CN114810336A - Lean-burn internal combustion engine system and vehicle with same - Google Patents
Lean-burn internal combustion engine system and vehicle with same Download PDFInfo
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- CN114810336A CN114810336A CN202210482998.8A CN202210482998A CN114810336A CN 114810336 A CN114810336 A CN 114810336A CN 202210482998 A CN202210482998 A CN 202210482998A CN 114810336 A CN114810336 A CN 114810336A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 118
- 239000007789 gas Substances 0.000 claims abstract description 86
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 77
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 75
- 239000001257 hydrogen Substances 0.000 claims abstract description 75
- 238000002347 injection Methods 0.000 claims abstract description 55
- 239000007924 injection Substances 0.000 claims abstract description 55
- 239000003502 gasoline Substances 0.000 claims description 39
- 239000000446 fuel Substances 0.000 claims description 16
- 238000010248 power generation Methods 0.000 abstract description 11
- 238000000034 method Methods 0.000 description 7
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 6
- 238000005086 pumping Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
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- 239000001569 carbon dioxide Substances 0.000 description 3
- 238000005984 hydrogenation reaction Methods 0.000 description 3
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
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- 230000009471 action Effects 0.000 description 1
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- 238000002474 experimental method Methods 0.000 description 1
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- 238000011160 research Methods 0.000 description 1
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
- F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
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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
- F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
- F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
- F02M27/042—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism by plasma
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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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10255—Arrangements of valves; Multi-way valves
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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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
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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
- F02D41/0002—Controlling intake air
- F02D2041/0022—Controlling intake air for diesel engines by throttle control
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Physics & Mathematics (AREA)
- Plasma & Fusion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention provides a lean-burn internal combustion engine system and a vehicle with the same, wherein the lean-burn internal combustion engine system comprises an internal combustion engine controller; the switched reluctance motor is electrically connected with the internal combustion engine controller; the air compressor is connected with the switched reluctance motor; the turbine is connected with the switched reluctance motor, and the switched reluctance motor is positioned between the gas compressor and the turbine; the hydrogen injection lean-burn engine is communicated with the gas compressor through a throttle valve, the turbine is communicated with an air inlet manifold of the hydrogen injection lean-burn engine, and the hydrogen injection lean-burn engine is electrically connected with the internal combustion engine controller. The switched reluctance motor is controlled by the internal combustion engine controller to serve as a motor or a generator under different working conditions, the electric auxiliary pressurization function is realized when the switched reluctance motor serves as the motor, the turbine power generation function is realized when the switched reluctance motor serves as the generator, the utilization rate of high-grade energy in tail gas is improved, and the problem of low energy utilization rate of a traditional exhaust gas turbocharger is solved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a lean-burn internal combustion engine system and a vehicle with the same.
Background
Under the background of intensified greenhouse effect and increasingly tense petroleum resources, the call for reducing global carbon dioxide emission is higher and higher. Reducing automotive carbon dioxide emissions is a technical proposition that automotive manufacturers must consider. The low carbon of the automobile engine is an important technical research and development trend. At present, the most mature and popular vehicle engine is the gasoline engine. Common types of gasoline engines include an air inlet injection gasoline engine and an in-cylinder direct injection gasoline engine, and the fuel economy of the two gasoline engines is restricted by some factors, so that the two gasoline engines have further excavated space.
The traditional air inlet injection gasoline engine injects fuel into an air inlet, and controls an excess air coefficient lambda to be about 1 in order to ensure that a three-way catalyst works in a high-efficiency range under most of low-medium load working conditions; in order to meet the requirement of power output under the large-load working condition, the excess air coefficient is controlled to be about 0.88 of the concentration of the power mixed gas; under the cold starting working condition, because the fuel oil atomization is poor, the mixed gas needs to be enriched to enable the engine to be started smoothly. Port injection gasoline engines therefore have two major disadvantages: 1) the thicker mixed gas restricts the improvement of the cycle thermal efficiency of the engine; 2) and the pumping loss is large under the working condition that the opening degree of the throttle valve is small.
