CN116163865A

CN116163865A - Ignition type heavy oil engine combustion device and ignition type heavy oil engine

Info

Publication number: CN116163865A
Application number: CN202310312327.1A
Authority: CN
Inventors: 张学虎
Original assignee: Beijing Zhz Technology Co ltd
Current assignee: Beijing Zhz Technology Co ltd
Priority date: 2023-03-28
Filing date: 2023-03-28
Publication date: 2023-05-26
Anticipated expiration: 2043-03-28
Also published as: CN116163865B

Abstract

The invention relates to a burning device of an ignition type heavy oil engine and the ignition type heavy oil engine, belongs to the technical field of aeroengines, and solves the problems of low burning rate and high fire probability of the heavy oil engine. The ignition type heavy oil engine combustion device comprises a cylinder cover assembly; the cylinder cover assembly comprises a cylinder cover body and a position-adjustable glow plug; the cylinder cover body is provided with a combustion chamber and a preheating plug hole; the position-adjustable preheating plug is communicated with the cylinder cover body through a preheating plug hole; the adjustable position preheating plug is communicated with the combustion chamber. The ignition type heavy oil engine combustion device can realize efficient combustion in the combustion chamber of the heavy oil engine, and avoid starting fire. The ignition type heavy oil engine has wide application.

Description

Ignition type heavy oil engine combustion device and ignition type heavy oil engine

Technical Field

The invention relates to the technical field of aeroengines, in particular to a combustion device of an ignition type heavy oil engine and the ignition type heavy oil engine.

Background

Currently, when heavy oil engines are modified based on gasoline piston engines, the centrosymmetric combustion chamber and the single spark plug ignition device adopted by the gasoline engine combustion system are generally inherited, and the compression ratio is high.

The heavy oil adopted by the heavy oil engine has the characteristics of difficult volatilization, poor atomization effect, low octane number and the like. Therefore, in the heavy oil engine using the conventional gasoline engine combustion system, the mixing speed of the heavy oil and air is low, which easily causes the occurrence of slow combustion, engine misfire (i.e., engine misfire), and the like. In particular to an aviation heavy oil engine, because the ambient temperature is low, the starting ignition of a combustion system is more difficult, and the combustion efficiency is less easy to reach the design requirement.

The heavy oil engine for aviation is urgently needed to solve the problem of combustion in the cylinder using heavy oil as fuel.

Disclosure of Invention

In view of the above analysis, the invention aims to provide a combustion device of a heavy oil engine and the light oil engine, which are used for solving the technical problems of low combustion rate and high engine fire probability of the heavy oil engine.

The invention is realized by the following technical scheme:

a burning device of an ignition type heavy oil engine comprises a cylinder cover assembly; the cylinder cover assembly comprises a cylinder cover body and a position-adjustable glow plug; the cylinder cover body is provided with a combustion chamber and a preheating plug hole; the position-adjustable preheating plug is in through connection with the cylinder cover body through the preheating plug hole; the adjustable position preheating plug is communicated with the combustion chamber; .

Further, a cylinder cover oil nozzle and a spark plug are arranged on the cylinder cover body; the 2 spark plugs are radially symmetrically arranged in the range of 180 degrees on two sides of the oil nozzle of the cylinder cover.

Furthermore, the position-adjustable glow plug is arranged on the side edge of the cylinder cover oil nozzle.

Furthermore, the position-adjustable glow plug comprises a preheating body, a glow plug seat and a sealing cover, wherein an electromagnetic coil, a spring and an electromagnet are arranged in the sealing cover in sequence.

Further, the glow plug seat is connected with the glow plug hole and the electromagnetic coil.

Further, the preheating body can hermetically slide in the central hole of the glow plug seat.

Further, a preheating body sealing mounting table is arranged in the middle of the preheating body.

Further, the sealing cover is fixedly connected to the glow plug seat.

Further, the cylinder head fuel spray nozzle is arranged in a direction which is deviated to the air inlet relative to the center of the engine, so that an offset combustion chamber is formed.

Further, the ignition type heavy oil engine combustion device also comprises a fuel oil and air injection assembly; the fuel oil air-entrainment injection assembly comprises an air-entrainment block, a mixer air auxiliary nozzle and an air-entrainment injection unit; the air-entraining spraying unit comprises a cyclone rubber ring.

Further, the air clamping block is provided with a high-pressure air pressure stabilizing rail; and a heating body is arranged in the high-pressure air pressure stabilizing rail.

