CN112814808B - Double-injection system of gas fuel engine and control method thereof - Google Patents
Double-injection system of gas fuel engine and control method thereof Download PDFInfo
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- CN112814808B CN112814808B CN202110018278.1A CN202110018278A CN112814808B CN 112814808 B CN112814808 B CN 112814808B CN 202110018278 A CN202110018278 A CN 202110018278A CN 112814808 B CN112814808 B CN 112814808B
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- 238000002347 injection Methods 0.000 title claims abstract description 253
- 239000007924 injection Substances 0.000 title claims abstract description 253
- 239000000446 fuel Substances 0.000 title claims abstract description 117
- 238000000034 method Methods 0.000 title claims abstract description 27
- 230000009977 dual effect Effects 0.000 claims abstract description 24
- 238000002485 combustion reaction Methods 0.000 claims abstract description 17
- 238000001514 detection method Methods 0.000 claims abstract description 13
- 230000008901 benefit Effects 0.000 abstract description 7
- 230000009467 reduction Effects 0.000 description 4
- 239000000243 solution Substances 0.000 description 4
- 230000008569 process Effects 0.000 description 3
- 239000007921 spray Substances 0.000 description 3
- 230000002159 abnormal effect Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000008685 targeting Effects 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
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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
- F02B77/08—Safety, indicating, or supervising devices
- F02B77/085—Safety, indicating, or supervising devices with sensors measuring combustion processes, e.g. knocking, pressure, ionization, combustion flame
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention relates to the technical field of gas fuel engines, and discloses a double-injection system of a gas fuel engine and a control method thereof; the dual injection system includes: an engine; an in-cylinder direct injection nozzle for injecting a gaseous fuel into a combustion chamber of an engine; an air passage nozzle for injecting gaseous fuel into an engine intake manifold; a gas supply line; the high-pressure jet air rail is connected with the air supply pipeline and the in-cylinder direct jet nozzle; the low-pressure jet air rail is connected with the air supply pipeline and the air passage nozzle; a gas storage tank connected to the gas supply line; the first pressure detection piece is arranged at the outlet of the air storage tank and is used for detecting the pressure at the outlet of the air storage tank; the ECU, the first pressure detection piece, the in-cylinder direct injection nozzle and the air passage nozzle are all electrically connected with the ECU, and the ECU is used for controlling whether the in-cylinder direct injection nozzle and the air passage nozzle are opened or not. The gas supply device has the advantages of two gas supply modes of direct injection in the cylinder and air channel injection, and improves the whole vehicle fuel economy and the endurance mileage of the gas fuel engine vehicle.
Description
Technical Field
The invention relates to the technical field of gas fuel engines, in particular to a double-injection system of a gas fuel engine and a control method thereof.
Background
When the gas fuel engine is applied to a vehicle, a gas storage tank is used for storing fuel, and stable gas supply pressure is formed in a gas rail through pressure reduction, pressure stabilization and other measures of the gas storage tank, so that a nozzle ejects gas fuel under specified injection pressure, and the injection pressure is required to overcome gas back pressure in a gas passage or a cylinder of an internal combustion engine. The fuel supply modes of the gas fuel engine mainly include gas passage injection and direct in-cylinder injection.
For a gas-fuelled engine with port injection, the injection pressure needs to be higher than the gas back pressure in the port for the injection duration, typically 0.5Mpa to 1 Mpa. For fuel engines with direct in-cylinder gas injection, the injection pressure needs to be higher than the in-cylinder gas back pressure for the injection duration, typically 2MPa-20 MPa. Therefore, the injection pressure required for the in-cylinder direct injection gaseous fuel engine is much higher than for the port injection gaseous fuel engine.
Along with the operation of vehicle, the gaseous fuel in the gas bomb is consumed gradually, and the pressure in gas bomb exit can reduce gradually, and when gas bomb pressure was less than the required injection pressure of nozzle, gas nozzle flow dropped, will can't satisfy the jet-propelled volume demand of engine normal operating, needs the user to go to the gas station and adds fuel this moment. The higher the injection pressure required by the nozzle, the greater the mass of residual gaseous fuel in the cylinder and the smaller the amount of fuel actually available in the cylinder. For example, in a vehicle using a 35MPa vehicle-mounted gas storage system, if a fuel engine with a gas passage with the injection pressure of 0.5MPa is used for injecting gas, the engine cannot normally operate after the pressure of a gas storage cylinder is reduced to 0.5 MPa; if a fuel engine with the injection pressure of 10MPa and capable of directly injecting gas in a cylinder is used, the engine cannot normally operate after the pressure of a gas storage cylinder is reduced to 10MPa, the gas fuel close to 1/3 in the gas storage cylinder cannot be used, and the utilization rate of the gas fuel in the gas storage cylinder is far lower than that of gas channel injection.
