CN111779584B - Fuel combustion system and engine combustion control method - Google Patents
Fuel combustion system and engine combustion control method Download PDFInfo
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- CN111779584B CN111779584B CN201910267844.5A CN201910267844A CN111779584B CN 111779584 B CN111779584 B CN 111779584B CN 201910267844 A CN201910267844 A CN 201910267844A CN 111779584 B CN111779584 B CN 111779584B
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
- F01N3/0885—Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F01N9/00—Electrical control of exhaust gas treating apparatus
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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
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- 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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- Combustion & Propulsion (AREA)
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- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
In order to solve the problems that the working mode needs to be frequently switched, the control difficulty is high and the overall economy and stability of the operation of an engine are influenced in the conventional LNT waste gas treatment, the invention provides a fuel combustion system, which comprises a lean combustion cylinder, a Miller cycle combustion cylinder, a first air inlet channel, a second air inlet channel, a first exhaust channel, a second exhaust channel, a channel switching device and a bipolar LNT catalyst, wherein the lean combustion cylinder is connected with the Miller cycle combustion cylinder; the bipolar LNT catalyst comprises an LNT-A pole and an LNT-B pole; the flow channel switching device is used for switching the first mut mutexhaust flow channel to flow into the LNT-A pole or the LNT-B pole and switching the second mut mutexhaust flow channel to flow into the LNT-A pole or the LNT-B pole. Meanwhile, the invention also discloses an engine combustion control method. The fuel combustion system provided by the invention realizes two high-efficiency combustion modes of a lean combustion mode and a Miller cycle combustion mode in the same system, and avoids the process of frequent rich-lean switching in the lean combustion operation process of an engine.
Description
Technical Field
The invention belongs to the technical field of engine systems, and particularly relates to a fuel combustion system and an engine combustion control method.
Background
In order to meet the aftertreatment requirement of the three-way catalyst, the traditional gasoline engine needs to operate in an equivalent air-fuel ratio mode with Lam bda being 1, and due to the physical and chemical properties of a charging working medium, the adiabatic index is relatively low, and the improvement of the thermal efficiency is limited.
The existing lean combustion mode can utilize surplus air to reduce the overall adiabatic index level of a charge working medium in a cylinder, but the oxygen content in a product after combustion is high, and the reduction rate of nitrogen oxide is inhibited due to the existence of excessive oxygen when the product passes through a three-way catalytic converter, so that the emission of the nitrogen oxide exceeds the standard after the lean combustion process is matched with the three-way catalytic converter. The lean-burn nitrogen oxide trap (LNT) can be used for realizing the rapid adsorption of nitrogen oxide in a lean-burn combustion mode, but the LNT is required to be supplied with reducing gas after saturation to ensure the desorption process of a catalyst, the LNT is required to be intermittently switched into a rich-burn state by controlling the oil injection process in the running process of an engine to generate more emissions such as CO, HC and the like for the regeneration of the LNT and the desorption process of the nitrogen oxide, the adsorption and desorption process of the nitrogen oxide by the LNT is ensured, the fuel consumption improvement of the engine caused by the lean-burn process can be partially offset, and the potential of lean combustion in the whole fuel consumption of the engine cannot be fully exerted; in the existing LNT application scheme, the working mode of the engine needs to be frequently switched, the control difficulty is high, and meanwhile, the switching of the working mode can also affect the overall economy and stability of the operation of the engine to a certain extent, and the unavoidable power output pause and pause phenomenon is generated.
Disclosure of Invention
The invention provides a fuel combustion system and an engine combustion control method, aiming at the problems that the working mode needs to be frequently switched, the control difficulty is high and the overall economy and stability of the engine operation are influenced in the conventional LNT exhaust gas treatment.