Further, the air-entraining injection unit further comprises a first cyclone and a second cyclone; the cyclone rubber ring is arranged between the first cyclone and the second cyclone.

Further, the first cyclone comprises a high-pressure oil-gas mixing area and a high-pressure air inlet of the first cyclone.

Further, the second cyclone comprises a second cyclone air inlet and a second cyclone mixed gas flow channel.

Further, the ignition positions of 2 of the spark plugs are separated by 20 °.

An ignition type heavy oil engine comprises the ignition type heavy oil engine combustion device.

Compared with the prior art, the invention has at least the following beneficial effects:

the cylinder cover assembly is provided with the adjustable position preheating plug, the adjustable position preheating plug can ensure that the preheating body stretches into the combustion chamber to heat oil gas of the oil distribution port when the heavy oil engine is started, and the preheating body exits from the combustion chamber after the heavy oil engine is started so as to avoid influencing the turbulent flow effect of the mixed oil gas sprayed by the oil nozzle and ensure that the mixed oil gas in the combustion chamber is fully combusted.

The above technical schemes can be mutually combined to realize more preferable combination schemes. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, like reference numerals being used to refer to like parts throughout the several views.

FIG. 1 is a schematic view of the overall structure of the ignition type heavy oil engine combustion apparatus of the present invention;

FIG. 2 is a schematic diagram of the overall structure of the fuel gas injection assembly of the present invention;

FIG. 3 is a schematic diagram showing the overall structure of a fuel gas injection assembly according to the present invention;

FIG. 4 is a schematic diagram of the overall structure of the air-entrained jet unit according to the present invention;

FIG. 5 is a schematic view of the overall structure of the first cyclone of the present invention;

FIG. 6 is a schematic diagram of the overall structure of a second cyclone of the present invention;

FIG. 7 is a schematic diagram of the overall structure of the fuel injector of the present invention;

FIG. 8 is a schematic view of the overall structure of the cylinder head of the present invention;

FIG. 9 is a bottom view of FIG. 8;

FIG. 10 is a cross-sectional view taken along the direction A-A in FIG. 8;

FIG. 11 is a schematic view of the overall structure of the adjustable glow plug of the present invention;

FIG. 12 is a schematic view of FIG. 11 taken along an axis;

FIG. 13 is a schematic view of a high pressure gas outlet nozzle according to the present invention;

FIG. 14 is a graph of the turbulence intensity of the offset combustor versus the center combustor of the present invention.

Reference numerals:

1. a cylinder assembly; 2. a cylinder head assembly; 21. a cylinder head body; 211. a cylinder cover gas mixture nozzle mounting hole; 22. a spark plug; 221. an intake side spark plug; 222. an exhaust side spark plug; 23. an adjustable glow plug; 231. a preheating body; 2311. a preheating body sealing mounting table; 232. a glow plug seat; 233. a sealing cover; 234. an adjustable glow plug heating wire; 235. the electromagnetic coil is electrified; 236. an electromagnetic coil; 237. a spring; 238. an electromagnet; 3. a fuel oil and air injection assembly; 31. an air clamping block; 32. compressed air enters the air inlet of the air clamping block; 33. a ventilation rubber tube; 34. a pressure regulating block; 35. a fuel pressure regulating valve; 36. an air pressure regulating valve; 37. an oil nozzle; 38. an air assist nozzle; 39. a heating body; 310. a high-pressure air pressure stabilizing rail; 311. a first closure of the high pressure gas pressure stabilizing rail; 312. compressed air enters a high-pressure air pressure stabilizing track channel; 313. a cyclone assembly air inlet; 314. a high pressure air outlet nozzle; 3141. a high pressure gas outlet; 3142. a high-pressure air outlet nozzle connecting hole; 315. a gas-clamping injection unit; 3151. a first cyclone; 31511. a high pressure oil-gas mixing zone; 31512. a first cyclone high pressure gas inlet; 3152. a second cyclone; 31521. a second cyclone inlet; 31522. a second cyclone mixed gas flow passage; 31523. a mixed oil gas outlet; 31524. an air guide slope; 3153. cyclone rubber ring; 316. a compressor inlet air pressure regulating valve passage; 317. an oil injector; 3171. the high-pressure oil rail enters the fuel oil inlet of the oil distributor; 3172. the output end of the oil sprayer; 318. an oil inlet of the high-pressure oil inlet clamping block; 319. a fuel pressure regulating valve and a high pressure oil rail passage; 320. a high-pressure oil rail is arranged in the air clamping block; 4. a combustion chamber; 5. and a squeeze flow area.