The fuel nozzle of the gas channel injection gas fuel engine is arranged on each cylinder branch pipe of an air inlet manifold or arranged on a cylinder cover and used for injecting fuel into the air inlet manifold of the engine. The advantage of this form is the low nozzle injection pressure, and the disadvantages are mainly: 1. gas injection in the air passage can occupy air inlet volume and affect the air charging efficiency of the engine, and particularly when the density of gas fuel is low, the influence on the air charging efficiency of the engine can greatly reduce the dynamic property of the engine; 2. the risk of abnormal combustion such as flashback is high.
A fuel injector for an in-cylinder direct injection gaseous fuel engine is mounted on a cylinder head for injecting fuel directly into the engine combustion chamber. The advantages of the gas fuel engine with direct injection in the cylinder mainly include: 1. the influence on the charging efficiency can be reduced by using a strategy of closed-valve injection, so that the power per liter and the thermal efficiency of the engine are improved; 2. flashback can be avoided by a closed-valve injection strategy. The fuel injection device has the defects that the injection pressure of the nozzle is high, and the engine cannot normally run after the pressure of the gas storage cylinder is lower than the injection pressure of the nozzle, so that the utilization rate of fuel in the gas storage cylinder is low. The current injection control strategy of direct injection gaseous fuel engines is to use different injection pressures in different operating regions, lower injection pressure in the light load region and higher injection pressure in the heavy load region, and the disadvantages of the solution are: 1. when the pressure of the gas storage cylinder is lower than the highest used injection pressure, part of working points still cannot normally operate; 2. due to the compressible characteristic of the gas fuel, the switching speed and the control precision among different gas pressures under the transient working condition are difficult to ensure, so that the fuel injection quantity under the transient working condition cannot be accurately controlled.
The comparison shows that the performance indexes such as dynamic property, thermal efficiency and the like of the direct injection gas fuel engine in the cylinder are better, but the utilization rate of fuel in the gas storage cylinder is lower, and the endurance mileage of the whole vehicle is influenced; the gas fuel utilization rate of the gas cylinder of the gas-channel fuel injection engine is high, but the power performance and the heat efficiency are low, and abnormal combustion problems such as backfire and the like are easy to generate.
If the fuel economy and the mileage of the whole gas engine automobile are required to be improved, when the arrangement space of the whole automobile is limited and the capacity of the gas storage cylinder cannot be increased, the gas consumption of the engine can be reduced and the utilization rate of fuel in the gas storage cylinder can be improved.
Therefore, a dual injection system of a gas fuel engine and a control method thereof are needed to solve the above technical problems.
Disclosure of Invention
The invention aims to provide a double-injection system of a gas fuel engine and a control method thereof, which have the advantages of two gas supply modes of direct injection in a cylinder and air channel injection, and improve the fuel economy and the endurance mileage of a whole gas fuel engine automobile.
In order to achieve the purpose, the invention adopts the following technical scheme:
in a first aspect, a dual injection system for a gaseous fuel engine is provided, comprising:
an engine;
an in-cylinder direct injection nozzle for injecting a gaseous fuel into a combustion chamber of the engine;
an air passage nozzle for injecting gaseous fuel into the engine intake manifold;
a gas supply line;
a high pressure injection air rail connecting the air supply line and the direct injection nozzle;
a low pressure injection gas rail connecting the gas supply line and the gas passage nozzle;
a gas tank connected to the gas supply line;
the first pressure detection piece is arranged at the outlet of the air storage tank and is used for detecting the pressure at the outlet of the air storage tank;
and the ECU is used for controlling whether the cylinder internal direct injection nozzle and the air passage nozzle are opened or not.