The direct injection gasoline engine has two types of lean combustion system and equivalence ratio combustion system. The direct injection gasoline engine with lean combustion system has partial load condition, mass regulation, no throttle, greatly reduced pumping loss, controlled air-fuel ratio in 25-40 or greater range, and obviously raised combustion heat efficiency. Lean-burn systems, however, require precise coordination of injection timing, spray characteristics, ignition timing, and airflow movement, which may otherwise result in unstable combustion or misfire. The in-cylinder direct injection engine adopting the equivalence ratio combustion system generally controls the excess air coefficient of most working conditions to be about 1, and adopts the throttle valve to control the load, so that the problems of unstable combustion and easy fire catching of a lean combustion system are solved, the pumping loss still exists, and the fuel economy is also reduced.
At present, the exhaust gas turbocharging technology is also a very popular vehicle engine technology, and a large number of experiments and researches prove that the exhaust gas turbocharging technology can improve the dynamic property and the economical efficiency of the engine and is an effective and technically mature technical means for recovering exhaust energy. However, in the conventional exhaust gas turbocharger, the boost value is adjusted through the exhaust gas relief valve to prevent the turbine from overspeed, and the exhaust gas passing through the exhaust gas relief valve is not used for pushing the turbine and is directly discharged into the atmosphere, so that the part of energy is not utilized at all, and energy loss is caused.
In addition, with the increasing prominence of the energy crisis, new energy sources for replacing fossil fuels attract more and more attention. The hydrogen is a novel alternative fuel with extremely high application potential due to the physicochemical characteristics of low unit mass, high calorific value, wide ignition limit, low ignition energy, high combustion speed, no carbon dioxide emission, less harmful emissions and the like. However, the hydrogen energy automobile using pure hydrogen as a single energy source does not have the condition of large-scale popularization and application because the technology for preparing and storing hydrogen in large quantity has high energy consumption and high cost, the vehicle-mounted hydrogen storage system has high cost, and the infrastructure such as a hydrogen station is not perfect.
Disclosure of Invention
The invention mainly aims to provide a lean-burn internal combustion engine system and a vehicle with the same, so as to solve the problem of low energy utilization rate of a traditional exhaust gas turbocharger.
In order to achieve the above object, according to one aspect of the present invention, there is provided a lean burn internal combustion engine system comprising: an internal combustion engine controller; the switched reluctance motor is electrically connected with the internal combustion engine controller; the air compressor is connected with the switched reluctance motor; the turbine is connected with the switched reluctance motor, and the switched reluctance motor is positioned between the gas compressor and the turbine; the hydrogen injection lean-burn engine is communicated with the gas compressor through a throttle valve, the turbine is communicated with an air inlet manifold of the hydrogen injection lean-burn engine, and the hydrogen injection lean-burn engine is electrically connected with the internal combustion engine controller.
Further, at least one of the rotating shaft of the compressor and the rotating shaft of the turbine is integrally formed with the rotor of the switched reluctance motor.
Further, the lean burn internal combustion engine system further comprises: the gasoline tank is used for supplying fuel to the hydrogen-injection lean-burn engine; the plasma generator is communicated with the gasoline tank; the inlet end of the gas storage tank is communicated with the plasma generator, the outlet end of the gas storage tank is communicated with the hydrogen-injection lean-burn engine, and the gas storage tank is used for storing gas generated in the plasma generator.
Further, the lean burn internal combustion engine system further comprises: the gas pressure sensor is arranged in the gas storage tank and used for detecting the pressure of gas in the gas storage tank, and the gas pressure sensor is electrically connected with the internal combustion engine controller.
Further, the lean burn internal combustion engine system further comprises: the alternating current generator is connected with the hydrogen-injection lean-burn engine and is electrically connected with the internal combustion engine controller; the battery is electrically connected with the internal combustion engine controller, the plasma generator, the alternating current generator and the switched reluctance motor; wherein the battery is used for providing electric energy for at least one of the internal combustion engine controller, the plasma generator and the switched reluctance motor, and/or the switched reluctance motor and the alternating current generator provide electric energy for the battery to charge the battery.
Further, the lean burn internal combustion engine system further comprises: and the air inlet pressure sensor is electrically connected with the internal combustion engine controller and is used for detecting the gas pressure in an air inlet manifold between the throttle valve and the hydrogen injection lean-burn engine.
