CN110821639A - Multi-mode engine with high-energy ignition fuel and control method thereof - Google Patents
Multi-mode engine with high-energy ignition fuel and control method thereof Download PDFInfo
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- CN110821639A CN110821639A CN201810887782.3A CN201810887782A CN110821639A CN 110821639 A CN110821639 A CN 110821639A CN 201810887782 A CN201810887782 A CN 201810887782A CN 110821639 A CN110821639 A CN 110821639A
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- 229910052739 hydrogen Inorganic materials 0.000 description 5
- 239000001257 hydrogen Substances 0.000 description 5
- LCGLNKUTAGEVQW-UHFFFAOYSA-N Dimethyl ether Chemical compound COC LCGLNKUTAGEVQW-UHFFFAOYSA-N 0.000 description 4
- 230000002708 enhancing effect Effects 0.000 description 4
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Classifications
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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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
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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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
-
- 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
- F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
- F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
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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
- F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
- F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
- F02B69/04—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
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- 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
-
- 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
- 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
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
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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
-
- 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
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention provides a multi-mode engine with high-energy ignition fuel and a control method thereof, belonging to the field of engines. The high-energy ignition combustion engine comprises a combustion chamber, an air inlet system, an exhaust system, a fuel supply system, a high-energy ignition fuel supply system, a high-pressure fuel nozzle, a low-pressure fuel nozzle, a high-energy ignition fuel nozzle and an electric control system. Under starting and low working conditions, fuel is injected at high pressure, and layered rapid combustion is realized; under the medium working condition, fuel is injected at low pressure to realize homogeneous premixing lean combustion; under high working conditions, fuel is injected at low pressure and fuel is injected at high pressure, and premixing and diffusion synergistic combustion are realized. The function of the characteristic of the high-energy ignition fuel and the control method of the working conditions are fully utilized, the ignition energy and the ignition stability are greatly enhanced, and the efficient and clean combustion of the engine in the full working condition range is realized.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a multi-mode engine with high-energy ignition fuel and a control method thereof.
Background
The energy conservation and emission reduction of the engine become global problems. The hydrogen has the advantages of small ignition energy, high flame propagation speed, small flameout gap, wide ignition limit and the like, so the hydrogen-doped combustion technology of the engine can improve the lean burn limit of the engine, shorten the ignition delay and the combustion duration, promote the complete combustion of the main fuel and improve the thermal efficiency. The high-energy ignition fuel (the main components are hydrogen and carbon oxide) is prepared by utilizing the heat of the tail gas of the engine, so that the performance of the engine is improved while the problems of hydrogen production, storage and the like are solved. The above-mentioned fuels for enhancing ignition energy and ignition stability, such as hydrogen and high-energy ignition fuel, are collectively referred to as high-energy ignition fuel.
At present, the high-energy ignition fuel engine mostly adopts a mode that high-energy ignition fuel is injected by an air inlet channel and a spark plug ignites, so that the further improvement of the ignition effect of the engine is limited, and further the further improvement of the performance of the engine is limited. Therefore, there is a need to provide a new structure to solve the above-mentioned deficiencies in the prior art.
Disclosure of Invention
According to the technical problems that the ignition effect and the engine performance of the high-energy ignition fuel engine need to be further improved, the invention provides a multi-mode engine with high-energy ignition fuel and a control method thereof. The invention is provided with a high-pressure fuel nozzle, a low-pressure fuel nozzle, a high-energy ignition fuel nozzle and an ignition device, fully utilizes the characteristics of high-energy ignition fuel, and utilizes the supply of fuel according to requirements, different settings of each nozzle and different injection conditions, thereby realizing that: enhancing ignition energy and ignition stability; the efficient clean combustion of the engine within the full working condition range is realized; the energy utilization rate of the engine is improved.