The technical scheme adopted by the invention for solving the technical problems is as follows:
in one aspect, the present disclosure provides a fuel combustion system including a lean burn cylinder, a miller cycle combustion cylinder, a first intake runner, a second intake runner, a first exhaust runner, a second exhaust runner, a runner switching device, and a bipolar LNT catalyst;
the first intake runner is connected with an intake port of the lean-burn cylinder, and the first exhaust runner is connected with an exhaust port of the lean-burn cylinder;
the second air inlet flow passage is connected with an air inlet of the Miller circulation combustion cylinder, and the second exhaust flow passage is connected with an exhaust outlet of the Miller circulation combustion cylinder;
the bipolar LNT catalyst comprises an LNT-A pole and an LNT-B pole;
the flow channel switching device is used for switching the first mut mutexhaust flow channel to flow into the LNT-A pole or the LNT-B pole and switching the second mut mutexhaust flow channel to flow into the LNT-A pole or the LNT-B pole.
According to the fuel combustion system provided by the invention, the lean combustion cylinder for operating in a lean combustion mode and the Miller cycle combustion cylinder for operating in a Miller cycle combustion mode are arranged, wherein the lean combustion cylinder generates high-concentration oxidizing oxynitride, and the Miller cycle combustion cylinder generates high-concentration reducing waste gas.
Optionally, the fuel combustion system further comprises a recirculated exhaust gas introduction flow passage for introducing a gas portion of the first exhaust flow passage to the second intake flow passage.
Optionally, an exhaust gas control valve is disposed on the recirculating exhaust gas introducing flow passage.
Optionally, a first oxygen sensor is disposed in the second exhaust gas flow passage, and a second oxygen sensor is disposed in the recirculated exhaust gas introduction flow passage.
Optionally, a three-way catalyst is further disposed on the first exhaust flow channel, and the fluid in the first exhaust flow channel flows into the bipolar LNT catalyst through the three-way catalyst.
Optionally, the number of the lean-burn cylinders is 3, the first intake runner branches to the intake ports of the 3 lean-burn cylinders, and the exhaust ports of the 3 lean-burn cylinders converge to the first exhaust runner.
Optionally, the bipolar LNT catalyst comprises a housing and a partition plate, the partition plate separates the inside of the housing to form the LNT-a pole and the LNT-B pole which are independent of each other, an LNT-a pole inlet and an LNT-a pole outlet are formed at two ends of the LNT-a pole, and an LNT-B pole inlet and an LNT-B pole outlet are formed at two ends of the LNT-B pole.
Optionally, the flow channel switching device includes a four-way valve body and a valve core located in the four-way valve body, the four-way valve body includes a first mut mutexhaust channel interface for connecting the first mut mutexhaust channel, a second mut mutexhaust channel interface for connecting the second mut mutexhaust channel, an LNT-a pole interface for connecting the LNT-a pole, and an LNT-B pole interface for connecting the LNT-B pole, and the valve core is switchable between a first state and a second state;
when the valve core is in a first state, the first mutexhaust runner interface is communicated with the LNT-A pole interface, and the second mutexhaust runner interface is communicated with the LNT-B pole interface;
when the valve core is in a second state, the first mutexhaust runner interface is communicated with the LNT-B pole interface, and the second mutexhaust runner interface is communicated with the LNT-A pole interface.
Optionally, the fuel combustion system further includes a third mutexhaust channel, mutexhaust from the LNT-a pole and the LNT-B pole is gathered into the third mutexhaust channel, and a nitrogen oxide sensor is disposed in the third mutexhaust channel.
In another aspect, the present invention further provides an engine combustion control method, including the steps of:
the lean combustion cylinder operates in a lean combustion mode, and the Miller cycle combustion cylinder operates in a Miller cycle combustion mode;
regulating and controlling an LNT-A pole and an LNT-B pole of the bipolar LNT catalyst, introducing mut mutexhaust gas mut mutexhausted by the lean-burn cylinder into the LNT-A pole of the bipolar LNT catalyst, and adsorbing and trapping nitrogen oxides; introducing the exhaust gas discharged by the Miller circulating combustion cylinder into an LNT-B pole of a bipolar LNT catalyst to desorb and catalytically convert nitrogen oxides;
regulating and controlling an LNT-A pole and an LNT-B pole of the bipolar LNT catalyst, introducing the mutexhaust gas discharged by the lean combustion cylinder into the LNT-B pole of the bipolar LNT catalyst, and adsorbing and trapping nitrogen oxides; and introducing the mutexhaust gas discharged by the Miller circulating combustion cylinder into an LNT-A pole of a bipolar LNT catalyst to desorb and catalytically convert nitrogen oxides to form circulation.