Further, the air inlet manifold comprises an air inlet branch pipe, a plurality of channels are arranged in the air inlet branch pipe, an air inlet turning plate is arranged between every two adjacent channels, the air inlet turning plate is located between the throttle valve and the hydrogen injection lean-burn engine, the air inlet turning plate is provided with an initial position and a closing position, when the air inlet turning plate is located at the initial position, the channels adjacent to the air inlet turning plate are communicated with the hydrogen injection lean-burn engine, and when the air inlet turning plate is located at the closing position, the air inlet turning plate closes one of the channels.
Further, the plurality of channels comprise a lower channel and an upper channel, and when the air inlet turning plate is located at the initial position, the air inlet turning plate is located in the lower channel.
Further, the lean burn internal combustion engine system further comprises: and the internal combustion engine controller determines the required torque according to the opening information of the accelerator pedal.
According to another aspect of the invention, a vehicle is provided, comprising a lean-burn internal combustion engine system, the lean-burn internal combustion engine system being as described above.
By applying the technical scheme of the invention, the lean burn internal combustion engine system comprises an internal combustion engine controller, a switched reluctance motor, a gas compressor, a turbine and a hydrogen injection lean burn engine, the switched reluctance motor is arranged between the gas compressor and the turbine to replace a waste gas bypass mechanism of the traditional turbocharger, the switched reluctance motor is controlled by the internal combustion engine controller to be used as a motor or a generator under different working conditions, when the switched reluctance motor is used as the motor, an electric auxiliary supercharging function is realized, and when the switched reluctance motor is used as the generator, a turbine power generation function is realized, so that the problem of response delay of the acceleration working condition of the traditional turbocharger is solved, the utilization rate of high-grade energy in tail gas is further improved, and the problem of low energy utilization rate of the traditional waste gas turbocharger is solved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 shows a schematic block diagram of an embodiment of a lean burn internal combustion engine system according to the present disclosure;
FIG. 2 shows a schematic block diagram of an embodiment of a hydrogen injected lean burn engine according to the present disclosure;
fig. 3 shows a schematic structural view of an embodiment of the air intake flap according to the invention in the closed position;
fig. 4 shows a schematic structural view of an embodiment of the intake flap according to the invention in the initial position;
FIG. 5 shows a schematic of an all-regime lean-burn torque model control strategy for a lean-burn internal combustion engine system according to the present disclosure.
Wherein the figures include the following reference numerals:
1. an internal combustion engine controller; 2. an intake air pressure sensor; 3. a throttle valve; 4. a compressor; 5. a switched reluctance motor; 6. a battery; 7. a turbine; 8. an alternator; 9. a hydrogen-injected lean burn engine; 10. a gas pressure sensor; 11. a gas storage tank; 12. a plasma generator; 13. a gasoline tank; 18. a hydrogen gas circuit; 19. an oil injector; 20. a hydrogen gas injector; 21. a spark plug; 22. a lean burn gasoline engine piston; 23. an accelerator pedal; 24. an air inlet turning plate; 25. a lower channel; 26. an upper channel; 27. a gasoline pipeline.
Detailed Description
It should be noted that, in the present application, the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the accompanying drawings 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 terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise 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.
Exemplary embodiments according to the present application will now be described in more detail with reference to the accompanying drawings. These exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to only the embodiments set forth herein. It is to be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art, in the drawings, it is possible to enlarge the thicknesses of layers and regions for clarity, and the same devices are denoted by the same reference numerals, and thus the description thereof will be omitted.
Referring to fig. 1-5, according to an embodiment of the present application, a lean burn internal combustion engine system is provided.
Specifically, as shown in fig. 1, the lean burn internal combustion engine system includes: the system comprises an internal combustion engine controller 1, a switched reluctance motor 5, a compressor 4, a turbine 7 and a hydrogen injection lean burn engine 9. The switched reluctance motor 5 is electrically connected with the internal combustion engine controller 1, the gas compressor 4 is connected with the switched reluctance motor 5, the turbine 7 is connected with the switched reluctance motor 5, the switched reluctance motor 5 is located between the gas compressor 4 and the turbine 7, the hydrogen-injection lean-burn engine 9 is communicated with the gas compressor 4 through the throttle valve 3, the turbine 7 is communicated with an air inlet manifold of the hydrogen-injection lean-burn engine 9, and the hydrogen-injection lean-burn engine 9 is electrically connected with the internal combustion engine controller 1.