Detailed Description

The following detailed description of preferred embodiments of the invention is made in connection with the accompanying drawings, which form a part hereof, and together with the description of the embodiments of the invention, are used to explain the principles of the invention and are not intended to limit the scope of the invention.

The technical solution of the present invention will be described in more detail with reference to fig. 1 to 14.

The heavy oil engine of the embodiment of the invention is a double-cylinder engine and is provided with 2 combustion areas.

Example 1

An ignition type heavy oil engine combustion device.

As shown in fig. 1, the ignition type heavy oil engine combustion apparatus of this embodiment 1 includes a cylinder block assembly 1, a cylinder head assembly 2, and a fuel-air injection assembly 3, which are connected in this order.

As shown in fig. 10, the cylinder block assembly 1 and the cylinder head assembly 2 are connected by bolts to form a joint surface. The joint surface forms a combustion zone at the centre of the engine on the side of the cylinder head assembly 2, the combustion zone comprising a combustion chamber 4 and a squish zone 5 at the periphery of the combustion chamber 4.

As shown in fig. 8, the cylinder head assembly 2 includes a cylinder head body 21, a spark plug 22, and an adjustable position glow plug 23. A head-mixture nozzle mounting hole 211 is provided at or near the center position of the combustion chamber 4 on the head body 21, and a spark plug hole and a preheating plug hole are provided around the head-mixture nozzle mounting hole 211. The cylinder head gas mixture nozzle is connected with the cylinder head gas mixture nozzle mounting hole 211 in a sealing way.

The cylinder head body 21 of the twin-cylinder engine of this embodiment 1 is provided with 2 combustion areas in parallel, and each combustion area is provided with 2 ignition device mounting positions and an adjustable glow plug mounting position, specifically, 2 spark plug holes and a glow plug hole. The spark plug holes are hermetically connected with a spark plug 22, namely an air inlet side spark plug 221 and an air outlet side spark plug 222; the preheating plug hole is connected with an adjustable preheating plug 23 in a sealing way.

Compared with a single spark plug of the gasoline engine, the double spark plug can solve the technical problems of high heavy oil ignition point and difficult ignition, and reduce the risk of power loss caused by the ignition of the spark plug (i.e. the ignition failure of the spark plug).

Preferably, 2 spark plugs 22 are step firing. Specifically, in this embodiment 1,2 spark plugs 22 are provided 20 to 40 ° CA (crank angle unit) before the top dead center, with an interval of 20 °. The exhaust side spark plug 222 is first ignited, and the intake side spark plug 221 is ignited at an interval of 20 ° CA (crank angle unit) with respect to the exhaust side spark plug 222. This arrangement allows the in-cylinder combustion flame front to fill the entire combustion chamber 4 quickly in a shorter time. The arrangement can shorten the flame propagation time in the combustion chamber and effectively reduce the occurrence probability of engine knocking.

Further preferably, the spark plug 22 is a high energy spark plug, specifically a 100mJ high energy spark plug. The 100mJ high-energy spark plug can improve the success rate of single ignition and the reliability of the engine.

The power output of the heavy oil engine is improved; the 2 high-energy spark plugs are ignited, so that the risk of ignition of the spark plugs is reduced, and the running reliability of the engine is improved.

It is further preferred that the 2 spark plugs 22 are radially symmetrically disposed within 180 ° of each side of the cylinder head injector, which arrangement enables the spark plugs 22 to be as close as possible to the cylinder head injector, which is advantageous for improving the probability of successful ignition of the engine. Specifically, the combustion chamber 4 is in a semi-sphere-like shape, and the squeeze flow region 5 is an elongated ring-like revolution region surrounding the combustion chamber 4.

It is further preferable that 2 ignition plugs 22 are arranged in a range of less than or equal to 180 deg., and the adjustable position glow plug 23 is provided in this range. The position of the position-adjustable glow plug 23 can enable the heated oil gas to effectively approach the spark plug 22 cloth, and the heating efficiency is improved.

As shown in fig. 9, the center position B of the head-mix nozzle mounting hole 211 provided on the combustion chamber 4 of the hemispherical shape away from the upper side of the cylinder block assembly 1 is offset with respect to the engine center position C, specifically, offset toward the intake side by H. The value of H is determined on the basis of the point of maximum turbulence of the combustion chamber 4.