Optionally, part of the exhaust gas discharged from the lean-burn cylinder is introduced into the miller cycle combustion cylinder to participate in miller cycle combustion.
Alternatively, the lean-burn cylinder is operated with an excess air ratio greater than 1;
detecting the oxygen content in the exhaust gas discharged by the Miller cycle combustion cylinder, detecting the oxygen content in the exhaust gas discharged by the lean burn cylinder, adjusting the amount of the exhaust gas introduced into the Miller cycle combustion cylinder by the lean burn cylinder and the air introduction amount of the Miller cycle combustion cylinder, and controlling the excess air coefficient of the Miller cycle combustion cylinder to be less than 1.
Optionally, the exhaust gas from the lean burn cylinder is treated by removing reducing carbon-containing compounds and then introduced into the bipolar LNT catalyst.
Alternatively, the content of nitrogen oxide in the mutexhaust gas discharged from the bipolar LNT catalyst is detected, and when the emission level of nitrogen oxide is detected to be higher than 100ppm, the LNT-A pole and the LNT-B pole in the bipolar LNT catalyst are switched.
Drawings
FIG. 1 is a schematic block diagram of a fuel combustion system provided by an embodiment of the present invention;
FIG. 2 is a schematic diagram of a bipolar LNT catalyst of a fuel combustion system according to an embodiment of the invention;
FIG. 3 is a schematic cross-sectional view of a bipolar LNT catalyst of a fuel combustion system provided in an embodiment of the invention;
FIG. 4 is a schematic view of a fuel combustion system with a flow switching device in a first state according to an embodiment of the present invention;
fig. 5 is a schematic view of a flow passage switching device of the fuel combustion system in a second state according to the embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. a lean burn cylinder; 2. a Miller cycle combustion cylinder; 3. a first intake runner; 4. a first exhaust gas flow channel; 41. a three-way catalyst; 5. a second intake runner; 6. a second exhaust gas flow path; 61. a first oxygen sensor; 7. a recirculating exhaust gas introducing flow passage; 71. an exhaust gas control valve; 72. a second oxygen sensor; 8. a bipolar LNT catalyst; 81. a housing; 82. a partition plate; 83. LNT-A pole; 831. LNT-A pole inlet; 832. an LNT-A pole outlet; 84. LNT-B pole; 841. LNT-B pole inlet; 842. an LNT-B pole outlet; 85. a third exhaust flow path; 9. a flow channel switching device; 91. a four-way valve body; 911. a first exhaust channel interface; 912. a second exhaust runner interface; 913. an LNT-A pole interface; 914. LNT-B pole interface; 92. a valve core; 921. a first channel; 922. a second channel.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1 to 5, an embodiment of the present invention discloses a fuel combustion system, including a lean burn cylinder 1, a miller cycle combustion cylinder 2, a first intake runner 3, a second intake runner 5, a first exhaust runner 4, a second exhaust runner 6, a runner switching device 9, and a bipolar LNT catalyst 8;
the first intake runner 3 is connected to an intake port of the lean-burn cylinder 1, and the first exhaust runner 4 is connected to an exhaust port of the lean-burn cylinder 1;
the second intake runner 5 is connected to an intake port of the miller cycle combustion cylinder 2, and the second exhaust runner 6 is connected to an exhaust port of the miller cycle combustion cylinder 2;
the bipolar LNT catalyst 8 includes an LNT-a pole 83 and an LNT-B pole 84;
the flow channel switching device 9 is configured to switch the first mut mutexhaust channel 4 to flow into the LNT-a pole 83 or the LNT-B pole 84, and to switch the second mut mutexhaust channel 6 to flow into the LNT-a pole 83 or the LNT-B pole 84.
