CN114962094A - Combustion system and control method thereof - Google Patents

Combustion system and control method thereof Download PDF

Info

Publication number
CN114962094A
CN114962094A CN202210501804.4A CN202210501804A CN114962094A CN 114962094 A CN114962094 A CN 114962094A CN 202210501804 A CN202210501804 A CN 202210501804A CN 114962094 A CN114962094 A CN 114962094A
Authority
CN
China
Prior art keywords
air
egr
control valve
gas
tank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202210501804.4A
Other languages
Chinese (zh)
Other versions
CN114962094B (en
Inventor
曾凡
王雪鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weichai Power Co Ltd
Original Assignee
Weichai Power Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weichai Power Co Ltd filed Critical Weichai Power Co Ltd
Priority to CN202210501804.4A priority Critical patent/CN114962094B/en
Publication of CN114962094A publication Critical patent/CN114962094A/en
Application granted granted Critical
Publication of CN114962094B publication Critical patent/CN114962094B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • 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
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • 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
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • 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
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M2026/001—Arrangements; Control features; Details
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

The application relates to the technical field of engines, and discloses a combustion system and a control method thereof, wherein the combustion system comprises a combustion chamber, an oil supply system, an air inlet system, an exhaust system and a jet branch pipe, wherein: the oil supply system is communicated with the combustion chamber through an oil injector, the exhaust system is communicated with the combustion chamber through an exhaust pipe, and the air inlet system and the air injection branch pipe are communicated with the combustion chamber; the combustion system further comprises an air compressor, and the air injection branch pipe is communicated with the air compressor through a first control valve. According to the combustion system, the air-fuel ratio in the combustion chamber can be increased by arranging the air injection branch pipe to be communicated with the air compressor, so that the smoke emission of the engine is improved.