The technical scheme adopted by the invention is as follows: a multi-mode engine with high-energy ignition fuel comprises a combustion chamber, an air inlet system, an exhaust system, an ignition device arranged on the combustion chamber, an electric control system, a fuel supply system and a high-energy ignition fuel supply system. The fuel supply module supplies fuel into the combustion chamber through fuel nozzles, which include at least one low-pressure fuel nozzle disposed on the intake system, and/or on the cylinder liner, and/or on the cylinder head, and at least one high-pressure fuel nozzle disposed on the cylinder head. The low pressure fuel nozzle supplies only gaseous fuel and/or liquid fuel that is susceptible to atomization. The high pressure fuel nozzle supplies gaseous fuel and/or liquid fuel that is easily atomized and/or liquid fuel that is not easily atomized. The high-energy ignition fuel supply system supplies high-energy ignition fuel to the combustion chamber through a high-energy ignition fuel nozzle, and the high-energy ignition fuel nozzle comprises at least one low-pressure high-energy ignition fuel nozzle arranged on the air intake system and/or the cylinder sleeve and/or the cylinder cover and/or at least one high-pressure high-energy ignition fuel nozzle arranged on the cylinder cover.
Further, a reformed gas production device is provided in the exhaust system. The fuel supply system and the high-energy ignition fuel supply system are respectively communicated with the reformed gas preparation device, the fuel supply module supplies reformed fuel to the reformed gas preparation device through a pipeline, and the reformed fuel reacts in the reformed gas preparation device to generate reformed gas and then enters the high-energy ignition fuel supply system through the pipeline.
Further, when a plurality of low-pressure fuel injectors and/or a plurality of high-pressure fuel injectors are provided, the operating state of each fuel injector is determined according to a preset condition, the fuel injector determined to be in the non-operating state does not inject fuel, and the fuel injector determined to be in the operating state injects the same or different fuel at the same time or at different times. When a plurality of low-pressure high-energy ignition fuel nozzles and/or a plurality of high-pressure high-energy ignition fuel nozzles are arranged, the working state of each high-energy ignition fuel nozzle is determined according to the preset working condition, the high-energy ignition fuel nozzle determined to be in the non-working state does not inject high-energy ignition fuel, and the high-energy ignition fuel nozzle determined to be in the working state simultaneously or non-simultaneously injects the same or different high-energy ignition fuel.
Furthermore, the combustion chamber is insulated and/or sprayed with an insulating coating.
Further, an EGR system and/or a variable valve system and/or a variable geometric compression ratio system are/is added.
Further, the ignition device is a spark plug or a plasma torch.
Further, when the electronic control system judges that the engine is in starting or low-working-condition operation, the fuel supply module supplies fuel to the combustion chamber through the high-pressure fuel nozzle, the low-pressure fuel nozzle does not work, and the high-energy ignition fuel supply system supplies high-energy ignition fuel to the combustion chamber through the high-energy ignition fuel nozzle. When the electronic control system judges that the engine is in the operation under the medium working condition, the high-pressure fuel nozzle does not work, the fuel supply module supplies fuel to the combustion chamber through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system supplies high-energy ignition fuel to the combustion chamber through the high-energy ignition fuel nozzle. When the electronic control system judges that the engine is in high-working-condition operation, the fuel supply module supplies fuel to the combustion chamber through the high-pressure fuel nozzle, the fuel supply module supplies fuel to the combustion chamber through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system supplies high-energy ignition fuel to the combustion chamber through the high-energy ignition fuel nozzle.
Further, the high-energy ignition fuel supply system decreases the amount of high-energy ignition fuel when the electronic control system determines that the engine load is increasing. And when the electronic control system judges that the load of the engine is reduced, the high-energy ignition fuel supply system increases the high-energy ignition fuel quantity.
Further, when the electronic control system judges that the engine operates in a medium-high working condition and the load of the engine is increased, the EGR system increases the EGR rate. And when the electronic control system judges that the engine operates in a medium-high working condition and the load of the engine is reduced, the EGR rate is reduced by the EGR system.
Further, the electronic control system judges that the engine is in starting or low working condition operation, and the high-energy ignition fuel supply system supplies high-energy ignition fuel to the combustion chamber through the high-pressure high-energy ignition fuel nozzle.
Compared with the prior art, the invention has the beneficial effects that:
1) through setting up high energy ignition fuel nozzle and ignition, supply high energy ignition fuel in to the combustion chamber, make full use of high energy ignition fuel characteristic, greatly strengthened ignition energy and ignition stability, realize high-efficient clean burning.
2) When the high-energy ignition fuel is adopted as the high-energy ignition fuel, the reformed gas can be obtained by utilizing the exhaust heat of the engine, so that the energy utilization rate of the engine is improved.
