CN112709648A - Engine combustion control system and method - Google Patents
Engine combustion control system and method Download PDFInfo
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- CN112709648A CN112709648A CN201911025676.5A CN201911025676A CN112709648A CN 112709648 A CN112709648 A CN 112709648A CN 201911025676 A CN201911025676 A CN 201911025676A CN 112709648 A CN112709648 A CN 112709648A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 70
- 238000000034 method Methods 0.000 title claims abstract description 21
- 239000000446 fuel Substances 0.000 claims abstract description 316
- 238000002347 injection Methods 0.000 claims abstract description 134
- 239000007924 injection Substances 0.000 claims abstract description 134
- 238000004891 communication Methods 0.000 claims abstract description 23
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 claims description 63
- 239000007789 gas Substances 0.000 claims description 56
- 239000002828 fuel tank Substances 0.000 claims description 31
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 18
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 9
- 239000001301 oxygen Substances 0.000 claims description 9
- 229910052760 oxygen Inorganic materials 0.000 claims description 9
- 239000001257 hydrogen Substances 0.000 claims description 7
- 229910052739 hydrogen Inorganic materials 0.000 claims description 7
- 239000003502 gasoline Substances 0.000 claims description 6
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims description 5
- 238000004064 recycling Methods 0.000 abstract description 5
- 238000011084 recovery Methods 0.000 abstract description 4
- 238000005336 cracking Methods 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 4
- 239000003054 catalyst Substances 0.000 description 3
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000001816 cooling Methods 0.000 description 3
- 150000002431 hydrogen Chemical class 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 239000000126 substance Substances 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000005728 strengthening Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 239000008240 homogeneous mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Images
Classifications
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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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
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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 from exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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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
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/16—Other apparatus for heating fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P9/00—Electric spark ignition control, not otherwise provided for
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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
Abstract
The invention discloses an engine combustion control system and a method, wherein the system comprises an engine, a first injection system, a second injection system and a controller; the engine includes a cylinder; the first injection system and the second injection system are electrically connected with the controller; the first injection system includes a first fuel injector in communication with the cylinder; the second injection system comprises a preheating device, a fuel generating device and a third fuel injector; the inlet end of the fuel generating device is communicated with the preheating device, the outlet end of the fuel generating device is communicated with a third fuel injector, and the third fuel injector is communicated with the cylinder; the controller is used for calculating an air-fuel ratio according to the torque of the engine and controlling the second injection system to deliver the third fuel to the cylinder when the air-fuel ratio is in a preset range. The invention preheats the second fuel by using the tail gas energy, realizes the recycling of the tail gas energy, solves the problem of difficult recovery of the tail gas energy of the engine and solves the problem of poor ignition performance.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an engine combustion control system and method.
Background
Along with the gradual increase of the usage amount of automobiles, the pollution of automobile exhaust is more and more serious, and the pollution of the automobile exhaust is limited by the national six-emission regulation which is comprehensively implemented in order to reduce the pollution. In the prior art, the carbon dioxide emission is basically realized by using accessory electrification to meet the national regulation; many manufacturers actively research to further improve the fuel utilization rate and the heat efficiency of the engine, and exhaust gas recirculation and lean combustion schemes, compression ignition type efficient internal combustion engines, ultra-lean combustion high-energy spark plug ignition engines and the like are adopted to meet the national six-emission regulations.
The exhaust gas recirculation scheme reduces the combustion temperature and improves the expansion ratio by introducing a part of exhaust gas to the air inlet side through the cooling device to participate in combustion again, but cannot effectively utilize the heat energy of the exhaust gas of the engine, and also increases the heat load of a cooling system;
the lean combustion scheme is to utilize the large compression ratio and low-concentration mixed gas to ignite under the action of a high-energy spark plug, but the engine strengthening index needs to be improved, and meanwhile, the combustion stability is poor, the manufacturing cost of the high-energy spark plug is high, and the popularization is difficult;
the compression-ignition type high-efficiency internal combustion engine adopts compression ignition and a spark plug combustion supporting mode, but needs to improve the engine strengthening index, has poor combustion stability and can only be realized under partial working conditions;
based on the disadvantages of the prior art, there is a need to develop a system and a method for controlling engine combustion to reduce cost and improve fuel efficiency.