Description

Combustion system and control method thereof
Technical Field
The application relates to the technical field of engines, in particular to a combustion system and a control method thereof.
Background
The engine has different performance limiting factors in each working condition area, and when the engine is in a low-speed working condition and in a large-torque area, the condition of small air-fuel ratio is caused due to low rotating speed, high load, large fuel injection quantity and small air inflow, so that the smoke emission of the engine is amplified. Therefore, how to increase the air-fuel ratio is a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
The application can provide a combustion system and a control method thereof, which are used for solving the problem of small air-fuel ratio when an engine is under a low-speed working condition.
In order to achieve the above object, in one aspect, the present application provides a combustion system including a combustion chamber, an oil supply system, an air intake system, an exhaust system, and a branch pipe, wherein: the oil supply system is communicated with the combustion chamber through an oil injector, the exhaust system is communicated with the combustion chamber through an exhaust pipe, and the air inlet system and the air injection branch pipe are communicated with the combustion chamber;
the combustion system further comprises an air compressor, and the air injection branch pipe is communicated with the air compressor through a first control valve.
The application provides a combustion system, through setting up jet-propelled branch pipe and combustion chamber intercommunication, and the jet-propelled branch pipe communicates with the air compressor machine through first control valve. When the engine is in a low-speed section high-torque working condition, air is firstly sent into the combustion chamber through the air inlet system, then the first control valve is opened after the air inlet valve is closed, so that the air compressor can send the air into the combustion chamber through the air injection branch pipe, and the air quantity in the combustion chamber is increased. When the air inlet valve is closed, the volume of the piston is maximum, the pressure in the cylinder is low, and a large amount of compressed air can be sprayed in; and because the inlet valve is closed, the injection does not influence the air inlet process, the charging efficiency in the cylinder cannot be reduced, and the waste caused by the injected gas flowing back to the air inlet pipeline cannot be caused. Therefore, the air-fuel ratio in the combustion chamber is improved by the injected gas under the low-speed working condition, so that the smoke emission of the engine can be effectively improved.
Therefore, this application is through setting up the injection branch and communicate with the air compressor machine, can increase the air-fuel ratio in the combustion chamber to improve the smoke intensity of engine and discharge.
Preferably, the exhaust pipe is communicated with the exhaust pipe, and the jet branch pipe is communicated with the EGR system through a second control valve.
Preferably, the EGR gas storage tank is communicated with the EGR system through a third control valve, and the jet branch pipe is communicated with the EGR gas storage tank through the second control valve.
Preferably, the EGR system includes an EGR cooler, and the EGR gas tank communicates with an outlet of the EGR cooler.
Preferably, the air compressor further comprises an air tank which is communicated with the air compressor through a fourth control valve, and the air injection branch pipe is communicated with the air tank through the first control valve.
In another aspect, the present application provides a control method of a combustion system as described above, including:
detecting the operating condition point of an engine, and judging whether the engine is in a low-speed operating area;
when the engine is in a low-speed running area, judging whether the engine needs to supplement gas or not according to a preset working condition point;
when the engine needs to be supplemented with gas, judging the type of the gas which needs to be supplemented to the engine;
when the engine needs to be supplemented with air, the air injection branch pipe is controlled to inject air into the combustion chamber according to the required air quantity.
Preferably, when the jet branch pipe is further communicated with an EGR system, the control method further comprises:
when the engine needs to supplement the exhaust gas, the gas injection branch pipe is controlled to inject gas into the combustion chamber according to the required exhaust gas quantity.
Preferably, when the combustion system includes an EGR gas tank, the controlling the EGR system to blow gas into the gas injection branch pipe further includes:
when the amount of the exhaust gas in the EGR gas storage tank is larger than or equal to the required amount of the exhaust gas, controlling a second control valve to be opened, and controlling a third control valve to be closed, so that the EGR gas storage tank directly injects gas to the gas injection branch pipe;
and when the air quantity in the EGR gas storage tank is smaller than the required waste gas quantity, controlling the second control valve and the third control valve to be opened so that the EGR gas storage tank injects air to the air injection branch pipe after the EGR system provides waste gas to the EGR gas storage tank.
Preferably, when the combustion system includes an air tank, the controlling the air compressor to blow the blow branch pipe further includes:
when the air quantity in the air tank is larger than or equal to the required air quantity, controlling a first control valve to be opened and controlling a fourth control valve to be closed so that the air tank directly blows air to the air blowing branch pipe;