3) Under starting and low working conditions, fuel is injected at high pressure, layered rapid combustion is realized, and starting and low working condition performance is improved; under the medium working condition, fuel is injected at low pressure to realize homogeneous premixing lean combustion; under high working conditions, fuel is injected at low pressure and fuel is injected at high pressure, and premixing and diffusion synergistic combustion are realized. The load is increased, and the high-energy ignition fuel quantity is reduced; the load is reduced and the amount of high energy ignition fuel is increased. Excessive high-energy ignition fuel causes engine knock at higher loads while enhancing ignition energy and ignition stability. When the EGR system is arranged, under the medium and high load, the load is increased, and the EGR rate is increased; the load is reduced, and the EGR rate is reduced. By controlling the EGR rate, engine knock is prevented. For the arrangement of a variable valve system, a variable geometric compression ratio system, and the like, the engine performance is further improved by adjusting the valve operating condition, the geometric compression ratio, and the like. Through the measures, the efficient clean combustion of the engine in the full working condition range is realized.
For the above reasons, the present invention can be widely applied to the field of two-stroke or four-stroke engines.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic view of a multi-mode engine of the present invention.
In the figure: 1. a combustion chamber; 2. an air intake system; 3. an exhaust system; 4. a reformed gas production unit; 5T, a fuel supply system; 5L1, a first low pressure fuel nozzle; 5L2, a second low pressure fuel nozzle; 5H, high pressure fuel nozzle; a 6T, high energy ignition fuel supply system; 6L1, first low pressure high energy ignition fuel nozzle; 6L2, second low pressure high energy ignition fuel nozzle; 6H, high pressure high energy ignition fuel nozzle; 8. an ignition device; 9. an EGR system.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
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 only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. 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 is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. Any specific values in all examples shown and discussed herein are to be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values. 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, further discussion thereof is not required in subsequent figures.
In the description of the present invention, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the absence of any contrary indication, these directional terms are not intended to indicate and imply that the device or element so referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be considered as limiting the scope of the present invention: the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of the present invention should not be construed as being limited.
As shown in fig. 1, the multi-mode engine with high-energy ignition fuel comprises a combustion chamber 1, an air intake system 2, an exhaust system 3, an ignition device 8 arranged on the combustion chamber 1, an electric control system, a fuel supply system 5T and a high-energy ignition fuel supply system 6T. The fuel supply module 5T supplies fuel, such as hydrocarbons, alcohols, ethers, and/or a mixture of these fuels, to the combustion chamber 1 through a fuel nozzle. The fuel injection nozzles comprise at least one low-pressure fuel injection nozzle arranged on the intake system, and/or on the cylinder liner, and/or on the cylinder head, and at least one high-pressure fuel injection nozzle 5H arranged on the cylinder head. The low pressure fuel nozzle supplies only gaseous fuel and/or liquid fuel that is susceptible to atomization. The high-pressure fuel nozzle 5H supplies a gaseous fuel and/or a liquid fuel that is easily atomized, and/or a liquid fuel that is not easily atomized such as heavy oil or the like. For a four-stroke engine, for example, the first low-pressure fuel injection nozzle 5L1 may be provided on the intake system. As for the two-stroke engine, a second low-pressure fuel injection nozzle 5L2 may be provided on the cylinder liner. For example, in the case of a two-stroke engine or a four-stroke engine, the cylinder head may be provided with a high-pressure fuel nozzle 5H, and a low-pressure fuel nozzle may be additionally provided. For another example, for a small bore engine, a high pressure fuel injector 5H may be provided on the cylinder head; for a large bore engine, two or more high pressure fuel injection nozzles 5H may be provided on the cylinder head. In addition, when a plurality of fuel nozzles are arranged, the working state of each fuel nozzle is determined according to the preset working condition, the fuel nozzle determined to be in the non-working state does not inject fuel, and the fuel nozzle determined to be in the working state simultaneously or non-simultaneously injects the same or different fuels, such as methanol + natural gas, dimethyl ether + methanol and the like.