The center of the cylinder head gas mixture nozzle mounting hole 211 is deviated to the air inlet side with lower temperature relative to the center of the engine, so that the space of the air outlet side with higher temperature can be effectively increased, and the effective gas-oil mixture and combustion space of the combustion chamber 4 can be relatively increased to increase the output power of the engine.

Meanwhile, the offset combustion chamber 4 is combined with the reserved space of the squeeze flow area 5 between the top surface of the piston, and is matched with 2 high-energy spark plugs 22 for ignition, so that the combustion efficiency in the engine cylinder can be effectively improved.

Preferably, in this embodiment 1, the center of the cylinder head gas mixture nozzle mounting hole 211 is offset by 7.5mm relative to the center of the engine, and the shape of the combustion chamber is optimized in combination with the compression ratio, and the turbulence intensity of the gas in the cylinder is enhanced by utilizing the movement of the air in the in-cylinder squish zone 5 toward the center of the combustion chamber 4.

FIG. 14 shows a plot of turbulence intensity versus center combustor of the invention that was tested to be offset combustors and other structures of the same. Therefore, by biasing the combustion chamber, turbulent kinetic energy of the combustion chamber 4 is obviously enhanced, which is beneficial to improving flame propagation speed and oil gas combustion efficiency, so that fuel economy is good, and oil consumption is obviously reduced.

Further, the offset of the combustion chamber 4 toward the intake side can effectively reduce the distance from the flame spontaneous combustion in the high temperature region to the center of the combustion chamber 4, thereby reducing the tendency of engine knocking.

In embodiment 1, it is preferable to increase the volume of the combustion chamber 4 shown in fig. 10 by the structural design of the cylinder head body 21, so as to achieve the purpose of reducing the compression ratio.

Specifically, in example 1, the compression ratio of the cylinder head body 21 after optimization was 12.2 before optimization of the volume, the compression ratio after optimization was reduced to 8.6, and the compression ratio was reduced by 29.5%. Reducing the compression ratio is beneficial to reducing the occurrence of knocking under the heavy load of the engine, thereby increasing the fuel injection quantity of the cylinder cover gas mixture nozzle injected into the combustion chamber 4 and improving the power output of the engine. Specifically, in this embodiment 1, the engine power output is increased by 57% after the compression ratio is reduced.

As shown in fig. 8 and 9, an adjustable position glow plug 23 is also connected to the head body 21.

As shown in fig. 11 and 12, in particular, the adjustable glow plug 23 includes a preheating body 231, a glow plug seat 232, a seal housing 233, an electromagnetic coil 236, a spring 237, and an electromagnet 238.

Wherein, the sealing cover 233 is of a sleeve structure, the electromagnet 238 is arranged at the bottom of the sealing cover 233, and the opening of the sealing cover 233 is connected with the glow plug seat 232 in a sealing way.

Wherein the solenoid 236 is controllably energized by a solenoid energizing wire 235 and the preheating body 231 is controllably energized by a position-adjustable glow plug heating wire.

Wherein the glow plug seat 232 comprises a glow plug seat and connecting rods arranged at two ends,

the glow plug seat 232 comprises a glow plug seat, a seat first connecting rod is arranged on a first end surface of the glow plug seat, and a seat second connecting rod is arranged on a second end surface of the glow plug seat; the first connecting rod of the pedestal is connected with the preheating plug hole; the pedestal second connecting rod is connected with the electromagnetic coil 236; the pedestal second connecting rod end is provided with a pedestal stepped shaft, the spring 237 is in limit connection with the pedestal stepped shaft, and the spring 237 is integrally arranged in the sealing cover 233 and is limited between the electromagnetic coil 236 and the electromagnet 238.

Wherein, the preheating body 231 is a rod piece, and is powered by an adjustable heating wire 234 of the preheating plug, and a preheating body sealing installation platform 2311 is arranged in the middle of the preheating body 231. The pre-heat body sealing mounting platform 2311 is provided with a frustum in two directions and is respectively used for sealing and connecting the cylinder cover body 21 and the pre-heat plug seat 232. The glow plug seat 232 is provided with a glow plug seat central bore therethrough.

Specifically, the first end of the preheating body 231 extends into the combustion chamber 4, and is connected to the conical surface of the stepped shaft hole provided at the preheating plug hole of the cylinder head body 21 in a conical surface matching manner on the first side of the preheating body sealing mounting platform 2311, so as to form a sealing surface with the cylinder head body 21.