and when the air quantity in the air tank is smaller than the required air quantity, controlling the first control valve and the fourth control valve to be opened so that the air tank blows air to the air blowing branch pipe after the air compressor provides air to the air tank.
Preferably, when the jet branch pipe is communicated with the EGR system through a second control valve and when the engine is in a low-speed operation region, before determining whether the engine needs to be supplemented with gas according to a preset operating point, the method further comprises the following steps:
closing the second control valve.
Preferably, when the jet branch pipe is communicated with the EGR system through an EGR air storage tank and when the engine is not in a low-speed operation region, the method further comprises the following steps:
judging whether the second control valve is in an open state or not;
when the second control valve is in an open state, judging whether the EGR gas storage tank is full of waste gas or not;
when the EGR reservoir is not full of exhaust gas, a third control valve is opened.
Drawings
FIG. 1 is a schematic illustration of a combustion system according to an embodiment of the present disclosure;
FIG. 2 is a schematic view of a combustor in an embodiment of the present application;
fig. 3 is a flowchart of a control method in the embodiment of the present application.
In the figure:
1-a combustion chamber; 2-an air intake system; 3-an exhaust pipe; 4-an exhaust system; 5-an oil supply system; 6-a gas injection branch pipe; 7-fuel injector; 8, an air compressor; 9-a first control valve; 10-air tank; 11-a fourth control valve; 12-an EGR system; 13-a second control valve; 14-an EGR gas tank; 15-a third control valve; 16-a cylinder; 17-cylinder head.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, an embodiment of the present invention provides a combustion system, which includes a combustion chamber 1, an oil supply system 5, an air intake system 2, an exhaust system 4, an air compressor 8, and a branch pipe 6. The oil supply system 5 can be communicated with the combustion chamber 1 through an oil injector 7 so as to inject fuel into the combustion chamber 1; the air intake system 2 is communicated with the combustion chamber 1 so as to inject air into the combustion chamber 1; the exhaust system 4 is communicated with the combustion chamber 1 through an exhaust pipe 3 so as to discharge waste gas generated after fuel and air in the combustion chamber 1 are mixed and combusted through the exhaust pipe 3 and the combustion chamber 1; one end of the air injection branch pipe 6 is communicated with the air compressor 8 through the first control valve 9, and the other end of the air injection branch pipe is communicated with the combustion chamber 1, so that air can be injected into the combustion chamber 1 through the air compressor 8.
The combustion system is communicated with the combustion chamber 1 by arranging the branch gas injection pipe 6, and the branch gas injection pipe 6 is communicated with the air compressor 8 through the first control valve 9. When the engine is in a low-speed section and high-torque working condition, air is firstly sent into the combustion chamber 1 through the air inlet system 2, then the first control valve 9 is opened after an air inlet valve is closed, so that the air compressor 8 can send the air into the combustion chamber 1 through the air injection branch pipe 6, and the air quantity in the combustion chamber 1 is increased. When the air inlet valve is closed, the volume of the piston is maximum, the pressure in the cylinder is low, and a large amount of compressed air can be sprayed in; and because the inlet valve is closed, the injection does not influence the air inlet process, the charging efficiency in the cylinder cannot be reduced, and the waste caused by the injected gas flowing back to the air inlet pipeline cannot be caused. Therefore, the air-fuel ratio in the combustion chamber 1 is improved by the injected gas under the low-speed working condition, so that the smoke emission of the engine can be effectively improved.
With continued reference to fig. 1, the air injection branch pipe 6 is communicated with the air compressor 8 through the air tank 10, it can also be understood that the air injection branch pipe 6 is communicated with the air tank 10 through the first control valve 9, the air tank 10 can also be communicated with the air compressor 8 through the fourth control valve 11, so that the air can be firstly pressed into the air tank 10 by the air compressor 8 for storage, when the air injection branch pipe 6 needs to inject air into the combustion chamber 1, the first control valve 9 can be opened, and thus the air in the air tank 10 is injected into the combustion chamber 1.
With continued reference to fig. 1, the combustion system may further include an EGR system 12, the EGR system 12 being in communication with the exhaust pipe 3 and being operable to re-inject a portion of exhaust gas resulting from combustion through the intake system 2 into the combustion chamber 1 for combustion, thereby reducing nitrogen oxides in the exhaust gas and improving fuel economy. Furthermore, the branch gas injection pipe 6 can communicate with the EGR system 12 through the second control valve 13, so that part of the exhaust gas in the EGR system 12 is injected into the combustion chamber 1 through the branch gas injection pipe 6.
When the engine is in a low-speed common working condition, the driving pressure difference is small due to low exhaust pressure, the EGR rate is low, and finally the nitrogen oxide emission is amplified. In the combustion system, the branch gas injection pipe 6 is connected to the EGR system 12, whereby a fixed amount of EGR gas can be injected into the combustion chamber 1 when the intake valve is closed, and since the piston volume is maximized at this time, the in-cylinder pressure is low, and a large amount of compressed exhaust gas can be injected. And because the inlet valve is closed, the normal air inlet process is not influenced by the injection, the in-cylinder charging efficiency cannot be reduced, and the waste caused by the fact that the injected gas flows back to the air inlet pipeline cannot be caused. In a common working condition area, the injected gas improves the EGR rate of the combustion chamber 1, and the emission of nitrogen oxides of the engine is greatly improved.