As a preferable technical solution of the dual injection system of the gas fuel engine, the air supply line is electrically connected to the ECU, and the ECU is further configured to control the pressure reduction of the air supply line.
As a preferred technical scheme of the double-injection system of the gaseous fuel engine, the double-injection system further comprises:
and the second pressure detection piece is arranged on the high-pressure injection air rail and is electrically connected with the ECU, and the second pressure detection piece is used for detecting the air pressure in the high-pressure injection air rail.
And the third pressure detection piece is arranged on the low-pressure injection air rail and is electrically connected with the ECU, and the third pressure detection piece is used for detecting the air pressure in the low-pressure injection air rail.
As a preferable mode of the dual injection system of the gas fuel engine, the direct injection in-cylinder injector is attached to a cylinder head of the engine.
As a preferred technical scheme of a double-injection system of a gas fuel engine, the air passage nozzle is arranged on an air passage in an intake manifold or a cylinder cover.
In a second aspect, there is provided a control method of a dual injection system of a gaseous fuel engine, which employs the dual injection system of a gaseous fuel engine as described above, comprising:
according to the air supply pressure, the injection mode of the engine is determined, and the injection mode comprises an in-cylinder direct injection single working mode, an in-cylinder direct injection and air passage injection common working mode and an air passage injection single working mode.
As a preferable mode of the control method of the dual injection system of the gas fuel engine, the cylinder direct injection single operation mode is a mode in which the cylinder direct injection nozzle injects the gas fuel into a combustion chamber of the engine, and the gas passage nozzle is in a closed state;
the in-cylinder direct injection and air passage injection common working mode is that the in-cylinder direct injection nozzle injects gas fuel into a combustion chamber of the engine, and meanwhile, the air passage nozzle injects gas fuel into an engine intake manifold;
the air passage injection single working mode is that the direct injection nozzle is in a closed state, and the air passage nozzle injects gas fuel into the engine intake manifold.
As a preferable technical scheme of the control method of the double-injection system of the gaseous fuel engine, the injection mode of the engine is determined according to the air supply pressure, and the method comprises the following steps:
when the air supply pressure is greater than or equal to a first preset pressure, the injection mode of the engine is a cylinder direct injection single working mode;
when the air supply pressure is greater than or equal to a second preset pressure and smaller than a first preset pressure, the injection mode of the engine is a common working mode of in-cylinder direct injection and channel injection;
when the air supply pressure is lower than the second preset pressure, the injection mode of the engine is an air passage injection single working mode;
wherein the first preset pressure is greater than the second preset pressure.
As a preferable technical scheme of the control method of the double-injection system of the gas fuel engine, when the air supply pressure is smaller than the second preset pressure, the vehicle instrument prompts a user to fill gas fuel.
As a preferable mode of the control method of the dual injection system of the gas fuel engine, the first preset pressure is larger than a target pressure of direct cylinder injection, the target pressure of direct cylinder injection is larger than the second preset pressure, and the second preset pressure is larger than a target pressure of gas passage injection.
The invention has the beneficial effects that:
the dual-injection system combines two gas supply modes of direct injection in the cylinder and channel injection, and the single work of the direct injection in the cylinder is taken as a main injection mode, so that the gas fuel engine achieves higher heat efficiency under most working conditions, and the fuel consumption is lower; and two auxiliary injection modes are set, when the pressure of the gas storage cylinder is lower than the pressure required by direct injection in the cylinder, the gas storage cylinder still can work in the auxiliary injection mode until the pressure of the gas storage cylinder is lower than the pressure required by gas passage injection, and the utilization rate of the fuel of the gas storage cylinder is greatly improved. The gas supply device has the advantages of two gas supply modes of direct injection in the cylinder and air duct injection, and improves the whole vehicle fuel economy and the endurance mileage of the gas fuel engine vehicle.
Drawings
FIG. 1 is a schematic structural diagram of a dual injection system of a gaseous fuel engine provided by the present invention;
fig. 2 is a flowchart of a control method of a dual injection system of a gaseous fuel engine according to the present invention.