On the one hand, the lean-burn cylinder 1 is in a lean-burn mode, since most of the fuel, such as gasoline, diesel oil, etc., contains nitrogen-containing compounds, in the lean-burn mode, the generated mutexhaust gas inevitably contains large concentrations of nitrogen-oxygen compounds, such as nitrogen monoxide, etc., the mutexhaust gas of the lean-burn cylinder 1 is introduced into the LNT-a pole 83 or LNT-B pole 84 of the bipolar LNT catalyst 8, and the following chemical reaction processes mainly occur:
NO+O2→NO2
4NO2+2BaCO3+O2→Ba(NO3)2+CO2
thereby trapping the nitrogen oxides in the mutexhaust gas and generating alkaline earth metal nitrates to be stored in the LNT-a pole 83 or LNT-B pole 84 of the bipolar LNT catalyst 8.
On the other hand, the Miller cycle combustion cylinder 2 is in a Miller cycle combustion mode, and the low-temperature Miller cycle combustion mode can ensure that the expansion ratio is larger than the compression ratio in the working process of the engine, improve the utilization rate of energy, reduce fuel consumption and have certain potential in the aspect of improving the thermal efficiency. In addition, in the Miller cycle combustion mode, high-proportion recycled exhaust gas needs to be introduced to assist in controlling the combustion process, the introduction of the exhaust gas can increase the overall specific heat of the working medium, inhibit the chemical reaction rate, reduce the highest combustion temperature, and reduce heat transfer and pumping loss, but the exhaust gas can reduce the oxygen content of the overall working medium in the cylinder, and increase the emission of incomplete combustion products such as CO and HC. The mutexhaust gas of the Miller cycle combustion cylinder 2 is introduced into the LNT-A pole 83 or the LNT-B pole 84 of the bipolar LNT catalyst 8, and the main chemical reaction process is as follows:
Ba(NO3)2→BaO+NO2
2NO2+4CO→N2+4CO2
10NO2+8HC→5N2+8CO+4H2O
BaO+CO2→BaCO3
the incompletely combusted reducing gas substances such as CO, HC and the like reduce the alkaline earth metal nitrate, and simultaneously convert nitrogen oxide, CO, HC and the like into harmless gas to complete the desorption catalytic conversion process.
The fuel combustion system simultaneously realizes two efficient combustion modes of a lean combustion mode and a Miller cycle combustion mode in the same system, so that the combustion thermal efficiency is obviously improved, the fuel consumption level is reduced, meanwhile, the bipolar LNT catalyst 8 is innovatively provided, the adsorption trapping and desorption catalytic conversion processes of the LNT-A pole 83 and the LNT-B pole 84 on nitrogen oxides are simultaneously carried out by respectively utilizing the characteristics of high content of nitrogen oxides mutexhausted in the lean combustion mode and high content of reducing gases mutexhausted in the Miller cycle combustion mode, the flow direction of waste gases is simultaneously switched to realize circulation, and the process of frequent rich-lean switching in the lean combustion operation process of an engine is avoided.
As a further preferred embodiment, the fuel combustion system further comprises a recirculated exhaust gas introduction flow channel 7, the recirculated exhaust gas introduction flow channel 7 being used for introducing the gas portion of the first exhaust flow channel 4 to the second intake flow channel 5.
The recirculated exhaust gas required for the low-temperature miller cycle combustion mode is derived from the exhaust gas generated in the lean combustion mode by the above arrangement. The exhaust gas generated in the lean combustion mode mainly contains a large amount of oxygen, so that higher recirculated exhaust gas amount can be ensured, the Miller circulating combustion cylinder 2 only needs a small amount of fresh air charge, the introduction of the higher recirculated exhaust gas amount can reduce the intake of fresh air, and the recirculated exhaust gas formed by the exhaust gas in the lean combustion cylinder 1 has relatively higher pressure, the fresh air inlet of the second intake runner 5 of the low-temperature Miller circulating combustion cylinder 2 can ensure that fresh gas cannot rush under the condition that the throttle valve is fully opened, the local resistance loss at the throttle valve part is reduced, the pumping loss generated at the throttle valve can be obviously reduced, and the overall efficiency is improved.
In one embodiment, an exhaust gas control valve 71 is provided on the recirculating exhaust gas introducing flow passage 7.
The exhaust gas control valve 71 is used to control the introduction rate of the recirculated exhaust gas into the miller cycle combustion cylinder 2.