The second end of the preheating body 231 is inserted through the central bore of the glow plug seat and into the sealing cap 233. The preheating body 231 is in sealing connection with the glow plug seat 232 at the second side conical surface of the preheating body sealing mounting platform 2311 to form a sealing surface with the glow plug seat 232.

The second end of the preheating body 231 is connected to an electromagnet 238. The preheating body 231 is movably connected to the glow plug seat 232 through the glow plug seat central hole.

The glow plug seat 232 has a stepped shaft structure with a central hole, and two shaft ends of the glow plug seat in the middle are positioning surfaces for connecting the cylinder cover body 21 and the sealing cover 233. The shaft ends of the two ends of the glow plug seat bench seat are respectively provided with a screw rod, namely a first screw rod of the glow plug seat and a second screw rod of the glow plug seat.

The first screw rod of the glow plug seat is connected with the screw hole at the outermost part of the glow plug hole of the cylinder cover body 21 through screw seal; the second screw of the glow plug seat is spirally connected with the inner hole of the electromagnetic coil 236, so that the electromagnetic coil 236 is connected with the root of the second screw of the glow plug seat and is close to the seat of the glow plug seat. The solenoid 236 is entirely located within the sealing cover 233. The glow plug seat 232, the electromagnetic coil 236, and the seal cover 233 are fixed in position relative to the head body 21.

Wherein, the first end surface of the spring 237 is positioned on the end surface of the electromagnet 238, and the second end of the spring 237 is positioned on the second end of the glow plug seat; the second end of the preheating body is inserted through the inner ring of the spring 237. The spring 237 is in limit connection between the electromagnetic coil 236 and the electromagnet 238; .

After the electromagnetic coil 236 is electrified to generate magnetic force, the electromagnet 238 is attracted to axially displace along the sealing cover 233, the electromagnet 238 drives the preheating body 231 to move into the combustion chamber 4, and the preheating body 231 is electrified to generate heat, so that the mixed oil gas in the combustion chamber 4 is heated, and the mixed oil gas near the 2 spark plugs 22 is facilitated to be comburedly used. After ignition in the combustion chamber 4 is successful, the electromagnetic coil 236 is powered off, the magnetic force disappears, and under the action of the elastic force of the spring 237, the electromagnet 238 is retracted to the bottom of the sealing cover 233 to drive the preheating body 231 to withdraw from the combustion chamber 4, so that interference of the preheating body 231 on the vortex of the combustion chamber is avoided.

Preferably, the preheating body 231 is sealingly slidable within the central bore of the glow plug seat 232.

The preheating body sealing mount 2311 with bidirectional taper of this embodiment 1 can effectively seal the connection gap between the preheating body 231 and the preheating plug hole and the preheating plug seat 232 of the cylinder head body 21 by adding a sealing gasket to the taper surface, avoiding the installation of a sealing structure in the preheating plug hole of the cylinder head body 21, and other conventional technical measures.

The seal cover 233 is fixedly connected to the glow plug seat 232 to form a relatively closed space, so that the mixed oil and gas can be prevented from leaking out when the seal at the two ends of the seal installation platform 2311 of the preheating body fails, and the mixed oil and gas can be limited in the seal cover 233.

As shown in fig. 2 and 3, the fuel gas injection module 3 includes a gas block 31,

The air block 31 is provided with a compressed air inlet air block air inlet 32, a pressure regulating block 34, a high-pressure air pressure stabilizing rail 310, a high-pressure air pressure stabilizing rail first block 311, an air connecting channel 312, a cyclone component air inlet 313, a high-pressure air pressure stabilizing rail air outlet, a compressor air inlet pressure regulating valve channel 316, a high-pressure air inlet air block oil inlet 318, an oil nozzle 37 and an air nozzle 38.

The devices connected to the air-clamping block 31 comprise an air-ventilation rubber tube 33, a fuel pressure regulating valve 35, an air pressure regulating valve 36, a heating body 39, an air-clamping injection unit 315 and an oil injector 317.

The first end of the high-pressure gas pressure stabilizing rail 310 is a first plug 311 of the high-pressure gas pressure stabilizing rail, specifically a plug bolt capable of being connected in a sealing manner. The second end of the high-pressure air pressure stabilizing rail 310 is a high-pressure air pressure stabilizing rail air outlet, and a high-pressure air outlet nozzle 314 is arranged at the high-pressure air pressure stabilizing rail air outlet.

As shown in fig. 13, the high-pressure air outlet 314 is provided with a high-pressure air outlet 3141 and a high-pressure air outlet connecting hole 3142.

