CN114962094B - Combustion system and control method thereof - Google Patents
Combustion system and control method thereof Download PDFInfo
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- CN114962094B CN114962094B CN202210501804.4A CN202210501804A CN114962094B CN 114962094 B CN114962094 B CN 114962094B CN 202210501804 A CN202210501804 A CN 202210501804A CN 114962094 B CN114962094 B CN 114962094B
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- egr
- branch pipe
- tank
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 103
- 238000000034 method Methods 0.000 title claims abstract description 33
- 238000002347 injection Methods 0.000 claims abstract description 67
- 239000007924 injection Substances 0.000 claims abstract description 67
- 239000000446 fuel Substances 0.000 claims abstract description 20
- 238000004891 communication Methods 0.000 claims description 6
- 239000013589 supplement Substances 0.000 claims description 6
- 239000007921 spray Substances 0.000 claims description 5
- 238000005507 spraying Methods 0.000 claims description 3
- 239000000779 smoke Substances 0.000 abstract description 6
- 239000007789 gas Substances 0.000 description 105
- 239000002699 waste material Substances 0.000 description 5
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- DOTMOQHOJINYBL-UHFFFAOYSA-N molecular nitrogen;molecular oxygen Chemical compound N#N.O=O DOTMOQHOJINYBL-UHFFFAOYSA-N 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
Classifications
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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
- 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 an air injection branch pipe, wherein: the fuel supply system is communicated with the combustion chamber through a fuel 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 both 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 smoke exhaust of the engine is improved.
Description
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 is in a large torque area, the condition of smaller air-fuel ratio is caused by low rotating speed, high load, large fuel injection quantity and small air inflow, so that the smoke exhaust of the engine is large. 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 provides a combustion system and a control method thereof, which are used for solving the problem that the space-time combustion of an engine is smaller 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 an air injection branch pipe, wherein: the fuel supply system is communicated with the combustion chamber through a fuel 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 both 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 provided by the application, the air injection branch pipe is communicated with the combustion chamber, and the air injection branch pipe is communicated with the air compressor through the 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 after the air inlet valve is closed, the first control valve is opened, so that the air can be sent into the combustion chamber through the air injection branch pipe by the air compressor, and the air quantity in the combustion chamber is increased. Because the volume of the piston is maximum when the intake valve is closed, the pressure in the cylinder is low, and a large amount of compressed air can be injected; and because the intake valve is closed, the injection does not affect the air inlet process, the air charging efficiency in the cylinder is not reduced, and the injected gas is not caused to flow backwards to the air inlet pipeline to generate waste. 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 exhaust of the engine can be effectively improved.
Therefore, the application can increase the air-fuel ratio in the combustion chamber by arranging the air injection branch pipe to be communicated with the air compressor, so as to improve the smoke exhaust of the engine.
Preferably, the system further comprises an EGR system, wherein the EGR system is communicated with the exhaust pipe, and the jet branch pipe is communicated with the EGR system through a second control valve.
Preferably, the system further comprises an EGR gas storage tank, wherein 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, wherein the air tank 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 an operation working condition point of an engine and judging whether the engine is in a low-speed operation region or not;
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 point;
when the engine needs to be supplemented with gas, judging the type of the gas which the engine needs to supplement;
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 manifold is also in communication with an EGR system, the control method further includes:
when the engine needs to be supplemented with exhaust gas, the air injection branch pipe is controlled to inject air into the combustion chamber according to the required exhaust gas quantity.
Preferably, when the combustion system includes an EGR gas storage tank, the controlling the EGR system to jet the jet manifold 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, the second control valve is controlled to be opened, and the third control valve is controlled to be closed, so that the EGR gas storage tank directly sprays the air to the air spraying branch pipe;
when the air quantity in the EGR air storage tank is smaller than the required exhaust gas quantity, the second control valve and the third control valve are controlled to be opened, so that after the EGR system supplies exhaust gas to the EGR air storage tank, the EGR air storage tank sprays air to the air injection branch pipe.