Disclosure of Invention
In order to solve the technical problems, the invention discloses an engine combustion control system and an engine combustion control method, the second fuel is preheated by using tail gas energy, the tail gas energy can be recycled, and the problem of difficult engine tail gas energy recycling is solved.
The invention discloses an engine combustion control system which comprises an engine, a first injection system, a second injection system and a controller, wherein the first injection system is connected with the controller;
the engine includes a cylinder;
the first injection system and the second injection system are both electrically connected with the controller;
the first injection system includes a first fuel injector in communication with the cylinder for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device, a fuel generating device and a third fuel injector;
the inlet end of the fuel generating device is communicated with the preheating device, the outlet end of the fuel generating device is communicated with the third fuel injector, the preheating device is used for preheating the second fuel, the fuel generating device is used for converting the preheated second fuel into third fuel, and the third fuel injector is communicated with the cylinder;
the controller is used for calculating the injection quantity of the first injection system according to the torque of the engine, calculating the air-fuel ratio of first fuel and air according to the injection quantity, controlling the second injection system to deliver third fuel to the cylinder when the air-fuel ratio is within a preset range, and controlling the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within the preset range.
Further, the first injection system further includes a first fuel tank in communication with the first fuel injector, the first fuel tank for containing a first fuel; the second injection system further includes a second fuel tank for containing the second fuel, the second fuel tank being in communication with the preheating device.
The air flow motion control device comprises a first air flow control valve and a second air flow control valve, and the first air flow control valve and the second air flow control valve are both electrically connected with the controller;
the inlet end of the first fuel injector is communicated with the first fuel tank, the outlet end of the first fuel injector is communicated with the first airflow control valve, and the first airflow control valve can adjust the injection quantity of the first injection system to enable the gas in the cylinder to be subjected to lean combustion; the inlet end of the third fuel injector is communicated with the fuel generating device, the outlet end of the third fuel injector is communicated with the second airflow control valve, and the second airflow control valve can adjust the injection quantity of the second injection system.
Further, the ignition system comprises a spark plug, the spark plug is arranged in the cylinder, and the spark plug is electrically connected with the controller; the tail gas circulating system is electrically connected with the controller and comprises a tail gas pipe.
Further, preheating device includes preheater and water tank, the preheater respectively with water tank and second fuel tank intercommunication, second fuel and water can be in mix in the preheater, the preheater with the tail gas pipe intercommunication, tail gas circulation system's interior tail gas can pass through the tail gas pipe gets into the preheater.
Further, the first injection system further includes a first pipe having one end communicating with the first fuel injector and the other end communicating with the first fuel tank; the second injection system further includes a second pipe having one end communicating with the fuel generation device and the other end communicating with the third fuel injector, the second pipe being configured to store the third fuel.
The invention also provides an engine combustion control system, which comprises an engine, a first injection system, a second injection system, a first fuel and a second fuel;
the engine includes a cylinder;
the first injection system includes a first fuel injector in communication with the cylinder for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device, a fuel generating device and a third fuel injector;
the inlet end of the fuel generating device is communicated with the preheating device, the outlet end of the fuel generating device is communicated with the third fuel injector, the preheating device is used for preheating the second fuel, the fuel generating device is used for converting the preheated second fuel into third fuel, the third fuel injector is communicated with the cylinder, and the third fuel injector is used for delivering the third fuel to the cylinder;
the first fuel is gasoline, the second fuel is methanol, and the third fuel is hydrogen.
The invention also provides an engine combustion control method, which is used for applying the engine combustion control system and comprises the following steps:
acquiring the torque of the engine;
calculating an injection quantity of the first injection system according to the torque of the engine;
calculating an air-fuel ratio of the first fuel and air according to an injection quantity of the first injection system;
comparing the air-fuel ratio with a preset range;
controlling a second injection system to deliver a third fuel to the cylinder when the air-fuel ratio is within the preset range;
controlling the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within a preset range.