The high-pressure air outlet 3141 is used for adjustably releasing the air in the high-pressure air pressure stabilizing rail 310 through a connected high-pressure air pump end controllable valve, so that the pressure of the air in the high-pressure air pressure stabilizing rail 310 is stabilized at a rated value.

The high pressure air outlet nozzle connecting hole 3142 is a blind hole for positioning the second end of the heating body 39.

The heating body 39 is arranged inside the high-pressure air pressure stabilizing rail 310 in a penetrating way, and a first end of the heating body 39 is connected to the blocking bolt and is electrically connected with the outside through the blocking bolt; the second end of the heating body 39 is limited and connected to the high-pressure air outlet nozzle connecting hole 3142 on the high-pressure air outlet nozzle 314, so as to axially limit the heating body 39.

Preferably, the heating body 39 is overlapped on the end surface of the high-pressure air outlet nozzle 314 in the high-pressure air pressure stabilizing rail 310 through a partial structure so as not to prevent the air release function during the opening of the high-pressure air outlet.

When the high-pressure gas pressure stabilizing rail is used, the heating body 39 is electrified at the first plug 311 of the high-pressure gas pressure stabilizing rail, and the heat energy generated by the heating body 39 heats the gas before the gas in the high-pressure gas pressure stabilizing rail 310 is subjected to the first oil-gas mixing (premixing), so that the atomization effect of the mixed oil gas is improved, and the cold start is also facilitated.

As shown in fig. 3, the air block 31 is provided with a fuel injector passage between the fuel injector 37 and the swirler assembly intake 313. The injector 317 and the gas-injection unit 315 are connected and disposed together in the injector passage.

As shown in fig. 3 and 4, the air pump compresses air to form compressed air having a first nominal air pressure, which passes through the compressed air inlet block air inlet 32, through the compressor inlet air pressure regulating valve passage 316, and then to the air pressure regulating valve 36.

The compressed air is further pressurized at the air pressure regulating valve 36 to form a compressed air with a second rated air pressure, and the compressed air with the second rated air pressure flows through the outlet of the air pressure regulating valve 36, flows through the compressed air inlet high-pressure air pressure stabilizing rail channel 312, enters the high-pressure air pressure stabilizing rail 310, and the compressed air in the high-pressure air pressure stabilizing rail 310 has a stable second rated air pressure.

In this embodiment 1, the second rated gas pressure is preferably set to 6bar.

Compressed air in the high-pressure air pressure stabilizing rail 310 can be controlled to enter the ventilation rubber tube 33 and the air clamping injection unit 315.

As shown in fig. 7, the injector 317 includes a high pressure oil rail inlet dispenser fuel inlet 3171 and an injector output 3172.

As shown in connection with fig. 2, 3 and 4, the in-tank oil pump delivers fuel having a first rated pressure to the high-pressure oil inlet block oil inlet 318, high-pressure oil enters the fuel pressure regulating valve 35 through the fuel pressure regulating valve and the high-pressure oil rail passage 319, after the fuel pressure regulating valve 35 further regulates the fuel pressure to a second higher rated pressure, the fuel flows from the outlet of the fuel pressure regulating valve 35, through the fuel pressure regulating valve and the high-pressure oil rail passage 319, and into the high-pressure oil rail 320 in the block. The high pressure oil rail 320 in the air block is communicated with the high pressure oil rail of the oil injector 317 into the oil distributor fuel inlet 3171.

Preferably, the first rated oil pressure is set to 3bar and the second rated oil pressure is set to 9bar in this embodiment 1.

High-pressure fuel with a second rated pressure enters the fuel injector 317 through a high-pressure fuel rail into a fuel inlet 3171 of the fuel distributor, reaches a fuel injector output 3172 from an internal channel of the fuel injector 317, and is controllably opened by the fuel injector output 3172 to deliver the high-pressure fuel into the gas-trapping injection unit 315.

As shown in fig. 3, a first end of the air-entraining injection unit 315 is in abutting connection with the air inlet 313 of the cyclone assembly, and a second end of the air-entraining injection unit 315 is connected with the injector output 3172 of the injector 317. The portion of the fuel injector 317 outside the air block 31 is provided with a fuel injector tab. The position of the fuel injector 317 in the fuel injector channel can be adjusted by pressing the fuel injector adjusting plate, so that the position relationship between the air-clamping injection unit 315 and the fuel injector 317 is adjusted, the space size of the air-fuel mixing area is adjusted, and the density of mixed air entering the combustion chamber is adjusted.