By applying the technical scheme of the embodiment, the lean burn internal combustion engine system comprises an internal combustion engine controller 1, a switched reluctance motor 5, a gas compressor 4, a turbine 7 and a hydrogen injection lean burn engine 9, the switched reluctance motor 5 is arranged between the gas compressor 4 and the turbine 7 to replace a waste gas bypass mechanism of a traditional turbocharger, the switched reluctance motor 5 is controlled by the internal combustion engine controller 1 to serve as a motor or a generator under different working conditions, an electric auxiliary boosting function is realized when the switched reluctance motor 5 serves as the motor, and a turbine power generation function is realized when the switched reluctance motor 5 serves as the generator.
The shape shown in fig. 1 as 14 indicates a mechanical connection, the shape shown as 15 indicates an intake or exhaust line, the arrow shown as 16 indicates an electric power flow direction, and the arrow shown as 17 indicates an electric connection direction. Further, at least one of the rotating shaft of the compressor 4 and the rotating shaft of the turbine 7 is integrally formed with the rotor of the switched reluctance motor 5.
The lean-burn internal combustion engine system further comprises a gasoline tank 13, a plasma generator 12 and a gas storage tank 11, wherein the gasoline tank 13 is used for supplying fuel oil to the hydrogen-injection lean-burn engine 9, the plasma generator 12 is communicated with the gasoline tank 13, the inlet end of the gas storage tank 11 is communicated with the plasma generator 12, the outlet end of the gas storage tank 11 is communicated with the hydrogen-injection lean-burn engine 9, and the gas storage tank 11 is used for storing gas generated in the plasma generator 12. Specifically, the gas generated in the plasma generator 12 is hydrogen gas. The gasoline in the gasoline tank 13 is fed to the plasma generator 12 through the hydrogen line 18 as a raw material for producing hydrogen gas, and the produced hydrogen gas is stored in the gas tank 11 and supplied to the hydrogen-injection lean-burn engine 9 through the hydrogen line 18 at a constant rate. The technical effect of on-line hydrogen production is realized, hydrogen in the gas storage tank 11 can be supplied to the hydrogen injection lean-burn engine 9, and the reliability of the lean-burn internal combustion engine system is improved.
The lean-burn internal combustion engine system further comprises a gas pressure sensor 10, the gas pressure sensor 10 is arranged in the gas storage tank 11, the gas pressure sensor 10 is used for detecting the pressure of gas in the gas storage tank 11, and the gas pressure sensor 10 is electrically connected with the internal combustion engine controller 1. The arrangement is in the process of using the plasma generator 12 to produce hydrogen, when the gas pressure sensor 10 monitors that the pressure in the gas storage tank 11 is greater than the maximum gas storage pressure value, hydrogen production is stopped, and when the pressure of the hydrogen in the gas storage tank 11 is consumed to be lower than the minimum gas storage pressure value, rapid hydrogen production is restarted, so that the safety of the gas storage tank 11 for storing high-pressure hydrogen can be improved.
The lean-burn internal combustion engine system further comprises an alternating current generator 8 and a battery 6, wherein the alternating current generator 8 is connected with a hydrogen-injection lean-burn engine 9, the alternating current generator 8 is electrically connected with the internal combustion engine controller 1, and the battery 6 is electrically connected with the internal combustion engine controller 1, the plasma generator 12, the alternating current generator 8 and the switched reluctance motor 5. Here, the battery 6 is used to supply electric power to at least one of the internal combustion engine controller 1, the plasma generator 12, and the switched reluctance motor 5, or the switched reluctance motor 5 and the alternator 8 supply electric power to the battery 6 to charge the battery 6. In the embodiment, the switched reluctance motor 5 and the alternating current generator 8 in the system are jointly controlled by the internal combustion engine controller 1, so that the normal realization of the turbine power generation and the electric auxiliary boosting function is ensured, the electric energy supply in the hydrogen production process and the electric energy supply of an electric control system are ensured, and the over-charge or over-discharge phenomenon of the battery 6 is avoided.