Further, the calculating the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system includes:
acquiring the oxygen concentration in the cylinder;
calculating the amount of air in the cylinder according to the oxygen concentration;
calculating the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system and the quantity of the air in the cylinder.
Further, the calculating of the injection quantity of the first injection system according to the torque of the engine further comprises:
controlling gas in the tail gas pipe to enter the preheating device to preheat the second fuel;
inputting the preheated second fuel to the fuel generating device;
controlling the fuel generating device to convert the second fuel into the third fuel.
The embodiment of the invention has the following beneficial effects:
1. according to the invention, the tail gas energy is used for preheating the second fuel, so that the recovery and reutilization of the tail gas energy can be realized, and the problem of difficulty in recovering the tail gas energy of the engine is solved.
2. The fuel of the invention is dual fuel, so that the engine is more environment-friendly during combustion and has more development value.
3. According to the invention, the first fuel is fully combusted through the combustion of the third fuel, so that the problem of poor ignition performance is avoided.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a schematic diagram of an engine combustion control system according to an embodiment of the present disclosure;
FIG. 2 is a flowchart of an engine combustion control method provided by an embodiment of the invention.
Wherein the reference numerals in the figures correspond to:
1-an engine; 2-a controller; 3-a first fuel injector; 4-a first fuel tank; 5-a preheating device; 6-a fuel generating device; 7-a third fuel injector; 8-a second fuel tank; 9-a tail gas circulating system; 10-an ignition system; 11-a water tank; 12-a first conduit; 13-second conduit.
Detailed Description
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. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The existing engine combustion control system has the following defects: the heat energy of the tail gas of the engine cannot be effectively utilized, the heat load of a cooling system is increased when the energy of the tail gas is recovered, the combustion stability is poor, and the manufacturing cost of the high-energy spark plug during the lean combustion is high.
In view of the defects of the prior art, embodiments of the present invention provide an engine combustion control system and method, in which the second fuel is preheated by using the energy of the exhaust gas, so that the energy of the exhaust gas can be recycled, and the problem of difficulty in recycling the energy of the exhaust gas of the engine is solved.
Referring to fig. 1-2, the present embodiment provides an engine combustion control system and method, the engine combustion control system including an engine 1, a first injection system, a second injection system, and a controller 2;
the engine 1 includes a cylinder;
the first injection system and the second injection system are both electrically connected with the controller 2;
the first injection system comprises a first fuel injector 3, the first fuel injector 3 being in communication with the cylinder, the first fuel injector 3 being for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device 5, a fuel generation device 6 and a third fuel injector 7;
the inlet end of the fuel generating device 6 is communicated with the preheating device 5, the outlet end of the fuel generating device 6 is communicated with the third fuel injector 7, the preheating device 5 is used for preheating the second fuel, the fuel generating device 6 is used for converting the preheated second fuel into the third fuel, and the third fuel injector 7 is communicated with the cylinder;
the controller 2 is configured to calculate an injection amount of the first injection system according to a torque of the engine 1, calculate an air-fuel ratio of the first fuel and air according to the injection amount, control the second injection system to deliver a third fuel to the cylinder when the air-fuel ratio is within a preset range, and control the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within the preset range, where the third fuel can ignite the first fuel, so that the first fuel is sufficiently combusted, thereby avoiding a problem of poor ignition performance of the engine 1 and improving combustion stability.
Specifically, the preset range is larger than a minimum air-fuel ratio at which the gas in the cylinder is subjected to lean combustion.
Preferably, the preset range is 1.9-2.2, and the air-fuel ratio is set in the preset range to convert the maximum combustion heat so as to optimize the thermal efficiency of the first fuel.
Specifically, the injection quantity of the first injection system is determined according to the torque of the engine 1, and the injection quantity of the first injection system is larger as the torque of the engine 1 is larger.
Specifically, when the air-fuel ratio of the first fuel and the air is in a preset range, i.e., the first fuel is lean-combusted in the cylinder while the third fuel is injected into the cylinder, and then a spark plug is ignited, the first fuel can be sufficiently combusted; based on the combustion characteristics of low ignition energy, high flame propagation speed and wide combustion limit of the third fuel, the first fuel is fully combusted during lean combustion, and a high-energy spark plug is not needed for multiple times of ignition, so that the problems of difficult ignition during ultra-lean combustion and expensive high-energy spark plug manufacturing are solved, and the problem of poor stability of lean combustion is effectively solved.
