenging of the heat-insulating combustion chamber is introduced into the common combustion chamber after being cooled by the heat-radiating air passage, so that the charge coefficient of the common combustion chamber is increased;
3. the thickness of the heat insulation coating on the top surface of the piston is gradually reduced from the center to the edge, and the distribution mode promotes the heat transfer of the mixed gas at the tail end of the combustion chamber, so that the probability of detonation caused by the spontaneous combustion of the mixed gas at the tail end is reduced;
4. the heat insulation coating comprises the protective layer, the hollow particle layer and the adhesive layer, and different protective layers are selected according to different performance requirements, so that the heat insulation coating can effectively insulate heat and ensure the stability of the heat insulation coating, such as wear resistance, scouring resistance and the like.
Drawings
FIG. 1 is a schematic diagram of an adiabatic gasoline engine combustion system based on an adiabatic combustion chamber and a Miller cycle constructed in accordance with a preferred embodiment of the present invention;
FIG. 2 is a schematic illustration of the distribution of the thermal barrier coating of the piston surface constructed in accordance with a preferred embodiment of the present invention;
FIG. 3 is a schematic structural view of a thermal barrier coating constructed in accordance with a preferred embodiment of the present invention;
FIG. 4a is a schematic phase diagram of the operation of the adiabatic cylinder constructed in accordance with the preferred embodiment of the present invention under low load conditions;
FIG. 4b is a schematic phase diagram of the operation of an adiabatic cylinder constructed in accordance with the preferred embodiment of the present invention under high load conditions.
The same reference numbers will be used throughout the drawings to refer to the same or like elements or structures, wherein:
1-piston, 2-adiabatic combustion chamber, 3-ordinary combustion chamber, 4-adiabatic coating, 5-cylinder, 6-exhaust valve, 7-intake valve, 8-heat dissipation air flue, 9-control valve, 10-exhaust air flue, 11-intake air flue, 12-exhaust air flue control valve, 13-oil injector, 401-protective layer, 402-adiabatic hollow particle layer and 403-adhesive layer.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The system comprises two technologies of heat insulation cylinder and Miller cycle for improving the thermal efficiency, and the thermal efficiency of the internal combustion engine under the medium and small load can be greatly improved by adopting the technical means of heat insulation and high compression ratio under the medium and small load working condition through the combination of the heat insulation cylinder and the Miller cycle; and under the large-load working condition of the internal combustion engine, the possibility of knocking and deflagration generation under the large-load working condition of the internal combustion engine is greatly reduced by adopting the technical means of small compression ratio and secondary scavenging, so that the overall thermal efficiency of the internal combustion engine can be greatly improved on the basis of ensuring the reliable operation of the internal combustion engine.
The double-cylinder system is a system consisting of a heat-insulating cylinder and a common cylinder which is not subjected to heat insulating treatment, the heat-insulating combustion chamber is connected with the common combustion chamber, the wall temperature of the heat-insulating combustion chamber is high in the working process, and the wall temperature of the common combustion chamber is lower than that of the heat-insulating combustion chamber, so that the probability of knocking in the common combustion chamber under the same compression ratio is lower.
The heat insulation cylinder and the common cylinder are the same in structure and are provided with an oil injector 13, a combustion chamber, a piston 1, an inlet valve 7 and the like, wherein components such as the piston 1, a piston ring, a cylinder sleeve and the like are made of ceramic materials such as zirconia, so that heat dissipation loss in the combustion chamber is reduced, and heat efficiency is improved.
The engine is not limited to a double-cylinder system, and can be independently formed into a system by a heat insulation cylinder and fused into an actual engine.
The adiabatic cylinder is different from the general cylinder in that: as shown in FIG. 1, the adiabatic combustion chamber 2 of the adiabatic cylinder has more adiabatic coating 4 than the conventional combustion chamber 3, and the adiabatic coating 4 is applied to the top of the piston 1, the inner wall of the cylinder 5, the top of the combustion chamber, the valve top, etc. And the top of the heat insulating combustion chamber 2 and the top of the piston 1 are provided with a certain number of positioning grooves uniformly in the circumferential direction, the positioning grooves take trapezoidal grooves as an example, the bottom edge is wider than the top edge, the adhesive layer 403 of the heat insulating coating 4 is easy to lose efficacy, so that the surface of the heat insulating combustion chamber 2 is separated from the heat insulating coating 4, the adhesion inside the heat insulating coating 4 is better than that of the heat insulating coating 4 and the surface of the materials such as ceramics, and the grooves can prevent the heat insulating coating 4 from falling off integrally.
