CN113279889B - Air auxiliary injection system for engine, cold start control method and vehicle - Google Patents
Air auxiliary injection system for engine, cold start control method and vehicle Download PDFInfo
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- CN113279889B CN113279889B CN202110565028.XA CN202110565028A CN113279889B CN 113279889 B CN113279889 B CN 113279889B CN 202110565028 A CN202110565028 A CN 202110565028A CN 113279889 B CN113279889 B CN 113279889B
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- 238000002347 injection Methods 0.000 title claims abstract description 44
- 239000007924 injection Substances 0.000 title claims abstract description 44
- 238000000034 method Methods 0.000 title claims abstract description 20
- 239000000446 fuel Substances 0.000 claims abstract description 125
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 claims description 45
- 238000002485 combustion reaction Methods 0.000 claims description 18
- 239000002828 fuel tank Substances 0.000 claims description 11
- 239000003921 oil Substances 0.000 claims description 11
- 239000000295 fuel oil Substances 0.000 claims description 8
- 239000002737 fuel gas Substances 0.000 claims description 3
- 239000007789 gas Substances 0.000 description 17
- 238000010586 diagram Methods 0.000 description 6
- 239000000203 mixture Substances 0.000 description 6
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 5
- 239000003546 flue gas Substances 0.000 description 5
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 239000001301 oxygen Substances 0.000 description 4
- 229910052760 oxygen Inorganic materials 0.000 description 4
- 238000011217 control strategy Methods 0.000 description 3
- 238000010438 heat treatment Methods 0.000 description 3
- 238000010926 purge Methods 0.000 description 3
- 238000000889 atomisation Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000009792 diffusion process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000000243 solution 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
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/001—Arrangements thereof
-
- 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
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/14—Apparatus for adding secondary air to fuel-air mixture characterised by adding hot secondary air
-
- 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
- F02M31/18—Other apparatus for heating fuel to vaporise fuel
- F02M31/186—Other apparatus for heating fuel to vaporise fuel with simultaneous mixing of secondary air
-
- 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
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/04—Injectors with heating, cooling, or thermally-insulating means
- F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
- F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N2019/002—Aiding engine start by acting on fuel
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention provides an air auxiliary injection system for an engine, a cold start control method and a vehicle, and belongs to the field of engine control. The air-assisted injection system includes: the fuel injectors are respectively provided with an air passage and an air dissipation port, and the air dissipation ports are communicated or blocked with the outside in a controlled manner; and the air auxiliary injection system is configured to start the hot air supply unit and open the air escape port when a preheating starting instruction is received, so that the hot air supply unit supplies heated air to each oil injector to discharge cold air from the air escape port, and closes the air escape port when a preheating finishing instruction is received. The air auxiliary injection system, the cold start control method and the vehicle can ensure the successful cold start of the vehicle.
Description
Technical Field
The invention belongs to the field of engine control, and particularly relates to an air auxiliary injection system for an engine, a cold start control method and a vehicle.
Background
For the problem of low-temperature cold start of methanol heavy truck, the existing solution is as follows: high-temperature flue gas is generated by burning a small amount of methanol fuel in the micro-combustor and then is mixed with the air of the combustion engine, so that the temperature of the air entering the gas is increased, and the problem of cold start of an automobile is solved. The scheme mainly comprises the following steps: 1. when flowing through the preheating evaporator channel, the methanol is preheated and evaporated into gas, and then the gas passes through the internal oil injector to form methanol steam jet; 2. the steam jet is sprayed into a standing vortex generator of the standing vortex micro-combustor and chemically reacts with air flowing in from the air inlet to generate high-temperature flue gas through diffusion combustion; 3. the high-temperature flue gas is mixed with the cold air of the main air flow which does not enter the standing vortex generator from the air outlet, so that the air inlet temperature of the engine is uniform, and the air inlet temperature is greatly increased; 4. the preheated intake air is sent into an automobile intake manifold to improve the intake air with higher temperature for the engine, thereby solving the problem of cold start.