Preferably, the first injection system further comprises a first fuel tank 4, the first fuel tank 4 being in communication with the first fuel injector 3, the first fuel tank 4 being for containing a first fuel; the second injection system further comprises a second fuel tank 8, the second fuel tank 8 being adapted to contain the second fuel, the second fuel tank 8 being in communication with the preheating device 5.
The first fuel is gasoline, the second fuel is methanol, the third fuel is hydrogen, the first fuel and the third fuel are combusted simultaneously, and the third fuel provides power for the first fuel, so that the engine is more environment-friendly during combustion and has development value.
Specifically, the combustion characteristics of the first fuel, namely the combustion characteristics of the hydrogen gas, are low ignition energy, high flame propagation speed and wide combustion limit.
Preferably, the device also comprises an airflow motion control device which comprises a first airflow control valve and a second airflow control valve, wherein the first airflow control valve and the second airflow control valve are electrically connected with the controller 2;
the inlet end of the first fuel injector 3 is communicated with the first fuel tank 4, the outlet end of the first fuel injector 3 is communicated with the first airflow control valve, and the first airflow control valve can adjust the injection quantity of the first injection system to enable the gas in the cylinder to be subjected to lean combustion; the inlet end of the third fuel injector 7 is in communication with the fuel generating means 6, and the outlet end of the third fuel injector 7 is in communication with the second air flow control valve which is capable of adjusting the injection quantity of the second injection system.
Specifically, the first airflow control valve is configured to control an injection amount of the first fuel such that the amount of the first fuel injected into the cylinder and air in the cylinder can be lean-combusted.
Preferably, the ignition system 10 comprises a spark plug, the spark plug is arranged in the cylinder, and the spark plug is electrically connected with the controller 2; the tail gas circulating system is electrically connected with the controller 2 and comprises a tail gas pipe 9.
Preferably, the preheating device 5 comprises a preheater and a water tank 11, the preheater is respectively communicated with the water tank 11 and a second fuel tank 8, the second fuel and the water can be mixed in the preheater, the preheater is communicated with a tail gas pipe 9, and the tail gas in the tail gas circulating system can enter the preheater through the tail gas pipe 9.
Specifically, the controller 2 can control the gas in the tail gas circulation system to be introduced into the preheater.
Specifically, the preheating device 5 is a methanol exciter, and is used for heating the methanol and the water by the heat of the tail gas, so that the methanol and the water can more easily reach reaction conditions, and a cracking reaction is performed to generate hydrogen; the temperature required by the methanol cracking is 220-280 degrees, the heat of the tail gas can provide heat for the methanol cracking, the recycling of the tail gas energy is realized, and the problem of difficult energy recycling of the tail gas of the engine is solved.
Specifically, the fuel generation device 6 is a methanol cracker and is used for cracking methanol into hydrogen, a catalyst is placed in the methanol cracker and is used for accelerating the methanol cracking speed, the inlet end of the methanol cracker is communicated with the outlet end of the methanol exciter, preheated methanol and water can enter the methanol cracker to perform cracking reaction under the action of the catalyst to generate hydrogen, and the outlet end of the methanol cracker is communicated with the third fuel ejector 7.
Specifically, the methanol cracker is mainly arranged to accurately control the temperature and pressure, ensure the stable components of the catalytically cracked substances, enable the chemical energy of the mixed substances sprayed to the second pipeline 13 to be quantifiable and controllable, and the methanol exciter is rigidly connected with the methanol cracker through a seamless steel pipe.
Preferably, the first injection system further comprises a first conduit 12, one end of the first conduit 12 being in communication with the first fuel injector 3, the other end of the first conduit 12 being in communication with the first fuel tank 4; the second injection system further comprises a second conduit 13, one end of the second conduit 13 being in communication with the fuel generation means 6, the other end of the second conduit 13 being in communication with the third fuel injector 7, the second conduit 13 being for storing the third fuel.