The lowest point of the heat insulation coating 4 on the inner wall of the cylinder 5 is lower than the bottom dead center of the piston 1, so that the effective heat insulation can be ensured in the whole stroke of the piston 1.
As shown in fig. 2, the thickness of the top thermal barrier coating 4 of the piston 1 decreases from the center to the periphery. The thicker the thermal insulation coating 4, the better the thermal insulation performance, but the lower the cooling obtained, the higher the cylinder wall temperature, and the more likely knocking occurs, which is an abnormal combustion condition in an internal combustion engine, so that the smaller the thickness of the thermal insulation coating 4 at the edge can lower the temperature of the end mixture, thereby reducing the possibility of knocking occurring.
As shown in fig. 3, the heat insulating coating 4 includes a protective layer 401, a heat insulating hollow particle layer 402, and an adhesive layer 403, wherein the protective layer 401 is divided into an elastic sealing layer and a rigid sealing layer. The elastic sealing layer is composed of aluminum or aluminum alloy, adhesive and other substances, the thickness of the elastic sealing layer is 1/5-1/4 of the total thickness, the elastic sealing layer is used for the top of the piston 1 and the top of the heat insulation combustion chamber 2, the erosion of high-temperature and high-pressure gas is resisted, the heat insulation effect of the heat insulation hollow particle layer 402 is guaranteed, the rigid sealing layer is composed of ceramic, adhesive and other substances, the rigid sealing layer is used for bearing high-speed reciprocating friction, and the heat insulation hollow particle layer 402 on the inner wall of the cylinder sleeve is protected.
The hollow particle layer 402 includes hollow particles and a binder, the hollow particles are silica-alumina-based ceramic hollow particles, and the interior of the hollow particles is a hollow structure, so that the thermal conductivity of the thermal insulation coating 4 can be effectively reduced. In addition, the density is small, the high temperature resistance is realized, the hardness is high, the severe working environment of a combustion chamber can be well adapted, and the thickness of the layer is 1/2-3/5 of the total thickness.
The 403 layer of the adhesive is a silicon resin adhesive, the adhesive has good bonding performance to ceramic and metal, and has better high temperature resistance and impact resistance compared with other organic resins, and the thickness of the layer is about 1/5-1/4 of the total thickness.
As shown in fig. 1, a branch duct of the exhaust duct of the adiabatic combustor 2 is connected to a branch duct of the intake duct of the ordinary combustor 3 to form a heat dissipation duct 8. The heat dissipation air flue 8 is used for cooling fresh mixed gas cooled by secondary scavenging of the heat insulation combustion chamber and then introducing the cooled fresh mixed gas into the common combustion chamber 3, so that the charge coefficient of the common combustion chamber 3 is increased, and the air intake of the common combustion chamber 3 is promoted to be more sufficient.
The miller cycle refers to the actual compression ratio of the engine being made different from the geometric compression ratio by some means. Under the working condition of large load which is easy to generate knocking, the exhaust valve 6 is opened again in the earlier stage of the compression process, which is equivalent to reducing the effective compression ratio in the adiabatic combustion chamber 2, so that abnormal combustion phenomena such as knocking and the like generated in the adiabatic combustion chamber are avoided; meanwhile, the exhaust valve 6 is restarted, namely secondary scavenging is started, so that the heat load of a high-temperature wall surface in the heat-insulation combustion chamber is reduced, and the reliability of the internal combustion engine is further improved.
In the present embodiment, for convenience of description, it may be assumed that the large load condition refers to the condition that the accelerator is stepped on by more than 75%, and the medium and small load condition refers to the condition that the accelerator of the internal combustion engine is stepped on by less than 75%.
The arrangement of the heat dissipation air passage 8 can increase the charge coefficient of the common combustion chamber 3, promote the complete combustion of the common combustion chamber 3 and improve the heat efficiency. The heat insulation combustion chamber is connected with the common combustion chamber and is internally provided with a control valve 9. The electromagnetic valve is used for changing the opening degree of the control valve 9, so that the air inflow of the common cylinder can be adjusted, and the knocking of the common cylinder is avoided on the basis of promoting the complete combustion.
The invention can be applied to gasoline engines and diesel engines, and the invention is further described below with a gasoline engine as a specific embodiment.