In one embodiment, a first oxygen sensor 61 is provided in the second exhaust gas flow passage 6, and a second oxygen sensor 72 is provided in the recirculated exhaust gas introduction flow passage 7.
The oxygen content in the exhaust gas discharged from the miller cycle combustion cylinder 2 is detected by the first oxygen sensor 61, and the oxygen content in the exhaust gas discharged from the lean-burn cylinder 1 is detected by the second oxygen sensor 72, so that the excess air ratio is controlled to be less than 1 (e.g., 0.9) by adjusting the introduction amount of the recirculated exhaust gas and the fresh air in the miller cycle combustion cylinder 2 in accordance with the oxygen content detected by the first oxygen sensor 61 and the second oxygen sensor 72 to ensure the power output and the generation amount of the reducing exhaust gas.
In one embodiment, a three-way catalyst 41 is further disposed on the first exhaust flow passage 4, and the fluid in the first exhaust flow passage 4 flows into the bipolar LNT catalyst 8 through the three-way catalyst 41.
If reducing gases such as CO and HC mutexist in the mutexhaust gas in the adsorption and trapping stage of the LNT-a pole 83 or the LNT-B pole 84, since the mutexistence of the chemical reaction equilibrium process can inhibit the progress of the adsorption and trapping process of nitrogen oxides, the mutexhaust gas of the lean burn cylinder 1 preferably first flows through the three-way catalyst 41 to remove the reducing gas substances such as CO and HC, so that most of the mutexhaust gas after the three-way catalyst 41 is ensured to be oxygen and nitrogen oxide components, and then enters the bipolar LNT catalyst 8, thereby improving the adsorption and trapping efficiency of nitrogen oxides.
It should be noted that, in different embodiments, combustion processes in different air-fuel ratio states can be realized by controlling the air intake amount and the oil injection amount of each cylinder in the same specification cylinder of the same engine, so that the cylinders are controlled to be in a lean combustion mode or a miller cycle combustion mode; or a specific lean burn cylinder 1 and a specific miller cycle combustion cylinder 2 are provided as required in the lean burn mode or the miller cycle combustion mode.
In one embodiment, the number of the lean-burn cylinders 1 is 3, the first intake runner 3 branches to the intake ports of the 3 lean-burn cylinders 1, and the exhaust ports of the 3 lean-burn cylinders 1 converge to the first exhaust runner 4.
Taking a four-cylinder engine as an example, combustion processes in different air-fuel ratio states are realized by changing air intake quantity and oil injection quantity of cylinders in two combustion modes, wherein three cylinders adopt a lean combustion mode, and the other cylinder adopts a Miller cycle combustion mode.
In the bipolar LNT catalyst 8, the LNT-A pole 83 and the LNT-B pole 84 are mutually independent LNT catalysts, and can carry out thin combustion nitrogen oxide trapping catalytic conversion mutually independently, so that mutual interference is avoided.
As shown in fig. 2 and 3, in an embodiment, the bipolar LNT catalyst 8 includes a housing 81 and a partition 82, the partition 82 partitions the inside of the housing 81 to form the LNT-a pole 83 and the LNT-B pole 84, which are independent from each other, the LNT-a pole 83 is formed with an LNT-a pole inlet 831 and an LNT-a pole outlet 832 at both ends thereof, and the LNT-B pole 84 is formed with an LNT-B pole inlet 841 and an LNT-B pole outlet 842 at both ends thereof.
It should be noted that the above is only one embodiment of the bipolar LNT catalyst 8 of the present invention, and in other embodiments, the LNT-a pole 83 and the LNT-B pole 84 may be disposed in two different packaging cases, and any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
In one embodiment, the flow channel switching device 9 includes a four-way valve body 91 and a valve core 92 located in the four-way valve body 91, the four-way valve body 91 includes a first mut mutexhaust channel interface 911 for connecting the first mut mutexhaust channel 4, a second mut mutexhaust channel interface 912 for connecting the second mut mutexhaust channel 6, an LNT-a pole interface 913 for connecting the LNT-a pole 83, and an LNT-B pole interface 914 for connecting the LNT-B pole 84, and the valve core 92 is switchable between a first state and a second state;
as shown in fig. 4, when the valve body 92 is in the first state, the first mutexhaust channel interface 911 is communicated with the LNT-a pole interface 913, and the second mutexhaust channel interface 912 is communicated with the LNT-B pole interface 914.