In the figure: 1. an engine; 2. high pressure injection air rail; 3. a second pressure detecting member; 4. a direct injection nozzle in the cylinder; 5. a first connecting pipe; 6. an ECU; 7. a gas storage tank; 8. a first pressure detecting member; 9. a gas supply line; 10. a second connecting pipe; 11. an engine intake manifold; 12. an air passage nozzle; 13. low pressure injection gas rail; 14. and a third pressure detecting member.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are used only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements to be referred to must have specific orientations, be constructed in specific orientations, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Example one
As shown in fig. 1, the present embodiment discloses a dual injection system of a gas fuel engine, which includes an engine 1, a direct in-cylinder injection nozzle 4, an air passage nozzle 12, an air supply line 9, a high-pressure injection air rail 2, a low-pressure injection air rail 13, an air tank 7, a first pressure detector 8, and an ECU 6.
The gas storage tank 7 is used for containing gas fuel and has the maximum gas storage pressure of PGas cylinderI.e. the maximum air supply pressure P that the air storage tank 7 can provideGas cylinder. The gas outlet of the gas storage tank 7 is connected to a gas supply pipeline 9, and the gas supply pipeline 9 can reduce and stabilize the pressure of the gas fuel. A first pressure detecting member 8 is provided at the outlet of the gas tank 7 for detecting the pressure P at the outlet of the gas tank 71I.e. the supply air pressure.
The direct in-cylinder injection nozzle 4 is mounted on a cylinder head of the engine 1, and the high-pressure injection air rail 2 is connected to the air supply line 9 and the direct in-cylinder injection nozzle 4, specifically, the high-pressure injection air rail 2 is connected to the air supply line 9 through a first connection pipe 5, and the direct in-cylinder injection nozzle 4 is used to inject gas fuel into a combustion chamber of the engine 1. The gas fuel in the gas supply line 9 is supplied to the direct injection nozzle 4 through the high-pressure injection gas rail 2, and is injected with gas. The air passage nozzle 12 is mounted on an air passage in an intake manifold or a cylinder head. The low-pressure injection gas rail 13 is connected to the gas supply line 9 and the gas passage nozzle 12, and specifically, the low-pressure injection gas rail 13 is connected to the gas supply line 9 through the second connection pipe 9, and the gas passage nozzle 12 is used for injecting gas fuel into the engine intake manifold 11. The gas fuel in the gas supply line 9 is delivered to the gas duct nozzle 12 through the low-pressure injection gas rail 13, and is injected with gas.
The first pressure detector 8, the direct cylinder injection nozzle 4, and the air passage nozzle 12 are electrically connected to the ECU6, and the ECU6 is configured to control whether or not the direct cylinder injection nozzle 4 and the air passage nozzle 12 are open, that is, whether or not the direct cylinder injection nozzle 4 and the air passage nozzle 12 inject gas. The first pressure detecting member 8 detects the air pressure at the air outlet of the air tank 7, i.e., the air supply pressure P of the air tank 71Fed back to the ECU 6. The air supply line 9 is electrically connected with the ECU6, and the ECU6 is used for controlling the pressure reduction of the air supply line 9.
Preferably, the dual injection system of the gaseous fuel engine further includes a second pressure detecting member 3 and a third pressure detecting member 14, wherein the second pressure detecting member 3 is disposed on the high-pressure injection rail 2 and electrically connected to the ECU6, and the second pressure detecting member 3 is used for detecting the gas pressure P in the high-pressure injection rail 22And fed back to the ECU 6. A third pressure detecting member 14 is provided on the low-pressure injection air rail 13 and electrically connected to the ECU6, the third pressure detecting member 14 being for detecting the air pressure P in the low-pressure injection air rail 133And fed back to the ECU 6.
Wherein, the first pressure detection part 8, the second pressure detection part 3 and the third pressure detection part 14 are all pressure sensors.
Example two
As shown in fig. 2, the present embodiment discloses a control method of a dual injection system of a gaseous fuel engine, which is characterized in that the dual injection system of the gaseous fuel engine in the first embodiment is adopted, and the method comprises the following steps:
the injection mode of the engine 1 is determined based on the air supply pressure, and includes a direct-injection-in-cylinder single operation mode, a direct-injection-in-cylinder and port-injection common operation mode, and a port-injection-only operation mode. Specifically, the in-cylinder direct injection single operation mode is that the in-cylinder direct injection nozzle 4 injects the gaseous fuel into the combustion chamber of the engine 1, and the gas passage nozzle 12 is in a closed state; the in-cylinder direct injection and air passage injection work mode is that the in-cylinder direct injection nozzle 4 injects gas fuel into a combustion chamber of the engine 1, and meanwhile, the air passage nozzle 12 injects the gas fuel into an engine intake manifold 11; the port injection single operation mode is a mode in which the direct injection nozzle 4 is closed, and the port nozzle 12 injects gaseous fuel into the engine intake manifold 11.