Example 1
Taking a 4-cylinder 4-stroke gasoline engine as an example, the ignition sequence of the engine is assumed to be 1-3-4-2 which is commonly used, but the present invention is not limited to this case. Wherein, the 1-cylinder and the 4-cylinder are internally provided with heat insulation combustion chambers 2, 2-cylinder and the 3-cylinder are internally provided with a common combustion chamber 3. The working process of the engine is as follows: air intake process-compression process-work process-exhaust process. Since the firing order of the cylinders is 1-3-4-2, i.e., 2-1-3-4, which is commonly used, the 2-cylinder piston 1 is located in the compression stroke when the 1-cylinder piston 1 is located in the intake stroke. The following describes an embodiment of the present invention by taking 1-2 cylinders as an example of a double cylinder system.
As shown in fig. 1, the exhaust passage of the heat insulating combustion chamber 2 is divided into an exhaust gas passage 10 and a heat dissipating gas passage 8. The air inlet channel of the common combustion chamber 3 is divided into an air inlet channel 11 and a heat dissipation air channel 8. A control valve 9 is arranged in the heat dissipation air passage 8. The 1-cylinder heat dissipation air passage 8 is connected with the 2-cylinder heat dissipation air passage 8, and the control valve 9 adjusts the air input of the common combustion chamber 3.
The phase diagram of the working process of the internal combustion engine under a small and medium load is shown in fig. 4a, wherein the outer ring represents an intake stroke and a compression stroke, and the inner ring represents a power stroke and an exhaust stroke. The air inlet process refers to the process from the opening of an air inlet valve to the closing of the air inlet valve, and the air inlet stroke refers to the process from the top dead center to the bottom dead center of a piston in the air inlet process. An air inlet advance angle alpha and an air inlet delay angle beta exist in the air inlet process, namely the air inlet valve is opened at an alpha crank angle before the piston is positioned at the top dead center in the air inlet stroke, and is closed at a beta crank angle after the piston is positioned at the bottom dead center in the air inlet stroke. Correspondingly, the exhaust process refers to the process from the opening of the exhaust valve to the closing of the exhaust valve, and the exhaust stroke refers to the process from the bottom dead center to the top dead center of the piston in the exhaust process. The exhaust process has an exhaust advance angle gamma and an exhaust delay angle delta, namely the exhaust valve is opened by a gamma crank angle before the exhaust stroke bottom dead center and is closed by a delta crank angle after the exhaust stroke top dead center. Under the condition of small and medium load of internal combustion engine, the internal combustion engine can be operated according to the phase diagram of said working process, at the moment the heat-radiating air channel is not used.
The phase diagram of the engine operating under heavy load is shown in fig. 4b, where the miller cycle is open, i.e. the exhaust valve is opened twice during compression, and excess intake air is discharged to the ordinary cylinder through the exhaust valve during compression, for reducing the actual compression ratio of the adiabatic cylinder. The specific process is as follows: the heat-insulating combustion chamber 2 exhaust valve 6 is opened for the first time before the exhaust stroke starting point of the piston 1 by the gamma crank angle and is closed after the exhaust stroke end by the delta crank angle. After the piston is positioned at the bottom dead center in the intake stroke, the exhaust valve 6 is opened again, the exhaust air passage control valve 12 is closed, the control valve 9 is opened, the exhaust valve 6 is closed after the sigma crank angle after the exhaust valve is opened, and the exhaust air passage control valve 12 and the control valve 9 are restored. When the position of the piston 1 of the heat insulation combustion chamber 2 corresponds to the compression stroke, the position of the piston 1 of the common combustion chamber 3 corresponds to the air inlet stroke, so that secondary scavenging of the heat insulation cylinder can smoothly flow into the common cylinder. Therefore, as shown in fig. 4b, when the exhaust valve 6 of the adiabatic combustor 2 is opened again, the mixture gas in the adiabatic combustor 2 is subjected to secondary scavenging and enters the normal combustor 3 through the heat-dissipating air duct 8, thereby reducing the gas temperature and the high-temperature wall temperature in the adiabatic combustor 2 and increasing the charge factor in the normal combustor 3. Namely the time of the opening of the sigma crank angle of the heat dissipation air channel, wherein the angles alpha, beta, gamma, delta and sigma are preset angles according to needs.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. An adiabatic internal combustion engine combustion system based on an adiabatic combustion chamber and a Miller cycle, which is characterized by comprising two cylinders with the same structure, wherein each cylinder comprises a cylinder body (5) and a piston (1), the piston (1) is arranged in the cylinder body (5) and forms a combustion chamber with the cylinder body (5), and an air inlet air passage (11) and an air outlet air passage (10) are arranged on the combustion chamber;
the inner surface of one cylinder is coated with a layer of heat insulation coating (4) to form a heat insulation cylinder, and a heat dissipation air passage (8) is arranged between an exhaust air passage (10) of the heat insulation cylinder and an air inlet air passage (11) of the other cylinder and is used for connecting the heat insulation cylinder with the other cylinder;
under the medium and small loads, the preset geometric compression ratio of the combustion chamber system is improved, and the heat-insulating cylinder works under the improved compression ratio, so that on one hand, the heat of the combustion chamber is saved, and on the other hand, the work capacity is increased, and the thermal efficiency of the combustion chamber system under the medium and small loads is improved;
under a large-load working condition, an exhaust valve in the heat-insulating cylinder is opened twice in the whole motion stroke of a piston, the exhaust valve is opened for the first time in the exhaust process to realize first scavenging, the exhaust valve is opened for the second time in the early stage of the piston compression process of the heat-insulating cylinder, the heat-radiating air passage is opened simultaneously, the piston compresses a combustion chamber of the heat-insulating cylinder and exhausts air to realize second scavenging, and knocking caused by overhigh temperature in the compression process of the heat-insulating cylinder is avoided; meanwhile, part of the preheated gas enters another cylinder through the heat dissipation air channel, so that the charge coefficient of the cylinder is increased, and the heat efficiency is improved.