As shown in fig. 4, the air-entrainment injection unit 315 includes a first cyclone 3151, a second cyclone 3152, and a cyclone rubber 3153; the cyclone rubber 3153 is disposed between the first cyclone 3151 and the second cyclone 3152.

As shown in fig. 5, the first cyclone 3151 is a rotary ring body with a cylindrical frustum, and the inner cavity of the rotary ring body is a high-pressure oil-gas mixing area 31511; the first cyclone high-pressure air inlet 31512 with a plurality of grooves is uniformly distributed on the cylindrical ring body and the frustum ring body with partial height. The output end of the oil sprayer 317 is inserted into the cylindrical rotary ring body of the first cyclone 3151 and is in snap connection with the first cyclone 3151, at this time, the effective vent of the frustum rotary ring body part is still reserved at the high-pressure air inlet 31512 of the first cyclone, so that the realization of oil-gas mixing can be ensured all the time. The combination of the injector 317 and the first swirler 3151 are capable of position adjustment along the injector passage axis by the action of the injector tab.

As shown in fig. 6, two ends of the second cyclone 3152 are respectively provided with a second cyclone air inlet 31521 and a second cyclone mixed gas flow channel 31522, and an outer annular surface of the second cyclone 3152 is provided with a slope-shaped air guide slope 31524 and a mixed gas outlet 31523 in opposite radial directions.

The second cyclone mixed gas flow channel 31522 can be butted with or even inserted into an inner hole of the frustum rotary ring body of the first cyclone 3151; second cyclone inlet 31521 interfaces with cyclone assembly inlet 313.

The compressed air output from the compression air pump is regulated by the air pressure regulating valve 36 to form high-pressure air, and the high-pressure air enters the high-pressure air pressure stabilizing rail 310 through the air pressure regulating valve channel 316 of the compressor. The high pressure gas is initially heated at the high pressure gas pressure stabilizing rail 310 by the heating body 39 and enters the second cyclone 3152 through the cyclone assembly inlet 313.

The warmed high pressure gas enters the injector passage through the second swirler inlet 31521 along the air guide slope 31524.

The high pressure gas entering the injector passage enters the high pressure gas mixing region 31511 from the effective vent portion of the first cyclone high pressure gas inlet 31512 in the injector passage, and is mixed with the high pressure heavy oil at the output end of the injector 317 to form high pressure mixed oil gas.

The high pressure mixed gas enters the input of the mixer air assist nozzle 38 under pressure via mixed gas outlet 31523.

The fuel gas injection assembly 3 communicates with the combustion chamber 4 through a mixer air assist nozzle 38.

The mixer air auxiliary nozzle 38 is inserted into the cylinder cover gas mixture nozzle mounting hole 211 in a sealing manner, the output end of the mixer air auxiliary nozzle 38 enters the combustion chamber 4, and high-pressure mixed gas and oil are controllably sprayed into the combustion chamber at a high speed for secondary gas and oil mixing.

As shown in fig. 4, a cyclone rubber ring 3153 is preferably provided on the outer wall surface of the second cyclone mixed gas flow passage 31522. The cyclone rubber 3153 is sandwiched between the first cyclone 3151 and the second cyclone 3152.

When the combination of the injector 317 and the first swirler 3151 is controllably position-adjusted along the axis of the injector passage by the injector tab, the swirler rubber 3153 having elastic deformation characteristics is pressed or released, thereby changing the axial positional relationship between the first and second swirlers 3151 and 3152, and thus changing the volume of the high-pressure oil-gas mixing chamber formed by the high-pressure oil-gas mixing region 31511 and the second swirler gas-mixing passage 31522.

When the cyclone rubber ring 3153 is extruded, the second cyclone 3152 axially enters the first cyclone 3151, the volume of the high-pressure oil-gas mixing cavity is reduced, so that the high-pressure gas entering the high-pressure oil-gas mixing cavity is reduced, and the oil-gas mixing density formed in the high-pressure oil-gas mixing cavity is increased under the condition that the injected fuel quantity is unchanged.

The swirler packing 3153 is compressed and released by depressing the injector tab to effect axial displacement of the injector 317 itself within the injector passage.