In particular, the first conduit 12 is a fuel rail, the pressure in the fuel rail is constant, and a high-pressure pump is arranged between the first fuel tank 4 and the first conduit 12, and is used for feeding the gasoline in the first fuel tank 4 into the first conduit 12, and then feeding the gasoline into the first fuel injector 3 through the first conduit 12.
Specifically, a good homogeneous mixture can be formed in the first pipe 12, and therefore, it is only necessary to control the injection duration of the first fuel to adjust the injection amount, and there is no need to pay attention to the influence of the injection pressure and the injection timing and the number of injections on the mixture uniformity.
The working process of the engine combustion control system is as follows: feeding the first fuel in the first fuel tank 4 into the first pipe 12 through a high-pressure pump and injecting the first fuel into a cylinder of the engine through the first fuel injector 3; meanwhile, inputting the second fuel in the second fuel tank 8 into the preheating device 5, controlling the tail gas circulation system to introduce tail gas into the preheating device 5, preheating the second fuel and water, inputting the preheated second fuel and water into the fuel generation device 6, converting the second fuel into a third fuel in the fuel generation device 6, inputting the third fuel into the second pipeline 13 through a high-pressure pump, and injecting the third fuel into a cylinder of the engine through the third fuel injector 7; when the air-fuel ratio of the first fuel and the air in the cylinder is within a preset range, the ignition system 10 is controlled to ignite the cylinder, and the engine 1 performs combustion.
Specifically, the engine is lean-burn, and the third fuel provides combustion assistance for combustion of the first fuel.
The invention also provides an engine combustion control system, which comprises an engine 1, a first injection system, a second injection system, a first fuel and a second fuel;
the engine 1 includes a cylinder;
the first injection system comprises a first fuel injector 3, the first fuel injector 3 being in communication with the cylinder, the first fuel injector 3 being for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device 5, a fuel generation device 6 and a third fuel injector 7;
the inlet end of the fuel generating device 6 is communicated with the preheating device 5, the outlet end of the fuel generating device 6 is communicated with the third fuel injector 7, the preheating device 5 is used for preheating the second fuel, the fuel generating device 6 is used for converting the preheated second fuel into the third fuel, the third fuel injector 7 is communicated with the cylinder, and the third fuel injector 7 is used for delivering the third fuel to the cylinder;
the first fuel is gasoline, the second fuel is methanol, and the third fuel is hydrogen.
Specifically, the third fuel is a gaseous fuel, the performance of the third fuel is superior to that of the first fuel, and the performance of the third fuel is low ignition energy, high flame propagation speed and wide combustion limit.
The invention also provides an engine combustion control method, which is used for applying the engine combustion control system and comprises the following steps:
s1: acquiring the torque of the engine;
specifically, the torque of the engine is acquired from a sensor.
S2: calculating an injection quantity of the first injection system according to the torque of the engine;
specifically, the opening degree of the first airflow control valve is controlled according to the torque of the engine acquired by a sensor, and the injection quantity of the first injection system is further controlled, so that the first fuel can be combusted in the cylinder in a lean mode.
S3: calculating an air-fuel ratio of the first fuel and air according to an injection quantity of the first injection system;
specifically, the calculating of the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system further includes:
controlling the second fuel and the water to enter the preheating device, and simultaneously controlling the tail gas in the tail gas pipe to enter the preheating device;
inputting the preheated second fuel and water to the fuel generation device, and simultaneously putting the catalyst;
inputting the third fuel generated by the reaction of the second fuel and water into the second pipeline;
s4: comparing the air-fuel ratio with a preset range;
it should be noted that the preset range is greater than the minimum air-fuel ratio at which the first fuel is combusted in the cylinder, that is, the engine always performs lean combustion.
Preferably, the preset range is 1.9-2.2, and the engine sets the air-fuel ratio in the preset range to convert the maximum combustion heat so as to optimize the thermal efficiency of the first fuel.
S5: and controlling a second injection system to deliver a third fuel to the cylinder when the air-fuel ratio is within the preset range.