The technical scheme can be used in a small engine, but the temperature in the air inlet manifold is difficult to increase through a scheme of heating flue gas because the air inflow per unit time and the atmospheric pressure are high on a heavy engine, and moreover, the content of oxygen is diluted after the high-temperature flue gas enters the air inlet manifold, so that the combustion of the heavy methanol engine is very unfavorable.
Disclosure of Invention
It is an object of a first aspect of the present invention to provide an air assisted injection system for an engine which ensures successful cold start of the vehicle.
It is a further object of the present invention to ensure adequate combustion of the methanol.
An object of the second aspect of the invention is a cold start control method that ensures successful cold start of a vehicle.
It is an object of a third aspect of the invention to provide a vehicle comprising an air assisted injection system as described above.
In particular, the present invention provides an air-assisted injection system for an engine comprising:
the fuel injectors are respectively provided with an air passage and an air dissipation port, and the air dissipation ports are communicated or blocked with the outside in a controlled manner; and
a hot air supply unit connected to the air duct, the air-assisted injection system being configured to activate the hot air supply unit and open the air escape port upon receiving a warm-up start command, such that the hot air supply unit supplies heated air to each of the injectors to discharge cold air from the air escape port, and closes the air escape port upon receiving a warm-up end command.
Optionally, the fuel injector is further provided with a fuel air passage for introducing fuel, and the fuel injector is further configured to control the fuel injector to suck corresponding hot air and fuel according to an actual air-fuel ratio and inject the hot air and fuel to an air inlet passage of the engine when receiving an engine starting instruction.
Optionally, the hot air supply unit includes:
an air reservoir for storing air;
the heat exchanger comprises a combustion chamber, a heat conduction device and a heat exchange chamber which are sequentially arranged, and two ends of the heat exchange chamber are respectively connected with the air storage cylinder and the air passage;
the electromagnetic valve is arranged on a pipeline between the air cylinder and the heat exchange chamber and is used for communicating the air cylinder and the heat exchange chamber when receiving the preheating opening instruction;
the fuel supply unit is used for supplying fuel when receiving the preheating starting instruction;
and the injection ignition device is connected with the fuel supply unit and is used for starting when a preheating starting command is received, so that the fuel conveyed from the fuel supply unit is ignited in the combustion chamber, and heat is transferred to the heat exchange chamber through the heat conduction device.
Alternatively, the fuel supply unit includes a fuel tank and a fuel pump for delivering fuel in the fuel tank to the injection ignition device and each of the injectors.
Optionally, the fuel tank is a methanol tank for storing methanol.
Optionally, the fuel gas passage of the fuel injector is connected to the fuel supply unit.
In particular, the present invention also provides a cold start control method for controlling the air-assisted injection system of any one of the above, the method comprising:
starting the hot air supply unit and opening the air escape port upon receiving a warm-up start instruction, so that the hot air supply unit supplies heated air to each of the injectors to discharge cold air from the air escape port;
and closing the air escape port when a preheating end instruction is received.
Optionally, the warm-up end instruction is generated after the hot air providing unit is started for a preset time.
Optionally, after the step of turning off the hot air supply unit and the air escape port when receiving the warm-up end instruction, the method further comprises:
when an engine starting instruction is received, controlling the oil injector to suck corresponding hot air and fuel oil according to the actual air-fuel ratio and injecting the hot air and the fuel oil to an air inlet channel of the engine;
and controlling the hot air supply unit to stop working after the engine is successfully started.
In particular, the invention also provides a vehicle comprising an air-assisted injection system as described in any of the above.
In the preheating stage (namely when the engine is not started after a preheating starting instruction is received), the heated air provided by the hot air providing unit is used for heating the circulating airflow around the oil sprayer, the temperature of the oil sprayer and the fuel prestored in the oil sprayer can be raised by continuously purging the hot air, the gas dissipation hole is closed when the engine is started, and the hot air enters the engine from the inside of the oil sprayer to participate in combustion, so that the success rate of primary ignition is ensured.