Preferably, when the combustion system includes an air tank, the controlling the air compressor to jet the jet branch pipe further includes:
When the air quantity in the air tank is larger than or equal to the required air quantity, the first control valve is controlled to be opened, and the fourth control valve is controlled to be closed, so that the air tank directly jets the jet branch pipe;
when the air quantity in the air tank is smaller than the required air quantity, the first control valve and the fourth control valve are controlled to be opened, so that after the air compressor supplies air to the air tank, the air tank jets air to the jet branch pipe.
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 judging whether the engine needs to be supplemented with gas according to a preset operating point, the method further comprises:
Closing the second control valve.
Preferably, when the jet branch pipe communicates with the EGR system through an EGR gas storage tank, and when the engine is not in a low-speed operation region, it further comprises:
judging whether the second control valve is in an open state or not;
Judging whether the EGR gas storage tank is full of exhaust gas or not when the second control valve is in an open state;
And when the EGR gas storage tank is not full of exhaust gas, opening a third control valve.
Drawings
FIG. 1 is a schematic diagram of a combustion system according to an embodiment of the present application;
FIG. 2 is a schematic view of a combustion chamber according to an embodiment of the present application;
Fig. 3 is a flowchart of a control method according to an embodiment of the present application.
In the figure:
1-a combustion chamber; 2-an air intake system; 3-exhaust pipe; 4-an exhaust system; 5-an oil supply system; 6-a jet branch pipe; 7-an oil injector; 8-an air compressor; 9-a first control valve; 10-an air tank; 11-fourth control valve; 12-EGR system; 13-a second control valve; 14-an EGR gas storage tank; 15-a third control valve; 16-cylinder; 17-cylinder head.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, an embodiment of the present application may provide 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 an air injection branch 6. Wherein the fuel supply system 5 can be communicated with the combustion chamber 1 through a fuel injector 7 so as to facilitate fuel injection into the combustion chamber 1; the intake system 2 communicates 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 the exhaust pipe 3 so as to facilitate the exhaust gas generated after the fuel and the air in the combustion chamber 1 are mixed and combusted to be discharged 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 a first control valve 9, and the other end 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 air injection branch pipe 6, and the air injection branch pipe 6 is communicated with the air compressor 8 by the first control valve 9. When the engine is in a low-speed section high-torque working condition, air is firstly fed into the combustion chamber 1 through the air inlet system 2, then after the air inlet valve is closed, the first control valve 9 is opened, so that the air compressor 8 can feed air into the combustion chamber 1 through the air injection branch pipe 6, and the air quantity in the combustion chamber 1 is increased. Because the volume of the piston is maximum when the intake valve is closed, the pressure in the cylinder is low, and a large amount of compressed air can be injected; and because the intake valve is closed, the injection does not affect the air inlet process, the air charging efficiency in the cylinder is not reduced, and the injected gas is not caused to flow backwards to the air inlet pipeline to generate waste. Thus, the injected gas increases the air-fuel ratio in the combustion chamber 1 under the low-speed condition, so that 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, which can also be understood that the air injection branch pipe 6 is communicated with the air tank 10 through the first control valve 9, and 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 pressed into the air tank 10 by the air compressor 8 for storage, and when the air injection branch pipe 6 needs to inject air into the combustion chamber 1, the first control valve 9 can be opened, so that 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, where the EGR system 12 is in communication with the exhaust pipe 3, and may re-inject a portion of the exhaust gas generated by combustion into the combustion chamber 1 via the air intake system 2 for combustion, thereby reducing nitrogen oxides in the exhaust gas and improving fuel economy. And, the injection branch pipe 6 may communicate with the EGR system 12 through the second control valve 13 so as to inject part of the exhaust gas in the EGR system 12 into the combustion chamber 1 through the injection branch pipe 6.
And when the engine is in a low-speed common working condition, the driving pressure difference is small due to low exhaust pressure, so that the EGR rate is low, and finally, the oxynitride discharge is amplified. In the combustion system, the injection branch 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 a large amount of compressed exhaust gas can be injected due to the fact that the piston volume is maximized and the in-cylinder pressure is low. And because the intake valve is closed, the injection does not affect the normal air inlet process, the in-cylinder inflation efficiency is not reduced, and waste caused by backflow of injected gas to the air inlet pipeline is avoided. In the common working condition area, the injected gas improves the EGR rate of the combustion chamber 1 and greatly improves the emission of the nitrogen-oxygen compound of the engine.