2. An adiabatic internal combustion engine combustion system based on an adiabatic combustion chamber and a miller cycle as set forth in claim 1, wherein the thickness of the adiabatic coating is distributed to be thick in the middle and thin on both sides on the top surface of the piston (1) in the adiabatic cylinder, the thickness of the adiabatic coating is gradually reduced from the center to the edges, the thickness at the center is 0.5mm to 1mm, and the thickness at the edges is 0.25mm to 0.5 mm.
3. The heat-insulating combustion chamber and Miller cycle-based heat-insulating combustion engine combustion system is characterized in that the heat-insulating coating is of a multilayer structure and comprises a protective layer (401), a heat-insulating hollow particle layer (402) and an adhesive layer (403) from outside to inside, wherein the protective layer (401) is used for resisting high temperature and high pressure or bearing high-speed reciprocating friction, the interior of the heat-insulating hollow particle layer (402) comprises a micro porous hollow structure for reducing the heat conductivity of the heat-insulating coating, and the adhesive layer (403) is used for ensuring the adhesiveness of the heat-insulating coating and the inner wall of the combustion chamber.
4. An adiabatic internal combustion engine combustion system based on adiabatic combustor and miller cycle as set forth in claim 3, characterized in that said protective coating (401) is divided into two kinds of elastic sealing layer and rigid sealing layer, when said protective coating adopts said elastic sealing layer, said adiabatic coating is used for piston top and adiabatic combustor top for resisting the scouring of high temperature and high pressure gas, when said protective coating (401) adopts rigid sealing layer, said adiabatic coating is used for the cylinder body of said adiabatic cylinder for bearing high speed reciprocating friction.
5. The adiabatic combustion chamber and miller cycle-based adiabatic internal combustion engine combustion system of claim 4, wherein the material of the resilient sealing layer comprises aluminum with a binder, or an aluminum alloy with a binder; the material of the rigid sealing layer comprises ceramic and adhesive; the material of the heat-insulating hollow particle layer (402) comprises silicon-aluminum-based ceramic hollow particles and a binder, and the binder layer (403) adopts a silicone adhesive.
6. The adiabatic internal combustion engine combustion system based on the adiabatic combustion chamber and the Miller cycle as set forth in claim 3, wherein the thickness of the shielding layer (401) is 1/5-1/4 of the total thickness of the adiabatic coating, the thickness of the adiabatic hollow particle layer (402) is 1/2-3/5 of the total thickness of the adiabatic coating, and the thickness of the adhesive layer (403) is 1/5-1/4 of the total thickness of the adiabatic coating.
7. The adiabatic combustion chamber and miller cycle-based adiabatic internal combustion engine combustion system of claim 1, wherein the combustion chamber and the top piston surface of the adiabatic cylinder are each provided with a plurality of grooves filled with an adhesive for increasing adhesion of the adiabatic coating to the combustion chamber and the top piston surface to prevent the adiabatic coating from falling off.
8. An adiabatic combustion engine combustion system based on adiabatic combustion chamber and miller cycle as set forth in claim 1, characterized in that the lowest point of the adiabatic coating (4) in the adiabatic cylinder is lower than the bottom dead center of the piston, ensuring effective adiabatic insulation throughout the stroke of the piston.
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