Furthermore, the invention heats the gas in the fuel injector, so the hot air can not be mixed with the air in the engine intake system (without a throttle valve and a mixer), but is mixed with the atomized fuel in the fuel injector, when the fuel is injected, the hot air exchanges heat with the fuel to promote the fuel to evaporate, and simultaneously the fuel is crushed due to the relative motion with the fuel, so the injected fuel is atomized well finally, the heat exchange efficiency is higher, the oxygen in the mixed gas can not be lost, the full combustion of the methanol can be ensured, and the invention is favorable for the control of the air-fuel ratio.
Furthermore, because the oil injector is arranged at a position close to an inlet valve of the engine, the time for well atomized oil-gas mixture to enter the engine is greatly shortened, and simultaneously, because the air inflow required by the engine is extremely small when the engine is started, conditions are created for using a new low-temperature cold start control strategy, namely, when the engine is started, a throttle valve of the engine can be closed, and hot air injected by the oil injector can be controlled according to the actual air-fuel ratio requirement, so that the heat loss of the hot air is greatly reduced, and the quality of the well atomized oil-gas mixture is ensured.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a block diagram of the connections of an air-assisted injection system according to one embodiment of the present invention;
FIG. 2 is a schematic diagram of operation of a fuel injector of an air assisted injection system according to another embodiment of the present invention;
FIG. 3 is a schematic diagram of an air-assisted injection system according to another embodiment of the present invention;
FIG. 4 is a flow chart of a cold start control method according to one embodiment of the present invention;
fig. 5 is a flowchart of a cold start control method according to another embodiment of the present invention.
Detailed Description
FIG. 1 is a block diagram of the connections of an air-assisted injection system according to one embodiment of the present invention. As shown in fig. 1, in one embodiment, the air-assisted injection system includes a plurality of fuel injectors 10 and a hot air supply unit 200. Each fuel injector 10 is provided with an air passage 11 and an air escape port 12, and the air escape port 12 is controllably communicated with or blocked from the outside. The hot air supply unit 200 is connected to the air duct 11, and the air-assisted injection system is configured to activate the hot air supply unit 200 and open the air escape port 12 upon receiving a warm-up start command, so that the hot air supply unit 200 supplies heated air to each of the fuel injectors 10 to discharge cold air from the air escape port 12, and closes the air escape port 12 upon receiving a warm-up end command.
In the embodiment, in the preheating stage (that is, when the engine is not started after receiving a preheating start instruction), the heated air provided by the hot air providing unit 200 heats the circulating airflow around the fuel injector 10, and through the uninterrupted purging of the hot air, the temperature of the fuel injector 10 itself and the fuel pre-stored inside the fuel injector can be raised, and the gas dissipation hole is closed when the engine is started, and the hot air enters the engine from the inside of the fuel injector 10 to participate in combustion, so that the success rate of primary ignition is ensured.
FIG. 2 is a schematic diagram of the operation of a fuel injector 10 of an air assisted injection system according to another embodiment of the present invention. In a further embodiment, the injector 10 is further provided with a fuel air passage 13 for introducing fuel, and the injector 10 is further configured to control the injector 10 to suck corresponding hot air and fuel according to an actual air-fuel ratio and inject the hot air and fuel into an intake passage of the engine when receiving an engine starting command (see fig. 2). The controller can accurately calculate the equivalent of the required hot air and fuel according to the actual air-fuel ratio, corresponding hot air and fuel oil are sucked according to the calculated equivalent, the hot air and the fuel oil enter an air inlet channel of the engine to participate in combustion of the engine after being premixed in the fuel injector 10, and hot mixed gas entering the engine can heat an air channel, improve the atomization effect and achieve the aim of starting the engine at a low temperature.
Since the engine is not started during the warm-up phase, the throttle valve 80 is closed, and outside air cannot enter the intake passage of the engine. In the present embodiment, the gas is heated in the injector 10, so that the hot air is not mixed with the air in the engine intake system (not through the throttle valve 80 and the mixer), but is mixed with the atomized fuel in the injector 10, and during fuel injection, the hot air exchanges heat with the fuel to promote the fuel to evaporate, and simultaneously breaks the fuel due to the relative motion with the fuel, so that the sprayed fuel is atomized very well, the heat exchange efficiency is higher, oxygen in the mixed gas is not lost, sufficient combustion of methanol can be ensured, and air-fuel ratio control is facilitated.