The combustion system may further include an EGR gas tank 14, the branch gas injection pipe 6 may be communicated with the EGR system 12 through the EGR gas tank 14, it is also understood that the branch gas injection pipe 6 is communicated with the EGR gas tank 14 through a second control valve 13, the EGR gas tank 14 is communicated with the EGR system 12 through a third control valve 15, so that the exhaust gas of the EGR system 12 may be stored in the EGR gas tank 14 first, and when the branch gas injection pipe 6 needs to inject the exhaust gas to the combustion value, the second control valve 13 may be opened, so as to inject the exhaust gas in the EGR gas tank 14 into the combustion chamber 1.
The EGR system 12 may also be provided with an EGR cooler and the EGR reservoir 14 may communicate with an outlet of the EGR cooler to provide cooled gas when the exhaust from the EGR system 12 is forced into the EGR reservoir 14 to provide better combustion efficiency.
In some alternative embodiments, the combustion system may be connected to an ECU (electronic controller) which may detect the pressure and temperature of the air tank 10 and the EGR tank 14, as well as the engine operating point, the instantaneous injection amount, etc. in real time, and control the respective air make-up processes by opening the first control valve 9, the second control valve 13, the third control valve 15, and the fourth control valve 11 according to a predetermined strategy.
It should be noted that when the engine is in a low-speed and high-torque condition, only the first control valve 9 may be opened, that is, only the branch jet pipe 6 is used to inject air into the combustion chamber 1. The first control valve 9 and the second control valve 13 can also be opened simultaneously, that is, the air and the waste gas can be injected into the combustion chamber 1 simultaneously by using the branch air injection pipe 6, and then the opening degree of the first control valve 9 and the second control valve 13 can be controlled according to the actual working condition and the preset strategy, so that the ratio of the air and the waste gas injected into the combustion chamber 1 can be controlled.
Similarly, when the engine is in the low-speed normal operating condition, only the second control valve 13 may be opened, or the first control valve 9 and the second control valve 13 may be opened at the same time, which is not described herein again.
Referring to fig. 2, fig. 2 is a schematic view of a combustion structure, and the combustion chamber 1 may be composed of a cylinder 16 and a cylinder head 17, and a cavity for accommodating air and fuel is formed inside the cylinder 16, in which case the fuel injector 7 may be disposed in the middle of the cylinder head 17, and the branch jet pipe 6 may also be disposed on the cylinder head 17. Further, the jet branch pipe 6 has one end extended into the inside of the cylinder 16 and the other end located outside the cylinder 16 so as to communicate with the air tank 10 and the EGR gas tank 14.
Based on the same inventive concept and with reference to fig. 3, an embodiment of the present application may further provide a control method of a combustion system, where the control method may include the following steps:
s11: detecting the operating condition point of the engine and judging whether the engine is in a low-speed operating area;
s12: when the engine is in a low-speed running area, judging whether the engine needs to supplement gas or not according to a preset working condition point;
s13: when the engine needs to be supplemented with gas, judging the type of the gas which needs to be supplemented to the engine;
s14: when the engine needs to be supplemented with air, the branch air injection pipe 6 is controlled to inject air into the combustion chamber 1 according to the required air quantity.
The control method can calibrate the working condition point of the engine in advance, and simultaneously detect the actual working condition point of the engine by using the ECU, thereby judging whether the engine is in a low-speed working condition or not, and whether gas needs to be supplemented or not when the engine is in the low-speed working condition, and when the air needs to be supplemented, the air can be sprayed into the combustion chamber 1 through the air injection branch pipe 6 by using the air compressor 8.
When the air inlet valve is closed, the volume of the piston is maximum, the pressure in the cylinder is low, and a large amount of compressed air can be sprayed in; and because the inlet valve is closed, the injection does not influence the air inlet process, the charging efficiency in the cylinder cannot be reduced, and the waste caused by the injected gas flowing back to the air inlet pipeline cannot be caused. Therefore, the air-fuel ratio in the combustion chamber 1 is improved by the injected gas under the low-speed working condition, so that the smoke emission of the engine can be effectively improved.
In injecting air into the combustion chamber 1 using the air tank 10, the control method may further include:
s21: when the air quantity in the air tank 10 is larger than or equal to the required air quantity, controlling the first control valve 9 to be opened and controlling the fourth control valve 11 to be closed so that the air tank 10 directly blows air to the air blowing branch pipe 6;
s22: when the air quantity in the air tank 10 is smaller than the required air quantity, the first control valve 9 and the fourth control valve 11 are controlled to be opened, so that the air tank 10 blows air to the air blowing branch pipe 6 after the air compressor 8 supplies air to the air tank 10.