The combustion system may further comprise an EGR gas storage tank 14, the gas injection branch pipe 6 may be communicated with the EGR system 12 through the EGR gas storage tank 14, or it may be understood that the gas injection branch pipe 6 is communicated with the EGR gas storage tank 14 through the second control valve 13, and the EGR gas storage tank 14 is communicated with the EGR system 12 through the third control valve 15, so that the exhaust gas of the EGR system 12 may be stored into the EGR gas storage tank 14 first, and when the gas injection branch pipe 6 needs to inject the combustion value into the exhaust gas, the second control valve 13 may be opened, so that the exhaust gas in the EGR gas storage tank 14 is injected into the combustion chamber 1.
The EGR system 12 may also be provided with an EGR cooler and the EGR gas holder 14 may be in communication with an outlet of the EGR cooler so as to be cooled gas when exhaust gas from the EGR system 12 is forced into the EGR gas holder 14 to better improve 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 gas tank 14, and the engine operating point, the instantaneous injection amount, etc. in real time, and control the respective air supplementing 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 air injection branch pipe 6 may be used to inject air into the combustion chamber 1. The first control valve 9 and the second control valve 13 may be opened simultaneously, that is, the air and the exhaust gas may be injected into the combustion chamber 1 simultaneously by using the air injection branch pipe 6, and at this time, the opening degrees of the first control valve 9 and the second control valve 13 may be controlled according to the actual working condition and the predetermined strategy, so as to control the ratio of the air and the exhaust gas injected into the combustion chamber 1.
Similarly, when the engine is in the low-speed normal working condition, only the second control valve 13 may be opened, or the first control valve 9 and the second control valve 13 may be simultaneously opened, which will not be described herein.
Referring to fig. 2, fig. 2 is a schematic view of a structure of combustion, in which 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, and in this case, the injector 7 may be disposed at a middle portion of the cylinder head 17, and the injection manifold 6 may be disposed at the cylinder head 17. In addition, one end of the air injection branch pipe 6 extends into the cylinder 16, and the other end is located outside the cylinder 16 so as to communicate with the air tank 10 and the EGR air tank 14.
Based on the same inventive concept, in connection with fig. 3, an embodiment of the present application may further provide a control method of a combustion system, which may include the steps of:
S11: detecting an operation working condition point of an engine and judging whether the engine is in a low-speed operation region or not;
s12: when the engine is in a low-speed running area, judging whether the engine needs to supplement gas according to a preset working point;
s13: when the engine needs to be supplemented with gas, judging the type of the gas which the engine needs to supplement;
S14: when the engine needs to be supplemented with air, the air injection branch pipe 6 is controlled to inject air into the combustion chamber 1 according to the required air quantity.
According to the control method, the working condition point of the engine can be calibrated in advance, meanwhile, the ECU is utilized to detect the actual working condition point of the engine, so that whether the engine is in a low-speed working condition or not can be judged, and whether the engine needs to be supplemented with gas or not when the engine is in the low-speed working condition, and when the engine needs to be supplemented with air, the air can be injected into the combustion chamber 1 through the air injection branch pipe 6 by utilizing the air compressor 8.
Because the volume of the piston is maximum when the intake valve is closed, the pressure in the cylinder is low, and a large amount of compressed air can be injected; and because the intake valve is closed, the injection does not affect the air inlet process, the air charging efficiency in the cylinder is not reduced, and the injected gas is not caused to flow backwards to the air inlet pipeline to generate waste. Thus, the injected gas increases the air-fuel ratio in the combustion chamber 1 under the low-speed condition, so that smoke emission of the engine can be effectively improved.