S6: controlling the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within a preset range.
Specifically, the controlling the third fuel injector to inject the third fuel into the cylinder for combustion when the air-fuel ratio is within the preset range includes:
controlling the third fuel injector to inject the third fuel according to the air-fuel ratio when the air-fuel ratio is within the preset range;
and controlling the ignition system to ignite the first fuel and the third fuel for combustion.
It should be noted that: the calculating of the injection quantity of the first injection system based on the torque of the engine includes: when the torque of the engine is increased, the opening degree of the first airflow control valve is controlled to increase the injection quantity of the first injection system so as to adapt to the increased torque of the engine.
Specifically, the concentration of the third fuel in the cylinder needs to be greater than a first preset value, the first preset value is a minimum value for ensuring that the first fuel is sufficiently combusted, and the first preset value is continuously changed according to the air-fuel ratio of the first fuel and air in the cylinder.
Specifically, when the air-fuel ratio is not within the preset range, the injection amount of the first fuel injector is controlled so that the air-fuel ratio is floated within the preset range.
Preferably, the calculating the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system includes:
acquiring the oxygen concentration in the cylinder;
specifically, an oxygen sensor is provided at the exhaust end of the cylinder, the oxygen sensor is configured to detect the concentration of oxygen in the exhaust gas and send the concentration to the controller 2, and the controller 2 controls the injection amount of the first fuel injector so that the first fuel and air can be combusted lean, that is, the air-fuel ratio of the first fuel and air in the cylinder is within the preset range.
Calculating the amount of air in the cylinder according to the oxygen concentration;
calculating the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system and the quantity of the air in the cylinder.
Preferably, the calculating of the injection quantity of the first injection system according to the torque of the engine further comprises:
and controlling the gas in the tail gas pipe to be input into the preheating device to preheat the second fuel.
Specifically, after controlling the second injection system to deliver the third fuel to the cylinder when the air-fuel ratio is within the preset range, the method further comprises: controlling the ignition system to ignite the first fuel, the third fuel being capable of substantially igniting the first fuel.
Specifically, the engine combustion control method can realize the recovery and reuse of the energy of the tail gas by preheating the second fuel by using the energy of the tail gas, and solves the problem of difficult recovery of the energy of the tail gas of the engine.
In this document, the terms front, back, upper and lower are used to define the components in the drawings and the positions of the components relative to each other, and are used for clarity and convenience of the technical solution. It is to be understood that the use of the directional terms should not be taken to limit the scope of the claims.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Claims (10)
1. An engine combustion control system, characterized by comprising an engine (1), a first injection system, a second injection system and a controller (2);
the engine (1) comprises a cylinder;
the first injection system and the second injection system are both electrically connected with the controller (2);
the first injection system comprises a first fuel injector (3), the first fuel injector (3) being in communication with the cylinder, the first fuel injector (3) being for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device (5), a fuel generation device (6) and a third fuel injector (7);
the inlet end of the fuel generating device (6) is communicated with the preheating device (5), the outlet end of the fuel generating device (6) is communicated with the third fuel injector (7), the preheating device (5) is used for preheating the second fuel, the fuel generating device (6) is used for converting the preheated second fuel into the third fuel, and the third fuel injector (7) is communicated with the cylinder;
the controller (2) is used for calculating the injection quantity of the first injection system according to the torque of the engine (1), calculating the air-fuel ratio of first fuel and air according to the injection quantity, controlling the second injection system to deliver third fuel to the cylinder when the air-fuel ratio is within a preset range, and controlling the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within the preset range.
2. An engine combustion control system according to claim 1, characterized in that the first injection system further comprises a first fuel tank (4), the first fuel tank (4) being in communication with the first fuel injector (3), the first fuel tank (4) being adapted to contain a first fuel; the second injection system further comprises a second fuel tank (8), the second fuel tank (8) being adapted to contain the second fuel, the second fuel tank (8) being in communication with the preheating device (5).