Specifically, when air is injected into the combustion chamber 1, the amount of air injected into the combustion chamber 1 may be determined based on the output air injection amount, the injection angle, the detected pressure, temperature, etc. of the air tank 10, and then the ECU controls the opening of the first control valve 9 based on the determined amount of air, thereby ensuring the accurate amount of air injected into the combustion chamber 1 by the jet branch 6.
When the amount of air in the air tank 10 is compared with the required amount of air, the comparison is performed based on data detected in real time, that is, the ECU detects the required injection amount while the branch pipe 6 injects air into the combustion chamber 1. It is also understood that even if the situation is fed back to the ECU immediately after the start of the air amount in the air tank 10 being smaller than the required air amount, the ECU controls the fourth control valve 11 to open, and after the air amount in the air tank 10 is made larger than the required air amount during the air pressing of the air tank 10 by the air compressor 8, the fourth control valve 11 is closed at this time.
With continued reference to fig. 3, when the combustion system determines that exhaust gas needs to be supplemented, the ECU may further control the branch gas injection pipe 6 to inject exhaust gas into the combustion chamber 1 according to the required amount of exhaust gas, and in particular, may determine the amount of exhaust gas injected into the combustion chamber 1 according to the output EGR injection amount, the injection angle, the detected pressure and temperature of the EGR gas tank 14, and then control the opening of the second control valve 13 according to the determined amount of exhaust gas, so as to ensure that the amount of exhaust gas injected into the combustion chamber 1 by the branch gas injection pipe 6 is accurate.
When the engine is in a low-speed common working condition, the driving pressure difference is small due to low exhaust pressure, the EGR rate is low, and finally the nitrogen oxide emission is amplified. In the control method, the branch gas injection pipe 6 is communicated with the EGR system 12, so that a certain amount of EGR gas can be injected into the combustion chamber 1 when the intake valve is closed, and because the piston volume is the largest at the moment, the in-cylinder pressure is low, and a large amount of compressed exhaust gas can be injected. And because the inlet valve is closed, the normal air inlet process is not influenced by the injection, the in-cylinder air charging efficiency is not reduced, and the waste caused by the injected gas flowing back to the air inlet pipeline is avoided. In a common working condition area, the injected gas improves the EGR rate of the combustion chamber 1 and greatly improves the emission of oxynitride of the engine.
Further, when the exhaust gas is injected into the combustion chamber 1 through the injection branch pipe 6, the method may further include the steps of:
s31: when the amount of the exhaust gas in the EGR gas storage tank 14 is larger than or equal to the required amount of the exhaust gas, controlling the second control valve 13 to be opened, and controlling the third control valve 15 to be closed, so that the EGR gas storage tank 14 directly injects gas into the gas injection branch pipe 6;
s32: when the air quantity in the EGR gas storage tank 14 is smaller than the required exhaust gas quantity, the second control valve 13 and the third control valve 15 are controlled to be opened, so that the EGR gas storage tank 14 injects air into the jet branch pipe 6 after the EGR system 12 supplies exhaust gas to the EGR gas storage tank 14.
It should be noted that the comparison of the amount of exhaust gas in the EGR tank 14 with the required amount of exhaust gas is performed based on data detected in real time, that is, the ECU detects the required injection amount while the branch pipe 6 injects exhaust gas into the combustion chamber 1. It can also be understood that even if the amount of exhaust gas in the EGR tank 14 is fed back to the ECU immediately after the start of the operation, the ECU controls the third control valve 15 to open, and after the amount of exhaust gas in the EGR tank 14 is made larger than the required amount of exhaust gas during the process of pushing the exhaust gas into the EGR tank 14 by the EGR system 12, the third control valve 15 is closed at this time.
In the control method, after the engine is judged to be in the low-speed working condition and before the actual working condition of the engine is determined according to the calibrated working condition, the second control valve 13 can be closed to close the communication between the EGR gas storage tank 14 and the jet branch pipe 6 so as to prevent the gas in the combustion chamber 1 from flowing backwards into the EGR gas storage tank 14 through the jet branch pipe 6.
In addition, the control method can also be understood as that the engine is in a high-speed working condition when the engine is detected not to be in a low-speed working condition, and whether the EGR gas storage tank 14 is in a use state can be detected, namely whether the second control valve 13 is in an open state can be judged; when the second control valve 13 is in an open state, whether the EGR gas storage tank 14 is full of exhaust gas is further detected, and when the EGR gas storage tank 14 is not full of exhaust gas, the third control valve 15 is opened, so that the EGR system 12 presses the exhaust gas into the EGR gas storage tank 14, and the EGR gas storage tank 14 can obtain a high-pressure low-temperature gas source.
And finally, when the vehicle needs to be stopped, namely the engine needs to stop working, all the valves, air inlet and other processes can be closed, so that the vehicle can be normally stopped.
It will be apparent to those skilled in the art that various changes and modifications may be made in the embodiments of the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims (11)