The lean-burn internal combustion engine system further comprises an air inlet pressure sensor 2, the air inlet pressure sensor 2 is electrically connected with the internal combustion engine controller 1, and the air inlet pressure sensor 2 is used for detecting the gas pressure in an air inlet manifold between the throttle valve 3 and the hydrogen injection lean-burn engine 9. In the embodiment, when the intake pressure sensor 2 detects that the gas pressure exceeds the target threshold, that is, when the boost value is too large, the internal combustion engine controller 1 controls the switched reluctance motor 5 to operate as a generator, so that the reliability of the lean-burn internal combustion engine system is improved.
The air inlet manifold comprises an air inlet branch pipe, a plurality of channels are arranged in the air inlet branch pipe, an air inlet turning plate 24 is arranged between two adjacent channels, the air inlet turning plate 24 is located between the throttle valve 3 and the hydrogen injection lean-burn engine 9, the air inlet turning plate 24 has an initial position and a closing position, when the air inlet turning plate 24 is located at the initial position, the channels adjacent to the air inlet turning plate 24 are communicated with the hydrogen injection lean-burn engine 9, and when the air inlet turning plate 24 is located at the closing position, the air inlet turning plate 24 closes one of the channels. In the present exemplary embodiment, the internal combustion engine controller 1 controls the intake flap 24 in the initial position or in the closed position to adapt to the air flow movements of different operating conditions.
The plurality of passages includes a lower passage 25 and an upper passage 26, and when the intake flap 24 is in the initial position, the intake flap 24 is located within the lower passage 25. As shown in fig. 4, which is a schematic structural diagram of the intake flap 24 located at the initial position, when the hydrogen injection lean-burn engine 9 is under a heavy-load working condition, the intake flap 24 opens the lower channel 25 of the intake manifold, so that the flow area of the intake channel is maximized, and it is ensured that the hydrogen injection lean-burn engine 9 can intake air more sufficiently under the heavy-load working condition.
As shown in fig. 3, which is a schematic structural diagram of the intake flap 24 in the closed position, when the engine is in a working condition with a small load and a small intake air amount, the intake flap 24 closes the lower passage 25 of the intake manifold, and the air flow completely enters the cylinder of the hydrogen-injection lean-burn engine 9 through the upper passage 26 of the intake manifold, so that the air flow speed is accelerated, the air flow movement is strengthened, and the formation of a local hydrogen-rich mixture is facilitated.
Referring to fig. 2, which is a schematic cross-sectional view of a hydrogen injection lean burn engine 9 according to the present application, an injector 19 is installed in an intake passage, a hydrogen injector 20 is installed at a side of a combustion chamber, and an ignition plug 21 is installed at a center of the combustion chamber. The top of the piston 22 of the lean-burn gasoline engine is provided with a pit which is matched with the shape of an air inlet channel and an air inlet turning plate 24 to generate stable air inlet vortex in the cylinder. Meanwhile, the hydrogen injector 20 is controlled to inject quantitative hydrogen into the cylinder at the tail end of a compression stroke, the hydrogen forms layered mixed gas under the action of vortex motion, the concentration of the hydrogen around the spark plug 21 is high, and the concentration of the hydrogen far away from the spark plug 21 is low, so that the hydrogen is reliably ignited, and lean gasoline combustible mixed gas in the cylinder is ignited.
The lean-burn internal combustion engine system further comprises an accelerator pedal 23, the accelerator pedal 23 is electrically connected with the internal combustion engine controller 1, and the internal combustion engine controller 1 determines the required torque according to the opening degree information of the accelerator pedal 23. In the embodiment, the operation conditions of the lean-burn internal combustion engine system are divided into a stratified lean-burn mode and a homogeneous lean-burn mode according to the magnitude of the required torque. FIG. 5 is a schematic diagram illustrating an all-operating lean-burn torque model control strategy for a lean-burn internal combustion engine system according to the present application. When the torque demand is less than a certain value, the stratified lean combustion mode is adopted, the throttle valve 3 is in the full-open position to reduce the pumping loss, the excess air coefficient lambda is kept at a larger fixed value, and the load of the engine is adjusted by adjusting the supercharging value. When the torque demand is larger than a certain value, the engine enters a stratified lean combustion mode, in order to ensure the dynamic property of the engine, the excess air coefficient lambda needs to be reduced to enrich the mixed gas, the supercharging value is stabilized at the maximum value, and the load of the engine is controlled by adjusting the opening degree of the throttle valve 3.