The injection mode of the engine 1 is determined based on the air supply pressure, comprising the steps of:
when the air supply pressure is greater than or equal to the first preset pressure PmaxWhen the engine 1 is in the cylinder direct injection single working mode, the injection mode is the cylinder direct injection single working mode;
when the air supply pressure is greater than or equal to a second preset pressure PminAnd is less than the first preset pressure PmaxMeanwhile, the injection mode of the engine 1 is a common working mode of in-cylinder direct injection and channel injection;
when the air supply pressure is less than the second preset pressure PminAt the same time, the injection mode of the engine 1 is an air passage injection single working mode, and simultaneously, the vehicle instrument prompts a user to fill gas fuel.
Specifically, the first pressure detecting member 8 detects the pressure P of the air outlet of the air tank 71I.e., the supply air pressure, and feeds back the detected value to the ECU6, and P is judged by the ECU61Whether or not it is greater than or equal to the first preset pressure PmaxIf P is1Is greater than or equal to a first preset pressure PmaxThe ECU6 controls the direct in-cylinder injection nozzle 4 to open to inject the gaseous fuel into the combustion chamber of the engine 1, while closing the gas passage nozzle 12. In the process, the ECU6 controls the air supply pipeline 9 to reduce and stabilize the pressure, so that the air pressure output by the air supply pipeline 9 into the high-pressure injection air rail 2 is the target pressure of direct injection in the cylinder, and the direct injection in the cylinder is realizedNozzle 4 direct injection target pressure P in cylinderDirect injection targetGaseous fuel is injected downward into the combustion chamber of the engine 1. According to the difference of the rotating speed and the torque demand of the engine 1, according to the preset calibrated injection duration delta t1The fuel is injected directly.
If P is1Less than a first predetermined pressure PmaxThen P is determined by ECU61Whether or not it is greater than or equal to a second preset pressure PminIf P is1Greater than a second predetermined pressure PminThe ECU6 controls the in-cylinder direct injection nozzle 4 to open to inject the gaseous fuel into the combustion chamber of the engine 1, and controls the gas passage nozzle 12 to open to inject the gaseous fuel into the engine intake manifold 11. In the process, the ECU6 controls the air supply pipeline 9 to prevent the pressure of the air supply part of the high-pressure injection air rail 2 from being reduced, and the air pressure in the high-pressure injection air rail 2 can be detected by the second pressure detecting element 3, specifically, P2In-cylinder direct injection nozzle 4 at P2Operating under pressure, duration of injection Deltat1Still consistent with the calibration of the operating point. At the same time, the ECU6 controls the gas supply line 9 to depressurize the portion of the low-pressure injection gas rail 13 to lower the pressure in the low-pressure injection gas rail 13 to the gas passage injection target pressure PAirway targetingThe airway nozzle 12 is operated at this injection pressure. At this time, injection duration Δ t of airway nozzle 122The calculation formula of (2) is as follows:
in the above formula, QDirect injection targetDirect injection target pressure P in cylinder for direct injection nozzle 4Direct injection targetLower nozzle flow rate, QDirect injection practicePressure P in the high-pressure injection air rail 2 for the direct injection nozzle 42Flow rate ofAirway targetingInjecting a target pressure P in the airway for airway nozzle 12Airway targetingThe flow rate of the liquid. The above flow rates are all measured in advance by a nozzle characteristic test.