Preferably, the material of the cyclone rubber ring 3153 is selected and the corresponding geometric parameters are set, so that the first cyclone 3151 and the second cyclone 3152 can be prevented from being separated in the fuel injector channel when the cyclone rubber ring 3153 is at the maximum axial size, and the first cyclone high-pressure air inlet 31512 required by the maximum mixture concentration can still be provided with an effective air vent when the cyclone rubber ring 3153 is at the maximum compression.

A mixer air auxiliary nozzle 38 and a entrainment injection unit 315; the air entrainment injection unit 315 includes a swirler rubber 3153 therein.

Example 2

An ignition type heavy oil engine.

The spark ignition type heavy oil engine of this embodiment 2 includes the spark ignition type heavy oil engine combustion apparatus of embodiment 11.

Embodiment 2 has 2 spark plugs 22 on the cylinder cover assembly 2, a position-adjustable glow plug 23, a cyclone rubber ring 3153 of an air-clamping injection unit 315 on the fuel air-clamping injection assembly 3 and a heating body 39 in a high-pressure air pressure stabilizing rail 310 on the fuel air-clamping injection assembly 3 in the combustion device, so that the ignition performance of the ignition type heavy oil engine is reliable, and the combustion efficiency is high.

The ignition type heavy oil engine of example 2 has the offset combustion chamber 4 in the combustion device, so that the ignition type heavy oil engine can reduce the knocking tendency.

The ignition type heavy oil engine of embodiment 2 can reduce the compression ratio of the ignition type heavy oil engine, increase the fuel injection amount and further improve the output power of the engine due to the increased volume of the combustion chamber 4 in the combustion device.

Thus, the ignition type heavy oil engine of embodiment 2 can be applied to many types of aircraft in the aviation field, and is particularly applicable to unmanned aircraft.

The present invention is not limited to the above-mentioned embodiments, and any changes or substitutions that are easily contemplated by those skilled in the art within the scope of the present invention are intended to be included in the scope of the present invention. Meanwhile, all equipment with the device for expanding the application field and producing the composite technical effect belong to the protection scope of the method.

Claims

1. A combustion device of a heavy oil engine, characterized by comprising a cylinder cover assembly (2);

the cylinder cover assembly (2) comprises a cylinder cover body (21) and an adjustable position preheating plug (23);

the cylinder cover body (21) is provided with a combustion chamber (4) and a preheating plug hole;

the position-adjustable preheating plug (23) is in through connection with the cylinder cover body (21) through the preheating plug hole; the adjustable position glow plug (23) is communicated with the combustion chamber (4).

2. The ignition type heavy oil engine combustion apparatus according to claim 1, characterized in that a cylinder head oil nozzle and a spark plug (22) are provided on the cylinder head body (21); the 2 spark plugs (22) are radially symmetrically arranged in the range of 180 degrees on two sides of the cylinder cover oil nozzle.

3. The ignition type heavy oil engine combustion apparatus as claimed in claim 2, wherein the adjustable position glow plug (23) is provided at the cylinder head fuel injection nozzle side.

4. A combustion device for a heavy oil engine according to claim 3, characterized in that the cylinder head fuel injector is arranged in a biased orientation with respect to the engine centre towards the intake opening, forming a biased combustion chamber (4).

5. The ignition type heavy oil engine combustion apparatus according to claim 2, further comprising a fuel oil-gas injection assembly (3); the fuel oil air-clamping injection assembly (3) comprises an air-clamping block (31), a mixer air auxiliary nozzle (38) and an air-clamping injection unit (315); the air entrainment injection unit (315) includes a swirler rubber (3153).

6. The ignition type heavy oil engine combustion apparatus as claimed in claim 5, wherein the air block (31) is provided with a high-pressure air pressure stabilizing rail (310); a heating body (39) is arranged in the high-pressure air pressure stabilizing rail (310).

7. The ignition heavy oil engine combustion apparatus of claim 6, wherein the gas-trapping injection unit (315) further comprises a first cyclone (3151) and a second cyclone (3152); the cyclone rubber ring (3153) is arranged between the first cyclone (3151) and the second cyclone (3152).

8. The spark-ignition heavy-oil engine combustion apparatus of claim 7, wherein the first cyclone (3151) includes a high-pressure oil-gas mixing zone (31511) and a first cyclone high-pressure gas inlet (31512).

9. The ignition type heavy oil engine combustion apparatus according to any one of claims 2 to 8, characterized in that the ignition positions of 2 said spark plugs (22) are separated by 20 °.

10. A spark ignited heavy oil engine comprising a spark ignited heavy oil engine combustion apparatus as set forth in any one of claims 1 to 9.