The high-energy ignition fuel supply system 6T supplies high-energy ignition fuel to the combustion chamber 1 through high-energy ignition fuel nozzles comprising at least one low-pressure high-energy ignition fuel nozzle provided on the intake system, and/or on the cylinder liner, and/or on the cylinder head, and/or at least one high-pressure high-energy ignition fuel nozzle 6H provided on the cylinder head. For a four-stroke engine, for example, a first low pressure high energy ignition fuel injector 6L1 may be provided on the intake system. For example, for a two-stroke engine, a second low pressure high energy ignition fuel injector 6L2 may be provided on the cylinder liner. For example, for a two-stroke engine or a four-stroke engine, a low pressure high energy ignition fuel injector and/or a high pressure high energy ignition fuel injector 6H may be provided on the cylinder head. For another example, for a small bore engine, a high pressure high energy ignition fuel injector 6H may be provided on the cylinder head; for large bore engines, two or more high pressure high energy ignition fuel injectors 6H may be provided on the cylinder head. In addition, when a plurality of low-pressure high-energy ignition fuel nozzles and/or a plurality of high-pressure high-energy ignition fuel nozzles 6H are provided, the operating state of each high-energy ignition fuel nozzle is determined according to a preset operating condition, the high-energy ignition fuel nozzle determined to be in the non-operating state does not inject the high-energy ignition fuel, and the high-energy ignition fuel nozzles determined to be in the operating state simultaneously or non-simultaneously inject the same or different high-energy ignition fuels, such as hydrogen gas + reformed gas and the like.
Through setting up high energy ignition fuel nozzle and ignition, supply high energy ignition fuel in to the combustion chamber, make full use of high energy ignition fuel characteristic, greatly strengthened ignition energy and ignition stability, realize high-efficient clean burning. The ignition device 8 is a spark plug or a plasma nozzle.
The combustion chamber is insulated and/or sprayed with an insulating coating. For example, the bottom of the cylinder cover, the bottom of the air valve, the top surface of the piston, a fire bank, the upper part of the cylinder sleeve which can not be contacted by a piston ring and the like are sprayed with heat insulation coatings, and for example, the top of the piston is selected by ceramic materials and the like, so that the heat transfer loss of working media in the cylinder is reduced, and the performance of the engine is further improved.
A reformed gas production apparatus 4 is also provided in the exhaust system 3. The fuel supply system 5T and the high-energy ignition fuel supply system 6T are respectively communicated with the reformed gas production apparatus 4, and the fuel supply module 5T supplies reformed fuel, such as methanol, natural gas, dimethyl ether, etc., to the reformed gas production apparatus 4 through a pipe. The reformed fuel is reacted in the reformed-gas production apparatus 4 to produce a reformed gas, and then introduced into the high-energy ignition fuel supply system 6T through a pipe. By arranging the reformed gas preparation device 4, the reformed gas can be obtained by utilizing the exhaust heat of the engine, the energy utilization rate of the engine is improved, and the problems of sources and storage of high-energy ignition fuels such as hydrogen and the like are solved. Note that, when the reformed-gas production apparatus 4 is provided, the fuel supply module 5T needs to supply at least one reformed fuel. For a single fuel engine, the reformed fuel is required to be reacted in the reformed gas production apparatus 4 to produce the reformed gas, which is then introduced into the high-energy ignition fuel supply system 6T through the pipe, and the reformed fuel is also introduced into the combustion chamber 1 through the fuel nozzle to perform combustion work. As another example, for a multi-fuel engine, the reformed fuel may not participate in combustion, and the fuel supply module 5T provides another fuel or fuels through the fuel nozzles into the combustion chamber 1 for combustion work. Or for a multi-fuel engine, the reformed fuel may participate in the combustion and the fuel supply module 5T also provides another fuel or fuels through the fuel nozzles into the combustion chamber 1 for combustion work.
The engine related to the invention can also be additionally provided with an EGR system 9 and/or a variable valve system and/or a variable geometric compression ratio system.
The engine of the invention adopts different control methods under different working conditions:
1) when the electronic control system judges that the engine is started or runs under a low working condition, the fuel supply module 5T supplies fuel to the combustion chamber 1 through the high-pressure fuel nozzle 5H, the low-pressure fuel nozzle does not work, and the high-energy ignition fuel supply system 6T supplies high-energy ignition fuel to the combustion chamber 1 through the high-energy ignition fuel nozzle, so that layered rapid combustion is realized, and the starting and low working condition performance is improved.