The above control method may further include, when injecting air into the combustion chamber 1 using the air tank 10:
s21: when the air quantity in the air tank 10 is larger than or equal to the required air quantity, the first control valve 9 is controlled to be opened, and the fourth control valve 11 is controlled to be closed, so that the air tank 10 directly jets the jet branch pipe 6;
s22: when the amount of air in the air tank 10 is smaller than the required amount of air, the first control valve 9 and the fourth control valve 11 are controlled to open so that the air tank 10 is injected with air by the air compressor 8 after the air tank 10 is supplied with air.
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 conditions of the output air injection amount, the air injection angle, the detected pressure, temperature, etc. of the air tank 10, and then the ECU controls the opening degree of the first control valve 9 based on the determined amount of air, thereby ensuring that the amount of air injected into the combustion chamber 1 by the air injection branch pipe 6 is accurate.
When the air amount in the air tank 10 is compared with the required air amount, the ECU detects the required injection amount based on the data detected in real time, that is, the injection manifold 6 injects air into the combustion chamber 1 and the ECU also detects the required injection amount. It is also understood that even when the amount of air in the air tank 10 is smaller than the required amount of air just after the start, the ECU feeds back to the ECU, which controls the fourth control valve 11 to open, and the fourth control valve 11 is closed at this time after the amount of air in the air tank 10 is made larger than the required amount of air during the pressing of the air into the air tank 10 by the air compressor 8.
With continued reference to fig. 3, when the combustion system determines that the exhaust gas needs to be replenished, the ECU may further control the injection branch pipe 6 to inject the exhaust gas into the combustion chamber 1 according to the required amount of the exhaust gas, and in a specific implementation, the amount of the exhaust gas injected into the combustion chamber 1 may be determined according to the output EGR injection amount, the injection angle, the detected pressure, the detected temperature, and the like of the EGR gas tank 14, and then the ECU may control the opening of the second control valve 13 according to the determined amount of the exhaust gas, thereby ensuring that the amount of the exhaust gas injected into the combustion chamber 1 by the injection branch pipe 6 is accurate.
And when the engine is in a low-speed common working condition, the driving pressure difference is small due to low exhaust pressure, so that the EGR rate is low, and finally, the oxynitride discharge is amplified. In the control method, the injection branch 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 a large amount of compressed exhaust gas can be injected due to the fact that the piston volume is maximized and the in-cylinder pressure is low. And because the intake valve is closed, the injection does not affect the normal air inlet process, the in-cylinder inflation efficiency is not reduced, and waste caused by backflow of injected gas to the air inlet pipeline is avoided. In the common working condition area, the injected gas improves the EGR rate of the combustion chamber 1 and greatly improves the emission of the nitrogen-oxygen compound of the engine.
Further, when the exhaust gas is injected into the combustion chamber 1 by using 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 equal to or larger than the required amount of the exhaust gas, the second control valve 13 is controlled to be opened, and the third control valve 15 is controlled to be closed, so that the EGR gas storage tank 14 directly sprays the air to the air spraying branch pipe 6;
S32: when the amount of air in the EGR gas storage tank 14 is smaller than the required amount of exhaust gas, the second control valve 13 and the third control valve 15 are controlled to open so that the EGR gas storage tank 14 injects the exhaust gas into the injection branch pipe 6 after the EGR system 12 supplies the exhaust gas to the EGR gas storage tank 14.
When the amount of exhaust gas in the EGR gas storage tank 14 is compared with the required amount of exhaust gas, the ECU detects the required injection amount based on the data detected in real time, that is, the injection manifold 6 injects exhaust gas into the combustion chamber 1 and the ECU also detects the required injection amount. It will be understood that even when the amount of exhaust gas in the EGR gas storage tank 14 is smaller than the required amount of exhaust gas immediately after start of the start, the ECU feeds back to the ECU, which controls the third control valve 15 to open, and the third control valve 15 is closed at this time after the amount of exhaust gas in the EGR gas storage tank 14 is made larger than the required amount of exhaust gas in the process of pressing the EGR gas storage tank 14 into exhaust gas by the EGR system 12.