When the valve body 92 is in the second state, as shown in fig. 5, the first mutexhaust channel interface 911 is communicated with the LNT-B pole interface 914, and the second mutexhaust channel interface 912 is communicated with the LNT-a pole interface 913.
The four-way valve body 91 is a cross-shaped hollow valve body structure, the first mutexhaust flow channel interface 911, the second mutexhaust flow channel interface 912, the LNT-a pole interface 913 and the LNT-B pole interface 914 are respectively located in four directions deviating from each other on the four-way valve body 91, the valve core 92 is rotatably arranged inside the four-way valve body 91, and the valve core 92 is provided with a first channel 921 and a second channel 922.
When the valve body 92 rotates to the first state, both ends of the first passage 921 face the first mutexhaust flow passage connector 911 and the LNT-a pole connector 913, and both ends of the second passage 922 face the second mutexhaust flow passage connector 912 and the LNT-B pole connector 914.
When the valve body 92 is rotated to the second state, both ends of the first passage 921 face the first mutexhaust flow passage interface 911 and the LNT-B pole 84, and both ends of the second passage 922 face the second mutexhaust flow passage interface 912 and the LNT-a pole interface 913.
In one embodiment, the fuel combustion system further includes a third mutexhaust passage 85, the mutexhaust gas of the LNT-a pole 83 and the LNT-B pole 84 is merged into the third mutexhaust passage 85, and a nox sensor is disposed in the third mutexhaust passage 85.
The nox sensor is configured to detect the concentration of nox in the third mut mutexhaust passage 85, and when the concentration of nox in the third mut mutexhaust passage 85 is higher than a certain level, it indicates that the LNT-a pole 83 or the LNT-B pole 84 performing nox trapping in the bipolar LNT catalyst 8 has adsorbed a sufficient amount of nox, and the switching between the LNT-a pole 83 and the LNT-B pole 84 may be performed by the passage switching device 9.
Based on the fuel combustion system, another embodiment of the present invention further provides an engine combustion control method, including the steps of:
the lean combustion cylinder 1 operates in a lean combustion mode, and the Miller cycle combustion cylinder 2 operates in a Miller cycle combustion mode;
regulating and controlling an LNT-A pole 83 and an LNT-B pole 84 of the bipolar LNT catalyst 8, introducing the mut mutexhaust gas discharged by the lean-burn cylinder 1 into the LNT-A pole 83 of the bipolar LNT catalyst 8, and adsorbing and trapping nitrogen oxides; introducing the exhaust gas discharged by the Miller cycle combustion cylinder 2 into an LNT-B pole 84 of a bipolar LNT catalyst 8 to desorb and catalytically convert nitrogen oxides;
regulating and controlling an LNT-A pole 83 and an LNT-B pole 84 of the bipolar LNT catalyst 8, introducing the mutexhaust gas mutexhausted by the lean burn cylinder 1 into the LNT-B pole 84 of the bipolar LNT catalyst 8, and adsorbing and trapping nitrogen oxides; and introducing the mutexhaust gas discharged by the Miller cycle combustion cylinder 2 into an LNT-A pole 83 of a bipolar LNT catalyst 8 to desorb and catalytically convert nitrogen oxides to form a cycle.
The engine combustion control method can be effectively applied to the engine, can ensure the stable operation of the engine, and avoids the problem of pause and frustration caused by the switching of the rich and lean combustion modes.
In one embodiment, the exhaust gas from the lean-burn cylinder 1 is partially introduced into the miller cycle combustion cylinder 2 to participate in miller cycle combustion.