2) When the electronic control system judges that the engine is in the operation under the medium working condition, the high-pressure fuel nozzle 5H does not work, the fuel supply module 5T supplies fuel to the combustion chamber 1 through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system 6T supplies high-energy ignition fuel to the combustion chamber 1 through the high-energy ignition fuel nozzle, so that the homogeneous premixing lean combustion is realized.
3) When the electronic control system judges that the engine is in high-working-condition operation, the fuel supply module 5T supplies fuel to the combustion chamber 1 through the high-pressure fuel nozzle 5H, the fuel supply module 5T supplies fuel to the combustion chamber 1 through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system 6T supplies high-energy ignition fuel to the combustion chamber 1 through the high-energy ignition fuel nozzle, so that premixed and diffusion collaborative combustion is realized.
When the electronic control system judges that the load of the engine is increased, the high-energy ignition fuel supply system reduces the high-energy ignition fuel quantity; and when the electronic control system judges that the load of the engine is reduced, the high-energy ignition fuel supply system increases the high-energy ignition fuel quantity. Excessive high-energy ignition fuel causes engine knock at higher loads while enhancing ignition energy and ignition stability. In addition, for the engine with the high-pressure high-energy ignition fuel nozzle 6H, when the electronic control system judges that the engine is started or runs under a low working condition, the high-energy ignition fuel supply system 6T supplies high-energy ignition fuel to the combustion chamber 1 through the high-pressure high-energy ignition fuel nozzle 6H, layered rapid combustion is achieved, and starting and low working condition performance are further improved.
For the additional EGR system 9, the electronic control system controls the EGR system 9 according to the change of the working condition of the engine. For example, the EGR system 9 increases the amount of EGR when the electronic control system determines that the engine is in a medium high condition and the engine load is increasing. The EGR system 9 reduces the amount of EGR when the electronic control system determines that the engine is in a medium high condition and the engine load is reduced. By controlling the EGR rate, engine knock is prevented.
And for the additionally arranged variable valve system, the electric control system controls the variable valve system according to the change of the working condition of the engine. For example, the intake valve closing timing is changed, and the effective compression ratio is adjusted; changing modes such as intake and exhaust overlapping period, realizing internal EGR, and changing residual exhaust gas amount in the cylinder; the opening timing of the exhaust valve is adjusted, the optimal power output is obtained, the air exchange performance of the engine is optimized in the full working condition range, and the power performance, the economical efficiency and the emission performance of the engine are improved.
When the variable geometric compression ratio system is additionally arranged, the electronic control system controls the variable geometric compression ratio system according to the change of the working condition of the engine. For example, when the electronic control system judges that the engine load is increased, the variable geometric compression ratio system reduces the geometric compression ratio of the engine; when the electronic control system judges that the load of the engine is reduced, the variable geometric compression ratio system increases the geometric compression ratio of the engine, so that the thermal efficiency of the engine is improved while the engine is prevented from knocking, and the problems of difficult starting of the engine and the like are solved.
Through the measures, the efficient clean combustion of the engine in the full working condition range is realized.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A multi-mode engine with high-energy ignition fuel comprises a combustion chamber (1), an air inlet system (2), an exhaust system (3), an ignition device (8) arranged on the combustion chamber (1), and an electric control system, and is characterized in that: the ignition system also comprises a fuel supply system (5T) and a high-energy ignition fuel supply system (6T);
the fuel supply module (5T) supplies fuel into the combustion chamber (1) by means of fuel nozzles, which comprise at least one low-pressure fuel nozzle arranged on the intake system and/or on the cylinder liner and/or on the cylinder head, and at least one high-pressure fuel nozzle (5H) arranged on the cylinder head; the low pressure fuel nozzle supplies only gaseous fuel and/or easily atomized liquid fuel; the high-pressure fuel nozzle (5H) supplies gaseous fuel and/or liquid fuel that is easily atomized and/or liquid fuel that is not easily atomized;
the high-energy ignition fuel supply system (6T) supplies high-energy ignition fuel to the combustion chamber (1) through high-energy ignition fuel nozzles comprising at least one low-pressure high-energy ignition fuel nozzle provided on the intake system, and/or on the cylinder liner, and/or on the cylinder head, and/or at least one high-pressure high-energy ignition fuel nozzle (6H) provided on the cylinder head.