1. A combustion system, comprising a combustion chamber, an oil supply system, an air intake system, an exhaust system, and a branch injector, wherein: the oil supply system is communicated with the combustion chamber through an oil injector, the exhaust system is communicated with the combustion chamber through an exhaust pipe, and the air inlet system and the air injection branch pipe are communicated with the combustion chamber;
the combustion system further comprises an air compressor, and the air injection branch pipe is communicated with the air compressor through a first control valve.
2. The combustion system of claim 1, further comprising an EGR system in communication with the exhaust pipe, the jet branch pipe being in communication with the EGR system through a second control valve.
3. The combustion system of claim 2, further comprising an EGR tank in communication with the EGR system through a third control valve, the jet branch being in communication with the EGR tank through the second control valve.
4. The combustion system of claim 3, wherein the EGR system includes an EGR cooler, the EGR reservoir in communication with an outlet of the EGR cooler.
5. The combustion system of claim 1, further comprising an air tank in communication with the air compressor through a fourth control valve, the jet manifold in communication with the air tank through the first control valve.
6. A control method of a combustion system as set forth in any one of claims 1-5, comprising:
detecting an operating condition point of an engine, and judging whether the engine is in a low-speed operation area;
when the engine is in a low-speed running area, judging whether the engine needs to supplement gas or not according to a preset working condition point;
when the engine needs to be supplemented with gas, judging the type of the gas which needs to be supplemented to the engine;
when the engine needs to be supplemented with air, the branch air injection pipe injects air into the combustion chamber according to the required air quantity.
7. The control method of claim 6, wherein when the jet branch is further in communication with an EGR system, the control method further comprises:
when the engine needs to supplement the exhaust gas, the gas injection branch pipe is controlled to inject gas into the combustion chamber according to the required exhaust gas quantity.
8. The control method of claim 7, wherein when the combustion system includes an EGR reservoir, the controlling the EGR system to blow the jet branch further comprises:
when the amount of the exhaust gas in the EGR gas storage tank is larger than or equal to the required amount of the exhaust gas, controlling a second control valve to be opened, and controlling a third control valve to be closed, so that the EGR gas storage tank directly injects gas to the gas injection branch pipe;
and when the air quantity in the EGR gas storage tank is smaller than the required waste gas quantity, controlling the second control valve and the third control valve to be opened so that the EGR gas storage tank injects air to the air injection branch pipe after the EGR system provides waste gas to the EGR gas storage tank.
9. The control method according to claim 6, wherein when the combustion system includes an air tank, the controlling the air compressor to blow the blow branch pipe further includes:
when the air quantity in the air tank is larger than or equal to the required air quantity, controlling a first control valve to be opened and controlling a fourth control valve to be closed so that the air tank directly blows air to the air blowing branch pipe;
and when the air quantity in the air tank is smaller than the required air quantity, controlling the first control valve and the fourth control valve to be opened so that the air tank blows air to the air blowing branch pipe after the air compressor provides air to the air tank.
10. The control method according to claim 6, wherein when the jet branch pipe communicates with the EGR system through a second control valve and when the engine is in a low speed operation region, before determining whether the engine requires supplementary gas according to a preset operating point, further comprising:
closing the second control valve.
11. The control method according to claim 6, when the jet branch pipe is communicated with the EGR system through an EGR gas tank and when the engine is not in a low speed operation region, further comprising:
judging whether the second control valve is in an open state or not;
when the second control valve is in an open state, judging whether the EGR gas storage tank is full of waste gas or not;
when the EGR reservoir is not full of exhaust gas, a third control valve is opened.
CN202210501804.4A 2022-05-09 2022-05-09 Combustion system and control method thereof Active CN114962094B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210501804.4A CN114962094B (en) 2022-05-09 2022-05-09 Combustion system and control method thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210501804.4A CN114962094B (en) 2022-05-09 2022-05-09 Combustion system and control method thereof