According to the invention, the recirculated exhaust gas required by the Miller cycle combustion mode is derived from the exhaust gas of the lean combustion mode in the same engine, and because the oxygen content in the exhaust gas of the lean combustion mode is high, compared with the Miller cycle combustion engine, the oxygen concentration in the recirculated exhaust gas can be improved, the proportion of the recirculated exhaust gas can be increased, the intake of fresh air is reduced, the pumping loss generated in the air intake process is effectively reduced, the overall heat efficiency level is further improved, and the fuel consumption is reduced.
In one embodiment, the lean-burn cylinder 1 operates with an excess air ratio greater than 1.
Preferably, the lean-burn cylinder 1 is operated with an excess air ratio of 2.
Detecting the oxygen content in the exhaust gas discharged by the Miller cycle combustion cylinder 2, detecting the oxygen content in the exhaust gas discharged by the lean combustion cylinder 1, adjusting the amount of the exhaust gas introduced into the Miller cycle combustion cylinder 2 by the lean combustion cylinder 1 and the air introduction amount of the Miller cycle combustion cylinder 2, and controlling the excess air coefficient of the Miller cycle combustion cylinder 2 to be less than 1.
In the embodiment, the exhaust gas introduced into the miller cycle combustion cylinder 2 from the lean-burn cylinder 1 accounts for 30% of the total intake of the working medium in the miller cycle combustion cylinder 2.
In one embodiment, in order to ensure the balance between the adsorption trapping process and the desorption catalytic conversion process of the bipolar LNT catalyst 8, the lean combustion mode needs to generate enough exhaust gas to pass through the bipolar LNT catalyst 8 and the miller cycle combustion cylinders 2, the number of the lean combustion cylinders 1 is greater than that of the miller cycle combustion cylinders 2, and preferably, the number of the lean combustion cylinders 1 and the number of the miller cycle combustion cylinders 2 are 3: 1.
In one embodiment, the exhaust gas from the lean-burn cylinder 1 is treated to remove reducing carbonaceous compounds before being introduced into the bipolar LNT catalyst 8.
The reductive carbonaceous compounds, such as CO and HC, promote desorption of nitrogen oxides in the bipolar LNT catalyst 8, and are removed before the exhaust gas discharged from the lean burn cylinder 1 enters the bipolar LNT catalyst 8, so that adsorption and trapping efficiency of nitrogen oxides in the exhaust gas can be effectively improved.
In one embodiment, the amount of nitrogen oxides in the mutexhaust gas from the bipolar LNT catalyst 8 is detected, and the LNT-a pole 83 and LNT-B pole 84 of the bipolar LNT catalyst 8 are switched when the nitrogen oxide emission level is detected to be higher than 100 ppm.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (14)
1. A fuel combustion system is characterized by comprising a lean combustion cylinder, a Miller cycle combustion cylinder, a first air inlet flow channel, a second air inlet flow channel, a first exhaust flow channel, a second exhaust flow channel, a flow channel switching device and a bipolar LNT catalyst;
the first intake runner is connected with an intake port of the lean-burn cylinder, and the first exhaust runner is connected with an exhaust port of the lean-burn cylinder;
the second air inlet flow passage is connected with an air inlet of the Miller cycle combustion cylinder, and the second exhaust flow passage is connected with an exhaust outlet of the Miller cycle combustion cylinder;
the bipolar LNT catalyst comprises an LNT-A pole and an LNT-B pole;
the flow passage switching device is configured to switch the first mut mutexhaust flow passage to flow into the LNT-a pole or the LNT-B pole, and to switch the second mut mutexhaust flow passage to flow into the LNT-a pole or the LNT-B pole.
2. The fuel combustion system of claim 1, further comprising a recirculated exhaust gas introduction flow passage for introducing a gas portion of the first exhaust flow passage to the second intake flow passage.
3. The fuel combustion system as set forth in claim 2, wherein an exhaust gas control valve is provided on the recirculating exhaust gas introducing flow passage.
4. The fuel combustion system of claim 2, wherein a first oxygen sensor is disposed in the second exhaust gas flow passage and a second oxygen sensor is disposed in the recirculated exhaust gas introduction flow passage.
5. The fuel combustion system of claim 1 wherein a three-way catalyst is further disposed on the first exhaust flow passage, and wherein the fluid in the first exhaust flow passage flows into the bipolar LNT catalyst via the three-way catalyst.