3. An engine combustion control system as claimed in claim 2, further comprising an airflow motion control device comprising a first airflow control valve and a second airflow control valve, both of which are electrically connected to the controller (2);
the inlet end of the first fuel injector (3) is communicated with the first fuel tank (4), the outlet end of the first fuel injector (3) is communicated with the first airflow control valve, and the first airflow control valve can adjust the injection quantity of the first injection system to enable the gas in the cylinder to be subjected to lean combustion; the inlet end of the third fuel injector (7) is communicated with the fuel generating device (6), and the outlet end of the third fuel injector (7) is communicated with the second air flow control valve, and the second air flow control valve can adjust the injection quantity of the second injection system.
4. An engine combustion control system as claimed in claim 3, further comprising an ignition system (10) and an exhaust gas circulation system, the ignition system (10) comprising a spark plug disposed within the cylinder, the spark plug being electrically connected to the controller (2); the tail gas circulating system is electrically connected with the controller (2), and comprises a tail gas pipe (9).
5. An engine combustion control system as claimed in claim 4, characterized in that the preheating means (5) comprises a preheater and a water tank (11), the preheater being in communication with the water tank (11) and a second fuel tank (8), respectively, the second fuel and water being mixable within the preheater, the preheater being in communication with the offgas duct (9), the offgas within the offgas circulation system being able to enter the preheater via the offgas duct (9).
6. An engine combustion control system according to claim 5, characterized in that the first injection system further comprises a first conduit (12), one end of the first conduit (12) communicating with the first fuel injector (3), the other end of the first conduit (12) communicating with the first fuel tank (4); the second injection system further comprises a second conduit (13), one end of the second conduit (13) being in communication with the fuel generation device (6), the other end of the second conduit (13) being in communication with the third fuel injector (7), the second conduit (13) being for storing the third fuel.
7. An engine combustion control system, characterized by comprising an engine (1), a first injection system, a second injection system, a first fuel and a second fuel;
the engine (1) comprises a cylinder;
the first injection system comprises a first fuel injector (3), the first fuel injector (3) being in communication with the cylinder, the first fuel injector (3) being for delivering the first fuel to the cylinder;
the second injection system comprises a preheating device (5), a fuel generation device (6) and a third fuel injector (7);
the inlet end of the fuel generating device (6) is communicated with the preheating device (5), the outlet end of the fuel generating device (6) is communicated with the third fuel injector (7), the preheating device (5) is used for preheating the second fuel, the fuel generating device (6) is used for converting the preheated second fuel into third fuel, the third fuel injector (7) is communicated with the cylinder, and the third fuel injector (7) is used for conveying the third fuel to the cylinder;
the first fuel is gasoline, the second fuel is methanol, and the third fuel is hydrogen.
8. An engine combustion control method for applying the engine combustion control system according to any one of claims 1 to 6, characterized by comprising the steps of:
acquiring the torque of the engine;
calculating an injection quantity of the first injection system according to the torque of the engine;
calculating an air-fuel ratio of the first fuel and air according to an injection quantity of the first injection system;
comparing the air-fuel ratio with a preset range;
controlling a second injection system to deliver a third fuel to the cylinder when the air-fuel ratio is within the preset range;
controlling the first injection system to deliver the first fuel to the cylinder when the air-fuel ratio is not within a preset range.
9. The engine combustion control method according to claim 8, characterized in that the calculating the air-fuel ratio of the first fuel and air according to the injection amount of the first injection system includes:
acquiring the oxygen concentration in the cylinder;
calculating the amount of air in the cylinder according to the oxygen concentration;
calculating the air-fuel ratio of the first fuel and air according to the injection quantity of the first injection system and the quantity of the air in the cylinder.
10. The engine combustion control method according to claim 9, further comprising, after calculating the injection quantity of the first injection system based on the torque of the engine:
controlling gas in the tail gas pipe to enter the preheating device to preheat the second fuel;
inputting the preheated second fuel to the fuel generating device;
controlling the fuel generating device to convert the second fuel into the third fuel.
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| CN201911025676.5A CN112709648A (en) | 2019-10-25 | 2019-10-25 | Engine combustion control system and method |
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| CN201911025676.5A CN112709648A (en) | 2019-10-25 | 2019-10-25 | Engine combustion control system and method |
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