Further, because the fuel injector 10 is arranged at a position close to the intake valve 90 of the engine, the time for well atomized fuel-air mixture to enter the engine is greatly shortened, and simultaneously, because the air inflow required by the engine is extremely small when the engine is started, conditions are created for using a new low-temperature cold start control strategy, namely, when the engine is started, the throttle valve 80 of the engine can be closed, and hot air injected by the fuel injector 10 can be controlled according to the actual air-fuel ratio requirement, so that the heat loss of the hot air is greatly reduced, and the quality of the well atomized fuel-air mixture is ensured.
FIG. 3 is a schematic diagram of an air-assisted injection system according to another embodiment of the present invention. As shown in fig. 3, in the present embodiment, the hot air supply unit 200 includes an air reservoir 20, a heat exchanger 30, a solenoid valve 40, a fuel supply unit 300, and an injection ignition device 50. The air reservoir 20 is used to store air. The heat exchanger 30 includes a combustion chamber 31, a heat transfer device 32, and a heat exchange chamber 33, which are sequentially arranged, and both ends of the heat exchange chamber 33 are connected to the air reservoir 20 and the air duct 11, respectively. The solenoid valve 40 is provided on a pipe between the air cylinder 20 and the heat exchange chamber 33 for communicating the air cylinder 20 and the heat exchange chamber 33 upon receiving a preheating opening command. The fuel supply unit 300 is configured to supply fuel when a warm-up start instruction is received. The injection ignition device 50 is connected to the fuel supply unit 300, and the injection ignition device 50 is configured to be activated upon receiving a warm-up start command to ignite the fuel supplied from the fuel supply unit 300 in the combustion chamber 31 and transfer heat to the heat exchange chamber 33 through the heat conduction device 32 to heat the air flowing out of the air reservoir 20, thereby supplying hot air to the fuel injector 10.
The present embodiment provides a specific hot air supply unit 200 capable of heating air efficiently.
In a further embodiment, the fuel supply unit 300 includes a fuel tank 60 and a fuel pump 70, and the fuel pump 70 is used to deliver fuel in the fuel tank 60 to the injection ignition device 50 and each of the injectors 10. Alternatively, the fuel tank 60 is a methanol tank for storing methanol. Of course, in other embodiments, the fuel tank 60 may store other types of fuel, and is not limited herein.
In one embodiment, the fuel rail 13 of the fuel injector 10 is connected to a fuel supply unit 300. That is, the fuel tank 60 of the vehicle in the present embodiment can serve as a fuel source for both the hot air supply unit 200 and the injector 10.
FIG. 4 is a flow chart of a cold start control method according to one embodiment of the invention. The present invention also provides a cold start control method for controlling an air-assisted injection system of any one or combination of the above embodiments. In one embodiment, as shown in fig. 4, the cold start control method includes:
in step S100, the hot air supply unit 200 is started upon receiving the warm-up start instruction and the air escape port 12 is opened, so that the hot air supply unit 200 supplies heated air to each of the injectors 10 to discharge cold air from the air escape port 12. The preheating starting instruction can be manually input or automatically generated, for example, a preheating button is arranged, the preheating starting instruction is generated when the preheating button is pressed down, or the system automatically generates the preheating starting instruction by judging that the ambient temperature is lower than a preset value after the vehicle is powered on. Specifically, the start hot air supply unit 200 includes the start oil pump 70, the solenoid valve 40, and the injection ignition device 50, and at this time, since the engine has not yet started ignition, the fuel injector 10 has not yet started, the fuel gas passage 13 of the fuel injector 10 has not yet communicated with the oil pump 70, and injection cannot be performed, and at this time, the cold air in the fuel injector 10 is discharged from the air escape port 12 only by the heated air.
Step S200, when the warm-up end instruction is received, closes the air escape port 12. Alternatively, the warm-up end command is generated after the hot air supply unit 200 is activated for a preset time. The preset time can be calibrated according to the actual condition, and the gas temperature can be considered to ensure the success of cold start after the preset time is reached.
In the embodiment, in the preheating stage (that is, when the engine is not started after receiving a preheating start instruction), the heated air provided by the hot air providing unit 200 heats the circulating airflow around the fuel injector 10, and through the uninterrupted purging of the hot air, the temperature of the fuel injector 10 itself and the fuel pre-stored inside the fuel injector can be raised, and the gas dissipation hole is closed when the engine is started, and the hot air enters the engine from the inside of the fuel injector 10 to participate in combustion, so that the success rate of primary ignition is ensured.
Fig. 5 is a flowchart of a cold start control method according to another embodiment of the present invention. In another embodiment, as shown in fig. 5, after step S200, the method further includes:
step S300, when an engine starting instruction is received, controlling the injector 10 to suck corresponding hot air and fuel according to the actual air-fuel ratio, and injecting the hot air and fuel into an air inlet channel of the engine. Since the density of the hot air is different from that of the cold air, the stoichiometric air-fuel ratio is adjusted and corrected to obtain an actual air-fuel ratio. The controller can accurately calculate the equivalent of the required hot air and fuel according to the actual air-fuel ratio, corresponding hot air and fuel oil are sucked according to the calculated equivalent, the hot air and the fuel oil enter an air inlet channel of the engine to participate in combustion of the engine after being premixed in the fuel injector 10, and hot mixed gas entering the engine can heat an air channel, improve the atomization effect and achieve the aim of starting the engine at a low temperature. Alternatively, throttle valve 80 is also controlled to close simultaneously when an engine start command is received.
And step S400, controlling the hot air supply unit 200 to stop working after the engine is successfully started. After the engine is successfully started, the hot air supply unit 200 is no longer required to provide hot air, and is therefore shut down.
Since the engine is not started during the warm-up phase, the throttle valve 80 is closed, and outside air cannot enter the intake passage of the engine. In the present embodiment, the gas is heated in the injector 10, so that the hot air is not mixed with the air in the engine intake system (not through the throttle valve 80 and the mixer), but is mixed with the atomized fuel in the injector 10, and during fuel injection, the hot air exchanges heat with the fuel to promote the fuel to evaporate, and simultaneously breaks the fuel due to the relative motion with the fuel, so that the sprayed fuel is atomized very well, the heat exchange efficiency is higher, oxygen in the mixed gas is not lost, sufficient combustion of methanol can be ensured, and air-fuel ratio control is facilitated.
Further, because the fuel injector 10 is arranged at a position close to the intake valve 90 of the engine, the time for well atomized fuel-air mixture to enter the engine is greatly shortened, and simultaneously, because the air inflow required by the engine is extremely small when the engine is started, conditions are created for using a new low-temperature cold start control strategy, namely, when the engine is started, the throttle valve 80 of the engine can be closed, and hot air injected by the fuel injector 10 can be controlled according to the actual air-fuel ratio requirement, so that the heat loss of the hot air is greatly reduced, and the quality of the well atomized fuel-air mixture is ensured.
The invention also provides a vehicle comprising an air-assisted injection system according to any one or combination of the above embodiments.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. An air-assisted injection system for an engine, comprising:
the fuel injectors are respectively provided with an air passage and an air dissipation port, and the air dissipation ports are communicated or blocked with the outside in a controlled manner; and
a hot air supply unit connected to the air duct, the air-assisted injection system being configured to activate the hot air supply unit and open the air escape port upon receiving a warm-up start command, such that the hot air supply unit supplies heated air to each of the injectors to discharge cold air from the air escape port, and closes the air escape port upon receiving a warm-up end command.
2. An air-assisted injection system according to claim 1,
the fuel injector is also provided with a fuel air passage for introducing fuel, and is also used for controlling the fuel injector to suck corresponding hot air and fuel according to the actual air-fuel ratio and inject the hot air and the fuel to an air inlet passage of the engine when receiving an engine starting instruction.