The lean-burn internal combustion engine system in the above embodiment may also be applied to the technical field of vehicles, that is, according to a specific embodiment of the present application, a vehicle is provided, which includes the lean-burn internal combustion engine system in the above embodiment.
By applying the technical scheme of the embodiment, the lean burn internal combustion engine system comprises an internal combustion engine controller 1, a switched reluctance motor 5, a gas compressor 4, a turbine 7 and a hydrogen injection lean burn engine 9, the switched reluctance motor 5 is arranged between the gas compressor 4 and the turbine 7 to replace a waste gas bypass mechanism of a traditional turbocharger, the switched reluctance motor 5 is controlled by the internal combustion engine controller 1 to serve as a motor or a generator under different working conditions, an electric auxiliary boosting function is realized when the switched reluctance motor 5 serves as the motor, and a turbine power generation function is realized when the switched reluctance motor 5 serves as the generator.
In an exemplary embodiment of the present application, the gas pressure sensor 10, the intake pressure sensor 2, the accelerator pedal 23, and sensors (including a crank speed sensor, a camshaft phase sensor, a water temperature sensor, etc.) mounted on the hydrogen injection lean-burn engine 9 are connected to the engine controller 1 through electric wires, and the engine controller 1 is connected to the switched reluctance motor 5, the alternator 8, the plasma generator 12, the fuel injector 19 mounted on the hydrogen injection lean-burn engine 9, and the hydrogen injector 20 through signal wires, and generates control signals to control their operation.
In another exemplary embodiment of the present application, during an acceleration condition, the engine boost value needs to be increased rapidly with the increase of the required torque, when the internal combustion engine controller 1 receives an acceleration command from the accelerator pedal 23, in order to overcome the turbo lag caused by the rotational inertia of the impeller of the supercharger, the internal combustion engine controller 1 controls the switched reluctance motor 5 to enter the motor operation mode, the battery 6 supplies electric energy to the switched reluctance motor 5, and the electric energy is completely converted into mechanical energy of the switched reluctance motor 5 to drive the turbine shaft to rotate in an accelerating manner, so that the flow rate of the compressor 4 is increased rapidly, and the boost value is increased. When the engine is in a steady-state working condition, the internal combustion engine controller 1 performs closed-loop control on a supercharging value, when the air inlet pressure sensor 2 monitors that the air inlet pressure is larger than a target air inlet pressure, namely the supercharging value is overlarge, the internal combustion engine controller 1 controls the switched reluctance motor 5 to work as a generator, namely, mechanical energy of the switched reluctance motor 5 is converted into electric energy to be stored in the battery 6, and the braking torque generated under the power generation working condition acts on the turbine shaft to reduce the rotating speed of the turbine shaft, so that the flow of the compressor 4 is reduced, and the air inlet pressure is reduced. When the actual air inlet pressure is lower than the target air inlet pressure, the power generation intensity of the switched reluctance motor 5 is reduced, namely the braking torque acting on the turbine shaft is reduced, so that the rotating speed of the air compressor 4 is increased, and the air inlet pressure is increased.
In another exemplary embodiment of the present application, the gasoline supply of the lean burn internal combustion engine system is realized by the gasoline tank 13, the gasoline line 27, and the fuel injector 19, and the hydrogen supply of the lean burn internal combustion engine system is realized by the plasma generator 12, the gas tank 11, the gas pressure sensor 10, and the hydrogen injector 20. The method comprises the steps of supplying gasoline to an internal combustion engine by adopting an intake manifold multipoint electric spraying mode, wherein the gasoline is used as a main fuel, the hydrogen is supplied into a cylinder by adopting an in-cylinder direct spraying mode, and the hydrogen is used as an auxiliary fuel. Gasoline is stored in the gasoline tank 13, and is finally injected to an upper channel 26 of the intake manifold by the fuel injector 19 through a gasoline pipeline 27 to form a relatively thin gasoline mixture which enters a cylinder of the hydrogen-injection lean-burn engine 9. Gasoline in the gasoline tank 13 is delivered to the plasma generator 12 through the hydrogen pipeline 18 to produce hydrogen, the hydrogen is stored in the gas storage tank 11, then the hydrogen is supplied to the hydrogen injection lean-burn engine 9 through the hydrogen pipeline 18 at a certain speed, finally the hydrogen is injected into a cylinder through the hydrogen injector 20, and the fuel injection time and the air inlet turning plate 24 are controlled to ensure that the combustion chamber is locally rich in hydrogen, so that the relatively lean gasoline mixture is rapidly ignited.