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 is closed to close the communication between the EGR gas storage tank 14 and the air injection branch pipe 6, so that the gas in the combustion chamber 1 is prevented from flowing back into the EGR gas storage tank 14 through the air injection branch pipe 6.
In addition, the above control method can be understood as the engine is in a high-speed working condition when detecting that the engine is not in a low-speed working condition, and then whether the EGR gas storage tank 14 is in a use state or not can be detected, that is, whether the second control valve 13 is in an open state or not can be judged; when it is detected that the second control valve 13 is in an open state, it is further detected whether the EGR gas holder 14 is full of exhaust gas, and when the EGR gas holder 14 is not full of exhaust gas, the third control valve 15 is opened at this time so that the EGR system 12 presses exhaust gas into the EGR gas holder 14, thereby ensuring that the EGR gas holder 14 can attain a high pressure of low Wen Qiyuan.
And finally, when stopping is judged, namely the engine is required to stop working, all the processes of valves, air inlet and the like can be closed, so that the vehicle can be stopped normally.
It will be apparent to those skilled in the art that various modifications and variations can be made to the embodiments of the present invention without departing from the spirit and scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (8)
1. A control method of a combustion system, characterized in that the combustion system comprises a combustion chamber, an oil supply system, an air intake system, an exhaust system, a jet manifold and an EGR system, wherein: the fuel supply system is communicated with the combustion chamber through a fuel 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 both 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 EGR system is communicated with the exhaust pipe, and the jet branch pipe is communicated with the EGR system through a second control valve;
the control method comprises the following steps:
Detecting an operation working condition point of an engine and judging whether the engine is in a low-speed operation region or not;
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 point;
when the engine needs to be supplemented with gas, judging the type of the gas which the engine needs to supplement;
when the engine needs to be supplemented with air, the air injection branch pipe is used for injecting air into the combustion chamber according to the required air quantity;
when the engine needs to be supplemented with exhaust gas, the air injection branch pipe is controlled to inject air into the combustion chamber according to the required exhaust gas quantity.
2. The control method of claim 1, wherein the combustion system further comprises an EGR gas tank in communication with the EGR system through a third control valve, and the jet manifold is in communication with the EGR gas tank through the second control valve.
3. The control method of claim 2, wherein the EGR system includes an EGR cooler, and the EGR gas tank communicates with an outlet of the EGR cooler.
4. The control method according to claim 1, wherein the combustion system further includes an air tank that communicates with the air compressor through a fourth control valve, and the air injection branch pipe communicates with the air tank through the first control valve.
5. The control method according to claim 2, wherein when the combustion system includes an EGR gas storage tank, controlling the EGR system to jet the jet manifold 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, the second control valve is controlled to be opened, and the third control valve is controlled to be closed, so that the EGR gas storage tank directly sprays the air to the air spraying branch pipe;
when the air quantity in the EGR air storage tank is smaller than the required exhaust gas quantity, the second control valve and the third control valve are controlled to be opened, so that after the EGR system supplies exhaust gas to the EGR air storage tank, the EGR air storage tank sprays air to the air injection branch pipe.
6. The control method according to claim 4, wherein when the combustion system includes an air tank, controlling the air compressor to jet the jet manifold further includes:
When the air quantity in the air tank is larger than or equal to the required air quantity, the first control valve is controlled to be opened, and the fourth control valve is controlled to be closed, so that the air tank directly jets the jet branch pipe;
when the air quantity in the air tank is smaller than the required air quantity, the first control valve and the fourth control valve are controlled to be opened, so that after the air compressor supplies air to the air tank, the air tank jets air to the jet branch pipe.
7. The control method according to claim 2, characterized in that 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 needs to be supplemented with gas according to a preset operating point, further comprising:
Closing the second control valve.
8. The control method according to claim 2, characterized by further comprising, when the jet manifold communicates with the EGR system through an EGR gas tank, and when the engine is not in a low-speed operation region:
judging whether the second control valve is in an open state or not;
Judging whether the EGR gas storage tank is full of exhaust gas or not when the second control valve is in an open state;
And when the EGR gas storage tank is not full of exhaust gas, opening a third control valve.
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