3. The air-assisted injection system of claim 1 or 2, wherein the hot air providing unit comprises:
an air reservoir for storing air;
the heat exchanger comprises a combustion chamber, a heat conduction device and a heat exchange chamber which are sequentially arranged, and two ends of the heat exchange chamber are respectively connected with the air storage cylinder and the air passage;
the electromagnetic valve is arranged on a pipeline between the air cylinder and the heat exchange chamber and is used for communicating the air cylinder and the heat exchange chamber when receiving the preheating opening instruction;
the fuel supply unit is used for supplying fuel when receiving the preheating starting instruction;
and the injection ignition device is connected with the fuel supply unit and is used for starting when a preheating starting command is received, so that the fuel conveyed from the fuel supply unit is ignited in the combustion chamber, and heat is transferred to the heat exchange chamber through the heat conduction device.
4. The air-assisted injection system of claim 3, wherein the fuel supply unit includes a fuel tank and a fuel pump for delivering fuel in the fuel tank to the injection ignition device and each of the injectors.
5. An air assisted injection system according to claim 4,
the fuel tank is a methanol tank for storing methanol.
6. An air-assisted injection system according to claim 1,
and the fuel gas channel of the fuel injector is connected with the fuel supply unit.
7. A cold start control method for controlling an air assisted injection system of any of claims 1 to 6, the method comprising:
starting the hot air supply unit and opening the air escape port upon receiving a warm-up start instruction, so that the hot air supply unit supplies heated air to each of the injectors to discharge cold air from the air escape port;
and closing the air escape port when a preheating end instruction is received.
8. The cold start control method according to claim 7,
the preheating end instruction is generated after the hot air providing unit is started for a preset time.
9. The cold start control method according to claim 7, further comprising, after the step of turning off the hot air supply unit and the air escape port upon receiving a warm-up end instruction:
when an engine starting instruction is received, controlling the oil injector to suck corresponding hot air and fuel oil according to the actual air-fuel ratio and injecting the hot air and the fuel oil to an air inlet channel of the engine;
and controlling the hot air supply unit to stop working after the engine is successfully started.
10. A vehicle comprising an air assisted injection system according to any of claims 1 to 6.
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| CN202110565028.XA CN113279889B (en) | 2021-05-24 | 2021-05-24 | Air auxiliary injection system for engine, cold start control method and vehicle |
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| CN202110565028.XA CN113279889B (en) | 2021-05-24 | 2021-05-24 | Air auxiliary injection system for engine, cold start control method and vehicle |
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| CN113279889B true CN113279889B (en) | 2022-05-17 |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101100967A (en) * | 2007-07-31 | 2008-01-09 | 奇瑞汽车有限公司 | Methanol fuel engine fuel oil jet system and its control method |
| CN203098123U (en) * | 2012-12-21 | 2013-07-31 | 山西华顿实业有限公司 | Cold start energy-saving device for automobile using methanol fuel |
| CN204783409U (en) * | 2015-06-08 | 2015-11-18 | 上海通用汽车有限公司 | Oil spraying device |
| CN110107437A (en) * | 2019-04-30 | 2019-08-09 | 上海理工大学 | Air-assisted atomization fuel injector and control method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102006057434A1 (en) * | 2006-12-06 | 2008-06-12 | Robert Bosch Gmbh | Vehicle with an internal combustion engine for ethanol-containing fuels and a heater |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101100967A (en) * | 2007-07-31 | 2008-01-09 | 奇瑞汽车有限公司 | Methanol fuel engine fuel oil jet system and its control method |
| CN203098123U (en) * | 2012-12-21 | 2013-07-31 | 山西华顿实业有限公司 | Cold start energy-saving device for automobile using methanol fuel |
| CN204783409U (en) * | 2015-06-08 | 2015-11-18 | 上海通用汽车有限公司 | Oil spraying device |
| CN110107437A (en) * | 2019-04-30 | 2019-08-09 | 上海理工大学 | Air-assisted atomization fuel injector and control method |
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Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee after: NANCHONG GEELY COMMERCIAL VEHICLE RESEARCH INSTITUTE CO.,LTD. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd. Patentee before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee before: NANCHONG GEELY COMMERCIAL VEHICLE RESEARCH INSTITUTE CO.,LTD. |
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Effective date of registration: 20240301 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Country or region after: China Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: Tianjin Alcohol Hydrogen Research and Development Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Country or region before: China Patentee before: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee before: NANCHONG GEELY COMMERCIAL VEHICLE RESEARCH INSTITUTE CO.,LTD. |