The lean burn internal combustion engine system of the present application uses the plasma generator 12 to produce hydrogen gas, which is stored in the gas tank 11 and then supplied to the cylinders of the hydrogen-injected lean burn engine 9 at a rate and strategy. The operation of the plasma generator 12 is controlled by the engine controller 1, and during the operation of the lean burn engine system, the plasma generator 12 produces hydrogen at a constant rate greater than the maximum hydrogen consumption rate, and the electric energy required during the hydrogen production process is derived from the electric energy stored in the battery 6 generated by the switched reluctance motor 5 and the alternator 8. The lean-burn internal combustion engine system can produce hydrogen on line, and solves the problem of inconvenient hydrogenation of a hydrogenation station caused by imperfect basic measures such as the hydrogenation station and the like. In addition, the lean-burn internal combustion engine system adopts a larger throttle opening degree in partial working conditions, stabilizes the excess air coefficient at a higher value, and adopts different supercharging values to realize the regulation of the engine load, so that on one hand, the theoretical cycle efficiency can be improved through lean-burn, on the other hand, the pumping loss caused by the throttle 3 is reduced, and the mechanical efficiency is improved. And the excess air coefficient is reduced under the large-load working condition, a constant supercharging value is adopted, and the load is adjusted through the opening of a throttle valve, so that the power requirement of the whole vehicle can be ensured.
From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:
1) the combustion stability and ignition reliability of the traditional lean combustion mode can be improved by adopting a quick combustion technology with local hydrogen enrichment, the combustion speed in the cylinder is higher due to the characteristic of high combustion speed of hydrogen, the heat release process is closer to a top dead center, the combustion heat efficiency can be improved, and the lower fuel consumption rate is achieved. The characteristic that hydrogen is easy to catch fire can be utilized, and the conditions of difficult starting, high oil consumption and high emission caused by poor gasoline atomization and poor mixed gas forming condition under the cold starting working condition are improved.
2) A switched reluctance motor 5 is integrated between the compressor 4 and the turbine 7, and the functions of electric auxiliary supercharging and turbine power generation can be realized on the basis of realizing air inlet supercharging. The function of electrically assisted boosting may improve the transient responsiveness of the supercharger. The turbine power generation function can replace a pressure relief mechanism and an electric control pressurization system on the traditional turbocharger, when the actual intake pressure is higher than the target intake pressure, namely, the braking torque generated when the switched reluctance motor 5 is in the power generation working condition is utilized to reduce the turbine rotating speed, so that the degree of pressurization is reduced, the utilization rate of the exhaust gas turbocharger to exhaust gas is further improved through the turbine power generation function, the technical effects of recovering the energy of the exhaust gas and improving the working efficiency of the hydrogen-injection lean-burn engine 9 are realized, and the purpose of reducing the fuel consumption of the whole vehicle to reduce the carbon emission is achieved.
3) The full-working-condition lean-burn torque control model has the following advantages: the throttle valve 3 is kept at a larger opening degree under the working conditions of medium and small loads, so that the working efficiency of the turbocharger is improved, and the pumping loss of the traditional gasoline engine under the working conditions is avoided; the fuel economy of the hydrogen-injection lean-burn engine 9 can be effectively improved by adopting the mixed gas with a large excess air coefficient, the combustion is more sufficient, the emission of CO and HC is reduced, and the combustion temperature can be reduced, so that the emission of NOx is reduced.
Spatially relative terms, such as "above … …," "above … …," "above … … surface," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition to the foregoing, it should be noted that reference throughout this specification to "one embodiment," "another embodiment," "an embodiment," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment described generally throughout this application. The appearances of the same phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is submitted that it is within the scope of the invention to effect such feature, structure, or characteristic in connection with other embodiments.