6. The fuel combustion system according to claim 1, wherein the number of the lean-burn cylinders is 3, the first intake runner branches to intake ports of the 3 lean-burn cylinders, and exhaust ports of the 3 lean-burn cylinders converge to the first exhaust runner.
7. The fuel combustion system of claim 1, wherein the bipolar LNT catalyst comprises a housing and a partition plate, the partition plate partitioning the inside of the housing to form the LNT-a pole and the LNT-B pole independent of each other, the LNT-a pole having an LNT-a pole inlet port and an LNT-a pole outlet port formed at both ends thereof, and the LNT-B pole having an LNT-B pole inlet port and an LNT-B pole outlet port formed at both ends thereof.
8. The fuel combustion system of claim 1, wherein the flow channel switching device includes a four-way valve body including a first mut mutexhaust channel interface for connecting the first mut mutexhaust channel, a second mut mutexhaust channel interface for connecting the second mut mutexhaust channel, an LNT-a pole interface for connecting the LNT-a pole, and an LNT-B pole interface for connecting the LNT-B pole, and a spool in the four-way valve body, the spool being switchable between a first state and a second state;
when the valve core is in a first state, the first mutexhaust runner interface is communicated with the LNT-A pole interface, and the second mutexhaust runner interface is communicated with the LNT-B pole interface;
when the valve core is in a second state, the first mutexhaust runner interface is communicated with the LNT-B pole interface, and the second mutexhaust runner interface is communicated with the LNT-A pole interface.
9. The fuel combustion system of claim 1, further comprising a third mutexhaust flow path into which the mutexhaust from the LNT-a and LNT-B poles is merged, wherein a nox sensor is disposed in the third mutexhaust flow path.
10. An engine combustion control method characterized by comprising the steps of:
the lean combustion cylinder operates in a lean combustion mode, and the Miller cycle combustion cylinder operates in a Miller cycle combustion mode;
regulating and controlling an LNT-A pole and an LNT-B pole of the bipolar LNT catalyst, introducing mut mutexhaust gas mut mutexhausted by the lean-burn cylinder into the LNT-A pole of the bipolar LNT catalyst, and adsorbing and trapping nitrogen oxides; introducing the exhaust gas discharged by the Miller circulating combustion cylinder into an LNT-B pole of a bipolar LNT catalyst to desorb and catalytically convert nitrogen oxides;
regulating and controlling an LNT-A pole and an LNT-B pole of the bipolar LNT catalyst, introducing the mutexhaust gas discharged by the lean combustion cylinder into the LNT-B pole of the bipolar LNT catalyst, and adsorbing and trapping nitrogen oxides; and introducing the mutexhaust gas discharged by the Miller circulating combustion cylinder into an LNT-A pole of a bipolar LNT catalyst to desorb and catalytically convert nitrogen oxides to form circulation.
11. The engine combustion control method as claimed in claim 10, characterized in that the exhaust gas portion discharged from the lean burn cylinder is introduced into the miller cycle combustion cylinder to participate in the miller cycle combustion.
12. The engine combustion control method as claimed in claim 11, characterized in that the lean-burn cylinder is operated with an excess air ratio greater than 1;
detecting the oxygen content in the exhaust gas discharged by the Miller cycle combustion cylinder, detecting the oxygen content in the exhaust gas discharged by the lean burn cylinder, adjusting the amount of the exhaust gas introduced into the Miller cycle combustion cylinder by the lean burn cylinder and the air introduction amount of the Miller cycle combustion cylinder, and controlling the excess air coefficient of the Miller cycle combustion cylinder to be less than 1.
13. The engine combustion control method according to claim 10, wherein the exhaust gas from the lean burn cylinder is treated by removing reducing carbonaceous compounds and then introduced into the bipolar LNT catalyst.
14. The engine combustion control method according to claim 10, wherein the content of nitrogen oxide in the mutexhaust gas discharged from the bipolar LNT catalyst is detected, and when the emission level of nitrogen oxide is detected to be higher than 100ppm, the LNT-a pole and the LNT-B pole in the bipolar LNT catalyst are switched.
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