Publications (2)

Publication Number Publication Date
CN114962094A true CN114962094A (en) 2022-08-30
CN114962094B CN114962094B (en) 2024-05-17

Family

ID=82972354

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210501804.4A Active CN114962094B (en) 2022-05-09 2022-05-09 Combustion system and control method thereof

Country Status (1)

Country Link
CN (1) CN114962094B (en)

Citations (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60198364A (en) * 1984-03-22 1985-10-07 Nissan Motor Co Ltd Exhaust reflux device
JPH0447153A (en) * 1990-06-13 1992-02-17 Honda Motor Co Ltd Internal exhaust gas recirculation type engine
JPH05157008A (en) * 1991-11-29 1993-06-22 Mazda Motor Corp Engine
US5623904A (en) * 1995-05-16 1997-04-29 Yamaha Hatsudoki Kabushiki Kaisha Air-assisted fuel injection system
JPH10274064A (en) * 1997-03-28 1998-10-13 Mazda Motor Corp Engine with mechanical supercharger
KR20020055738A (en) * 2000-12-29 2002-07-10 이성욱 EGR system for diesel engine
US6435166B1 (en) * 1999-06-16 2002-08-20 Komatsu Ltd. Exhaust gas recirculation device and control method thereof
US20040045283A1 (en) * 2002-09-09 2004-03-11 Toyota Jidosha Kabushiki Kaisha Valve train system of internal combustion engine and control method thereof
CN1735747A (en) * 2002-11-13 2006-02-15 霍尼韦尔国际公司 Dual and hybrid EGR systems for use with turbocharged engine
CN102159812A (en) * 2008-12-11 2011-08-17 丰田自动车株式会社 Pressure accumulation system for internal combustion engine
JP2013007353A (en) * 2011-06-27 2013-01-10 Mazda Motor Corp Lean burn engine with supercharger
CN103502601A (en) * 2011-02-25 2014-01-08 邦迪克斯商用车系统有限责任公司 Method of operating a vehicle equipped with a pneumatic booster system
CN103867348A (en) * 2014-03-27 2014-06-18 天津大学 System device for controlling instantaneous condition burning noise of common rail engine
CN104870784A (en) * 2012-11-30 2015-08-26 五十铃自动车株式会社 Natural gas engine and operation method for natural gas engine
CN108254181A (en) * 2017-12-08 2018-07-06 中国北方发动机研究所(天津) A kind of bearing impact pilot system and experimental method
JP2018173014A (en) * 2017-03-31 2018-11-08 マツダ株式会社 Intake device of multi-cylinder engine
KR20190000226A (en) * 2017-06-22 2019-01-02 자동차부품연구원 Apparatus for controlling exhaust gas recirculaton system and method thereof
JP2019039391A (en) * 2017-08-25 2019-03-14 マツダ株式会社 Compression self-ignition engine with supercharger
KR20200058777A (en) * 2018-11-20 2020-05-28 현대자동차주식회사 Exhaust gas recirculation device for engine and control method thereof
CN111472891A (en) * 2020-04-26 2020-07-31 昆明理工大学 Diesel ignition natural gas engine combustion system and control method thereof
KR20200114040A (en) * 2019-03-27 2020-10-07 현대자동차주식회사 Active purge system equipped with water injection and operating methods for active purge system equipped with water injection
US20200318555A1 (en) * 2019-04-04 2020-10-08 Mazda Motor Corporation Combustion control device for engine
US20200332738A1 (en) * 2019-04-19 2020-10-22 Mazda Motor Corporation Method and system for determining abnormality of differential pressure sensor
CN112128003A (en) * 2020-08-28 2020-12-25 江苏大学 Variable intake EGR device and method for dual-fuel engine for realizing in-cylinder oxygen concentration layering
KR20210069499A (en) * 2019-12-03 2021-06-11 현대자동차주식회사 Method and device for controlling combustion of vehicle engine