In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. 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.
Claims (10)
1. A lean burn internal combustion engine system, comprising:
an internal combustion engine controller (1);
the switched reluctance motor (5), the switched reluctance motor (5) is electrically connected with the internal combustion engine controller (1);
the air compressor (4), the said air compressor (4) is connected with said switched reluctance motor (5);
the turbine (7), the turbine (7) is connected with the switched reluctance motor (5), and the switched reluctance motor (5) is positioned between the compressor (4) and the turbine (7);
the hydrogen injection lean-burn engine (9) is communicated with the compressor (4) through a throttle valve (3), the turbine (7) is communicated with an air inlet manifold of the hydrogen injection lean-burn engine (9), and the hydrogen injection lean-burn engine (9) is electrically connected with the internal combustion engine controller (1).
2. A lean burn internal combustion engine system according to claim 1, wherein at least one of the rotary shaft of the compressor (4) and the rotary shaft of the turbine (7) is integrally formed with the rotor of the switched reluctance motor (5).
3. The lean burn internal combustion engine system according to claim 1 or 2, further comprising:
a gasoline tank (13), the gasoline tank (13) being used for supplying fuel to the hydrogen-injection lean-burn engine (9);
the plasma generator (12), the said plasma generator (12) is communicated with said gasoline tank (13) and set up;
the inlet end of the gas storage tank (11) is communicated with the plasma generator (12), the outlet end of the gas storage tank (11) is communicated with the hydrogen-injection lean-burn engine (9), and the gas storage tank (11) is used for storing gas generated in the plasma generator (12).
4. The lean burn internal combustion engine system of claim 3, further comprising:
the gas pressure sensor (10), gas pressure sensor (10) set up in gas holder (11), gas pressure sensor (10) are used for detecting the pressure of gas in gas holder (11), gas pressure sensor (10) with internal-combustion engine controller (1) electric connection.
5. The lean burn internal combustion engine system of claim 3, further comprising:
an alternator (8), the alternator (8) being connected to the hydrogen-injection lean-burn engine (9), the alternator (8) being electrically connected to the engine controller (1);
a battery (6), wherein the battery (6) is electrically connected with the internal combustion engine controller (1), the plasma generator (12), the alternating current generator (8) and the switched reluctance motor (5);
wherein the battery (6) is used for providing electric energy for at least one of the internal combustion engine controller (1), the plasma generator (12) and the switched reluctance motor (5), and/or the switched reluctance motor (5) and the alternator (8) provide electric energy for the battery (6) to charge the battery (6).
6. The lean burn internal combustion engine system of claim 1, further comprising:
the air inlet pressure sensor (2), air inlet pressure sensor (2) with internal-combustion engine controller (1) electric connection, air inlet pressure sensor (2) are used for detecting the gas pressure in the air intake manifold between throttle valve (3) and the hydrogen injection lean-burn engine (9).
7. A lean burn internal combustion engine system according to claim 6, wherein the intake manifold comprises an intake branch pipe, a plurality of passages are arranged in the intake branch pipe, an intake flap (24) is arranged between two adjacent passages, the intake flap (24) is located between the throttle valve (3) and the hydrogen injection lean burn engine (9), the intake flap (24) has an initial position and a closed position, when the intake flap (24) is located at the initial position, the passages adjacent to the intake flap (24) are both communicated with the hydrogen injection lean burn engine (9), and when the intake flap (24) is located at the closed position, the intake flap (24) closes one of the passages.
8. A lean burn internal combustion engine system according to claim 7 wherein the plurality of passages comprises a lower passage (25) and an upper passage (26), the intake flap (24) being located within the lower passage (25) when the intake flap (24) is in the initial position.
9. The lean burn internal combustion engine system of claim 6, further comprising:
the accelerator pedal (23), the accelerator pedal (23) is electrically connected with the internal combustion engine controller (1), and the internal combustion engine controller (1) determines the required torque according to the opening information of the accelerator pedal (23).
10. A vehicle comprising a lean burn internal combustion engine system, wherein the lean burn internal combustion engine system is the lean burn internal combustion engine system of any one of claims 1 to 9.
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Application publication date: 20220729 |