If P is1Less than a second predetermined pressure PminWhen the fuel is discharged, the ECU6 controls the in-cylinder direct injection nozzle 4 to close and controls the air passage to spray fuel simultaneouslyThe nozzle 12 is open to inject gaseous fuel into the engine intake manifold 11. In the process, the ECU6 controls the air supply pipeline 9 to perform pressure reduction and pressure stabilization so that the air pressure output from the air supply pipeline 9 to the low-pressure injection air rail 13 is the air passage injection target pressure PAirway targetingThe air passage nozzle 12 is caused to spray the target pressure P in the cylinder air passageAirway targetingGaseous fuel is injected downwardly into the engine intake manifold 11. The airway nozzle 12 injects a target pressure P in the airwayAirway targetingAnd then operates according to a pre-calibrated injection duration while the ECU6 controls the vehicle's instrument panel to display a cue signal to alert the user to fill with gaseous fuel.
Wherein the first preset pressure PmaxGreater than a second predetermined pressure Pmin. A first preset pressure PmaxIs greater than the target pressure of direct injection in the cylinder, and the target pressure of direct injection in the cylinder is greater than a second preset pressure PminSecond predetermined pressure PminGreater than the airway jet target pressure.
Generally speaking, the maximum storage pressure P of the storage tank 71Gas cylinderGreater than or equal to 20MPa and a first preset pressure Pmax＞PDirect injection targetGreater than a second predetermined pressure Pmin＞PAirway targetingFirst predetermined pressure Pmax≤PGas cylinder-10 MPa. When the whole vehicle adopts a 35MPa or 70MPa gas storage system, namely PGas cylinderAt 35MPa or 70MPa, a first preset pressure PmaxThe recommended value range is that the value is less than or equal to 3MPa and less than or equal to a first preset pressure Pmax≤20MPa，PDirect injection targetRecommended value of 2MPa or less PAirway targetingNot more than first preset pressure Pmax-1 MPa; second preset pressure PminThe recommended values are:
Pairway targetingA second preset pressure P less than or equal to +0.5MPamin≤PDirect injection targetX 50%, recommended airway spray target pressure P for airway nozzle 12Airway targetingComprises the following steps: p is more than or equal to 0.4Airway targeting≤1MPa。
The initial pressure of the gaseous fuel in the gas tank 7 of the vehicle is PGas cylinderThe vehicle initially operates in an in-cylinder direct injection independent operating mode; as the vehicle runs, the gas fuel in the gas storage tank 7 is gradually consumedThe pressure of the gas cylinder will gradually decrease, and the outlet pressure of the gas storage tank 7 will also gradually decrease to the first preset pressure PmaxThen, the vehicle runs according to a common working mode of in-cylinder direct injection and channel injection; the vehicle continues to run, and the outlet pressure of the air storage tank 7 is reduced to a second preset pressure PminThereafter, the vehicle is operated in the airway jet individual operating mode. The single working mode of direct injection in the cylinder is a main injection mode, the common working mode of direct injection in the cylinder and air passage injection and the single working mode of air passage injection are auxiliary injection modes.
The dual-injection system combines two gas supply modes of direct injection in the cylinder and channel injection, and the single work of the direct injection in the cylinder is taken as a main injection mode, so that the gas fuel engine achieves higher heat efficiency under most working conditions, and the fuel consumption is lower; and two auxiliary injection modes are set, when the pressure of the gas storage cylinder is lower than the pressure required by direct injection in the cylinder, the gas storage cylinder still can work in the auxiliary injection mode until the pressure of the gas storage cylinder is lower than the pressure required by gas passage injection, and the utilization rate of the fuel of the gas storage cylinder is greatly improved. The gas supply device has the advantages of two gas supply modes of direct injection in the cylinder and air duct injection, and improves the whole vehicle fuel economy and the endurance mileage of the gas fuel engine vehicle.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (8)
1. A control method of a dual injection system of a gaseous fuel engine, characterized in that the dual injection system of the gaseous fuel engine comprises:
an engine (1);
an in-cylinder direct injection nozzle (4) for injecting a gaseous fuel into a combustion chamber of the engine (1);
a gas passage nozzle (12) for injecting gaseous fuel into an engine intake manifold (11);
a gas supply line (9);
a high-pressure injection air rail (2) connecting the air supply line (9) and the direct injection nozzle (4);
a low pressure injection gas rail (13) connecting the gas supply line (9) and the gas duct nozzle (12);
a gas tank (7) connected to the gas supply line (9);
a first pressure detection member (8) provided at an outlet of the gas tank (7) for detecting a pressure at the outlet of the gas tank (7);
an ECU (6), wherein the first pressure detector (8), the direct injection nozzle (4) and the air passage nozzle (12) are all electrically connected with the ECU (6), and the ECU (6) is used for controlling whether the direct injection nozzle (4) and the air passage nozzle (12) are opened or not;
the control method comprises the following steps:
determining an injection mode of the engine (1) according to the air supply pressure, wherein the injection mode comprises an in-cylinder direct injection single working mode, an in-cylinder direct injection and air passage injection common working mode and an air passage injection single working mode;
-determining an injection pattern of the engine (1) from the air supply pressure, comprising the steps of:
when the air supply pressure is greater than or equal to a first preset pressure, the injection mode of the engine (1) is an in-cylinder direct injection single working mode;
when the air supply pressure is greater than or equal to a second preset pressure and smaller than a first preset pressure, the injection mode of the engine (1) is a common working mode of in-cylinder direct injection and channel injection;
when the air supply pressure is smaller than the second preset pressure, the injection mode of the engine (1) is an air passage injection single working mode;
wherein the first preset pressure is greater than the second preset pressure.
2. The control method of the dual injection system of a gas-fueled engine according to claim 1, characterized in that the cylinder direct injection single operation mode is a mode in which the cylinder direct injection nozzle (4) injects gas fuel into a combustion chamber of the engine (1), the gas passage nozzle (12) being in a closed state;
the in-cylinder direct injection and air passage injection common working mode is that the in-cylinder direct injection nozzle (4) injects gas fuel into a combustion chamber of the engine (1), and simultaneously the air passage nozzle (12) injects the gas fuel into the engine intake manifold (11);
the gas passage injection single working mode is that the direct injection nozzle (4) is in a closed state, and the gas passage nozzle (12) injects gas fuel into the engine intake manifold (11).
3. A control method of a dual injection system of a gaseous fuelled engine as claimed in claim 1 wherein a vehicle gauge prompts a user to refuel when the supply air pressure is less than the second preset pressure.
4. The control method of a dual injection system of a gas fuel engine as set forth in claim 1, wherein said first preset pressure is greater than a target pressure of direct cylinder injection, said target pressure of direct cylinder injection being greater than said second preset pressure, said second preset pressure being greater than a target pressure of port injection.
5. The control method of a dual injection system of a gas-fueled engine according to claim 1, wherein the gas supply line (9) is electrically connected to the ECU (6), the ECU (6) being further configured to control the gas supply line (9) to depressurize.
6. The control method of a dual injection system of a gaseous fuel engine according to claim 1, further comprising:
a second pressure detection member (3) disposed on the high-pressure injection air rail (2) and electrically connected to the ECU (6), the second pressure detection member (3) being configured to detect air pressure in the high-pressure injection air rail (2);
a third pressure detecting member (14) provided on the low-pressure injection air rail (13) and electrically connected to the ECU (6), the third pressure detecting member (14) being for detecting air pressure in the low-pressure injection air rail (13).
7. The control method of a dual injection system of a gas-fueled engine according to claim 1, characterized in that the in-cylinder direct injection nozzle (4) is mounted on a cylinder head of the engine (1).
8. The control method of a dual injection system of a gaseous fuel engine according to claim 1, characterized in that the port nozzle (12) is mounted on a port in an intake manifold or a cylinder head.
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| CN202110018278.1A CN112814808B (en) | 2021-01-07 | 2021-01-07 | Double-injection system of gas fuel engine and control method thereof |
| PCT/CN2022/070694 WO2022148425A1 (en) | 2021-01-07 | 2022-01-07 | Dual-injection system of gaseous fuel engine and control method therefor |
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| CN202110018278.1A CN112814808B (en) | 2021-01-07 | 2021-01-07 | Double-injection system of gas fuel engine and control method thereof |
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| CN112814808B (en) * | 2021-01-07 | 2021-12-28 | 中国第一汽车股份有限公司 | Double-injection system of gas fuel engine and control method thereof |
| CN115234406B (en) * | 2022-06-30 | 2024-05-17 | 中国第一汽车股份有限公司 | Engine double-injection system, vehicle and hydrogen supply control method |
| DE102022130125A1 (en) * | 2022-11-15 | 2024-05-16 | Liebherr-Components Deggendorf Gmbh | Device for introducing a fuel into a gas engine |
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