2. The multi-mode engine with high energy ignition fuel of claim 1, characterized by: a reformed gas preparation device (4) is also arranged on the exhaust system (3); the fuel supply system (5T) and the high-energy ignition fuel supply system (6T) are respectively communicated with the reformed gas preparation device (4), the fuel supply module (5T) supplies reformed fuel to the reformed gas preparation device (4) through a pipeline, and the reformed fuel reacts in the reformed gas preparation device (4) to generate reformed gas and then enters the high-energy ignition fuel supply system (6T) through the pipeline.
3. The multi-mode engine with high energy ignition fuel of claim 1, characterized by: when a plurality of low-pressure fuel nozzles and/or a plurality of high-pressure fuel nozzles (5H) are provided, determining the working state of each fuel nozzle according to a preset working condition, determining that the fuel nozzles in the non-working state do not inject fuel, and determining that the fuel nozzles in the working state inject the same or different fuels at the same time or at different times;
when a plurality of low-pressure high-energy ignition fuel nozzles and/or a plurality of high-pressure high-energy ignition fuel nozzles (6H) are arranged, the working state of each high-energy ignition fuel nozzle is determined according to preset working conditions, the high-energy ignition fuel nozzle which is determined to be in the non-working state does not inject high-energy ignition fuel, and the high-energy ignition fuel nozzle which is determined to be in the working state simultaneously or non-simultaneously injects the same or different high-energy ignition fuel.
4. The multi-mode engine with high energy ignition fuel of claim 1, characterized by: the combustion chamber (1) is made of heat-insulating materials and/or sprayed with heat-insulating coatings.
5. The multi-mode engine with high energy ignition fuel of claim 1, characterized by: an EGR system (9) and/or a variable valve system and/or a variable geometry compression ratio system are also added.
6. The multi-mode engine with high energy ignition fuel of claim 1, characterized by: the ignition device (8) is a spark plug or a plasma nozzle.
7. A method of controlling a multi-mode engine with high energy ignition fuel as claimed in any one of claims 1 to 6, characterized by: when the electronic control system judges that the engine is started or operated under a low working condition, the fuel supply module (5T) supplies fuel to the combustion chamber (1) through the high-pressure fuel nozzle (5H), the low-pressure fuel nozzle does not work, and the high-energy ignition fuel supply system (6T) supplies high-energy ignition fuel to the combustion chamber (1) through the high-energy ignition fuel nozzle;
when the electronic control system judges that the engine is in the medium working condition operation, the high-pressure fuel nozzle (5H) does not work, the fuel supply module (5T) supplies fuel to the combustion chamber (1) through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system (6T) supplies high-energy ignition fuel to the combustion chamber (1) through the high-energy ignition fuel nozzle;
when the electronic control system judges that the engine is in high-working-condition operation, the fuel supply module (5T) supplies fuel to the combustion chamber (1) through the high-pressure fuel nozzle (5H), the fuel supply module (5T) supplies fuel to the combustion chamber (1) through the low-pressure fuel nozzle, and the high-energy ignition fuel supply system (6T) supplies high-energy ignition fuel to the combustion chamber (1) through the high-energy ignition fuel nozzle.
8. A method of controlling a multi-mode engine with high energy ignition fuel as claimed in claim 7, characterized by: when the electronic control system judges that the engine load is increased, the high-energy ignition fuel supply system (6T) reduces the amount of high-energy ignition fuel; and when the electronic control system judges that the engine load is reduced, the high-energy ignition fuel supply system (6T) increases the high-energy ignition fuel quantity.
9. A method of controlling a multi-mode engine with high energy ignition fuel as claimed in claim 8, wherein: when the electronic control system judges that the engine runs in a medium-high working condition and the load of the engine is increased, the EGR system (9) increases the EGR rate; and when the electronic control system judges that the engine operates in a medium-high working condition and the load of the engine is reduced, the EGR system (9) reduces the EGR rate.
10. A method of controlling a multi-mode engine with high energy ignition fuel as claimed in claim 9, wherein: and the electronic control system judges that the engine is started or runs under a low working condition, and the high-energy ignition fuel supply system (6T) supplies high-energy ignition fuel to the combustion chamber (1) through the high-pressure high-energy ignition fuel nozzle (6H).
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