Patent Citations (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60198364A (en) * 1984-03-22 1985-10-07 Nissan Motor Co Ltd Exhaust reflux device
JPH0447153A (en) * 1990-06-13 1992-02-17 Honda Motor Co Ltd Internal exhaust gas recirculation type engine
JPH05157008A (en) * 1991-11-29 1993-06-22 Mazda Motor Corp Engine
US5623904A (en) * 1995-05-16 1997-04-29 Yamaha Hatsudoki Kabushiki Kaisha Air-assisted fuel injection system
JPH10274064A (en) * 1997-03-28 1998-10-13 Mazda Motor Corp Engine with mechanical supercharger
US6435166B1 (en) * 1999-06-16 2002-08-20 Komatsu Ltd. Exhaust gas recirculation device and control method thereof
KR20020055738A (en) * 2000-12-29 2002-07-10 이성욱 EGR system for diesel engine
US20040045283A1 (en) * 2002-09-09 2004-03-11 Toyota Jidosha Kabushiki Kaisha Valve train system of internal combustion engine and control method thereof
CN1735747A (en) * 2002-11-13 2006-02-15 霍尼韦尔国际公司 Dual and hybrid EGR systems for use with turbocharged engine
CN102159812A (en) * 2008-12-11 2011-08-17 丰田自动车株式会社 Pressure accumulation system for internal combustion engine
CN103502601A (en) * 2011-02-25 2014-01-08 邦迪克斯商用车系统有限责任公司 Method of operating a vehicle equipped with a pneumatic booster system
JP2013007353A (en) * 2011-06-27 2013-01-10 Mazda Motor Corp Lean burn engine with supercharger
CN104870784A (en) * 2012-11-30 2015-08-26 五十铃自动车株式会社 Natural gas engine and operation method for natural gas engine
CN103867348A (en) * 2014-03-27 2014-06-18 天津大学 System device for controlling instantaneous condition burning noise of common rail engine
JP2018173014A (en) * 2017-03-31 2018-11-08 マツダ株式会社 Intake device of multi-cylinder engine
KR20190000226A (en) * 2017-06-22 2019-01-02 자동차부품연구원 Apparatus for controlling exhaust gas recirculaton system and method thereof
JP2019039391A (en) * 2017-08-25 2019-03-14 マツダ株式会社 Compression self-ignition engine with supercharger
CN108254181A (en) * 2017-12-08 2018-07-06 中国北方发动机研究所(天津) A kind of bearing impact pilot system and experimental method
KR20200058777A (en) * 2018-11-20 2020-05-28 현대자동차주식회사 Exhaust gas recirculation device for engine and control method thereof
KR20200114040A (en) * 2019-03-27 2020-10-07 현대자동차주식회사 Active purge system equipped with water injection and operating methods for active purge system equipped with water injection
US20200318555A1 (en) * 2019-04-04 2020-10-08 Mazda Motor Corporation Combustion control device for engine
US20200332738A1 (en) * 2019-04-19 2020-10-22 Mazda Motor Corporation Method and system for determining abnormality of differential pressure sensor
KR20210069499A (en) * 2019-12-03 2021-06-11 현대자동차주식회사 Method and device for controlling combustion of vehicle engine
CN111472891A (en) * 2020-04-26 2020-07-31 昆明理工大学 Diesel ignition natural gas engine combustion system and control method thereof
CN112128003A (en) * 2020-08-28 2020-12-25 江苏大学 Variable intake EGR device and method for dual-fuel engine for realizing in-cylinder oxygen concentration layering

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
方俊华, 黄震, 乔信起, 周校平, 陈红岩: "均质充量压缩着火发动机燃烧的研究与进展", 柴油机, no. 06, 30 November 2002 (2002-11-30), pages 8 - 12 *

Also Published As

Publication number Publication date
CN114962094B (en) 2024-05-17

Similar Documents

Publication Publication Date Title
JP3743195B2 (en) Premixed compression ignition internal combustion engine
EP2933458B1 (en) Engine control device
EP1707785A2 (en) Control apparatus for diesel-type internal combustion engine
US20030154716A1 (en) Exhaust gas recirculation system
WO2012046312A1 (en) Apparatus for estimating ignition delay period of internal combustion engine and apparatus for controlling ignition period
JP2006233898A (en) Egr device
US9341134B2 (en) Control apparatus for internal combustion engine
US20070028890A1 (en) Turbocharged internal combustion engine and method of operating same
CN113357032B (en) High-pressure oil pump fault detection post-processing method and electronic equipment
US6457453B1 (en) Accumulator fuel-injection apparatus
US7885754B2 (en) Fuel injection system and method of operating the same for an engine
JPH0354344A (en) Fuel injection control device for diesel engine
EP1087130B1 (en) Accumulator fuel injection system
JP3572435B2 (en) Control unit for diesel engine
US20110079198A1 (en) Injection method and device for controlling an injection process in an internal combustion engine
CN112177785B (en) Method and system for reducing particulate matter emission of gasoline direct injection engine in low-temperature warm-up stage
CN114962094A (en) Combustion system and control method thereof
EP0916830B1 (en) Pilot injection control apparatus for an internal combustion engine
JP2006214347A (en) Combustion switching control system for compression ignition internal combustion engine
US10190513B2 (en) Control method of engine system
US20180313278A1 (en) Internal combustion engine
Malastowski et al. Shaping of injection rate for reducing emission level of high-speed engine
JP2009228651A (en) Charging device for engine
KR102429503B1 (en) Method for cotrolling engine
CN113969851A (en) EGR (exhaust gas recirculation) rate driving capability improving system and control method

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant