CN117489483A

CN117489483A - Dual-fuel engine based on variable injection law injector and combustion control method

Info

Publication number: CN117489483A
Application number: CN202311524052.4A
Authority: CN
Inventors: 礼博; 张佃浩; 范立云; 许菁; 李屿明; 顾远琪; 徐魁
Original assignee: Harbin Engineering University
Current assignee: Harbin Engineering University
Priority date: 2023-11-16
Filing date: 2023-11-16
Publication date: 2024-02-02

Abstract

The invention aims to provide a dual-fuel engine based on a variable injection rule injector and a combustion control method, and belongs to the field of combustion of dual-fuel engines. An injector is arranged on a cylinder cover of the engine, the injector comprises a diesel injection module and a second fuel injection module which can realize the injection of low-carbon zero-carbon fuel with a variable injection rule, and the two injection modules play a role in directly injecting double fuel into a combustion chamber. According to the operating condition requirement of the engine, the flexible and variable injection rules of 'base pressure injection, boot injection, booster injection and multiple injection' of the low-carbon-free fuel are realized through the second fuel injection module, and the distribution of the low-carbon-free fuel mixture in the combustion chamber is accurately controlled. The combustion is actively controlled by injecting a small amount of diesel fuel to ignite the mixture in the combustion chamber. The low-carbon efficient, clean and stable combustion mode of the engine in the full working condition range is realized.

Description

Dual-fuel engine based on variable injection law injector and combustion control method

Technical Field

The invention relates to an engine and a control method thereof, in particular to a dual-fuel engine and a combustion control method.

Background

The low-carbon and carbon-free fuel is widely applied to the most direct technical means for reducing carbon emission of an engine, such as green methanol, green ammonia fuel and the like. However, the low-carbon and carbon-free fuel is generally low in activity, so that the low-carbon and carbon-free fuel is generally used in a double-direct injection low-carbon and carbon-free fuel/diesel mode, the substitution rate of the low-carbon and carbon-free fuel is improved, and the carbon emission can be effectively reduced.

However, such low carbon, carbon-free fuels have a high latent heat of vaporization, and a large amount of high pressure, direct injection, low carbon, carbon-free fuels are injected into the combustion chamber to instantaneously reduce the temperature of the working medium, resulting in retarded or slowed combustion, increased engine cycle variation, decreased thermal efficiency, and increased unburned hydrocarbon emissions, particularly under medium and low load conditions.

In order to alleviate the combustion inhibition effect caused by low-carbon and carbon-free fuel injection, the existing combustion control method of the dual-fuel engine generally adopts a means of expanding the injection interval or reducing the injection pressure, but also leads to the prolongation of the combustion duration, which is not beneficial to the improvement of the engine performance.

Disclosure of Invention

The invention aims to provide a dual-fuel engine based on a variable injection rule injector and a combustion control method, wherein the dual-fuel engine can realize low-carbon, high-efficiency, clean and stable combustion in the whole working condition range of the dual-fuel engine.

The purpose of the invention is realized in the following way:

the invention relates to a dual-fuel engine based on a variable injection rule injector, which is characterized in that: the cylinder comprises a cylinder wall (2), a cylinder cover (3) and a piston (1), wherein the cylinder cover (3) is arranged above the cylinder wall (2), the piston (1) is arranged in the cylinder wall (2), the cylinder cover (3) and the piston (1) form a combustion chamber (6), and an air inlet valve (4), an air outlet valve (5) and an integrated injector (7) are arranged in the cylinder cover (3);

the integrated injector (7) comprises a diesel injection module (A) and a second fuel injection module (B), wherein the diesel injection module (A) and the second fuel injection module (B) share a fastening cap (7-15), an accumulation cavity wall (7-19) and a thermal management cavity wall (7-20), the fastening cap (7-15), the accumulation cavity wall (7-19) and the thermal management cavity wall (7-20) are arranged from top to bottom, the diesel injection module (7-A) further comprises a No. 1 injection control pipeline coordination control module (7-7), a super hysteresis electromagnetic control needle valve limiting module (7-8) and a diesel nozzle part (7-9) which are arranged from top to bottom, and the second fuel injection module (B) further comprises a two-stage supercharging module (7-10), a No. 2 injection control pipeline cooperative control module (7-13) and a low-carbon fuel nozzle part (7-14);

The pressure accumulation cavity wall (7-19) and the heat management cavity wall (7-20) are provided with a diesel pressure accumulation cavity (7-2), the heat management cavity wall (7-20) is internally provided with a heat management cavity (7-4) and a low-carbon fuel pressure accumulation cavity (7-12), and the side of the heat management cavity wall (7-20) is respectively provided with a heat management cavity inlet (7-5) and a heat management cavity outlet (7-6);

the injection control pipeline cooperative control module (7-7) comprises a cooperative upper module (7-7-11), a cooperative lower module (7-7-12), a first electromagnetic valve (7-7-1), an armature (7-7-2) and a double-passage valve rod (7-7-4) of No. 1, wherein the first electromagnetic valve (7-7-1) is installed in the cooperative upper module (7-7-11), the double-passage valve rod (7-7-4) of No. 1 is installed in the cooperative lower module (7-7-12), the armature (1) is fixed at the top of the double-passage valve rod (7-7-4) of No. 1, an armature return spring (7-7-3) of No. 1 is installed in the armature return spring (7-7-1), the armature return spring (7-7-3) of No. 1 is located above the armature (7-7-2), an oil inlet pipeline (7-5) of No. 1 is arranged in the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the oil inlet pipeline (7-5) of No. 1 is arranged in the oil inlet pipeline (7-5), and the oil return pipeline (7-5) of No. 1 is respectively arranged in the oil return cavity (7-7-7-12) of the cooperative lower module (7-7-7-2), the oil return pipeline (7-7-8) of the No. 2 control oil and the oil inlet pipeline (7-7-6) of the No. 2 control oil are of a structure with a thin upper part and a thick lower part, the two sides of the lower part are provided with first semi-circular passages (7-7-9), and the first semi-circular passages (7-7-9) are matched with the No. 1 oil inlet pipeline (7-7-5), the No. 2 oil inlet pipeline (7-7-6), the No. 1 control oil return pipeline (7-7-7) and the No. 2 control oil return pipeline (7-7-8).

The dual-fuel engine based on the variable injection law injector of the invention can further comprise:

1. the ultra-hysteresis electromagnetic control needle valve limiting module (7-8) comprises an ultra-hysteresis upper module (7-8-14), an ultra-hysteresis lower module (7-8-15), a main magnetic pole (7-8-2), an ultra-hysteresis material (7-8-11), a magnetic yoke (7-8-1), a hysteresis seat (7-8-3), a second piston (7-8-4) and a needle valve limiting block (7-8-6), wherein the ultra-hysteresis upper module (7-8-14) is positioned above the ultra-hysteresis lower module (7-8-15), the main magnetic pole (7-8-2) is arranged in the ultra-hysteresis upper module (7-8-14), the main magnetic pole (7-8-2) is internally provided with an ultra-hysteresis material (7-8-11), the upper end and the lower end of the ultra-hysteresis material (7-8-11) are respectively provided with the magnetic yoke (7-8-1) and the seat (7-8-3), the needle valve limiting block (7-8-6) is arranged below the seat (7-8-3), the needle valve limiting block (7-8-6) is sleeved with a hysteresis spring (7-12), an intermediate cavity (7-8-5) is formed between the needle valve limiting block (7-8-6) and the hysteresis seat (7-8-3), a one-way lubrication port inlet (7-8-9), a lubrication oil path (7-8-8), an intermediate cavity oil path (7-8-7) and a No. 1 one-way control oil inlet (7-17) are respectively arranged in the ultra-hysteresis upper module (7-8-14), the one-way lubrication port inlet (7-8-9) is communicated with the lubrication oil path (7-8-8), and the intermediate cavity (7-8-5) is communicated with the intermediate cavity oil path (7-8-7).

2. The diesel nozzle part (7-9) comprises a diesel needle valve (7-9-1) and a middle block (7-9-7), wherein a diesel needle valve reset spring (7-9-4) is sleeved on the upper part of the diesel needle valve (7-9-1), the middle part of the diesel needle valve (7-9-1) penetrates through the middle block (7-9-7), a diesel control oil inlet pipeline (7-9-2) is arranged in the middle block (7-9-7), a diesel needle valve control oil cavity (7-9-3) is formed between the middle part of the diesel needle valve (7-9-1) and the lower part of the middle block (7-9-7), the diesel needle valve control oil cavity (7-9-3) is communicated with a No. 1 unidirectional control oil inlet and a No. 1 control oil return pipeline (7-7-7), a diesel pressure chamber is formed between the diesel needle valve (7-9-1) and the outside of the diesel needle valve, a diesel spray orifice (7-9-6) is arranged below the bottom of the diesel needle valve (7-9-1), and the diesel pressure chamber is respectively communicated with the diesel spray orifice (7-9-6) and the No. 2 oil inlet pipeline (7-7-6).

3. The two-stage pressurizing module (7-10) comprises a second electromagnetic valve (7-10-1), an upper piston module (7-10-18), a double pressurizing piston (7-10-6), a No. 2 armature (7-10-2), an inner control valve rod (7-10-3) and an outer control valve block (7-10-4), wherein the second electromagnetic valve (7-10-1) is arranged in a fastening cap (7-15), a No. 2 armature return spring (7-10-7) is arranged in the second electromagnetic valve (7-10-1), the No. 2 armature (7-10-2) is fixed at the top of the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is sleeved outside the inner control valve rod (7-10-3), the No. 2 armature is arranged below the No. 2 armature return spring, the double pressurizing piston (7-10-6) is arranged below the piston module (7-10-18), and the double pressurizing piston (7-10-6) is sleeved with the pressurizing piston return spring (7-10-17);

A main pressurizing oil return oil way (7-10-10), a primary pressurizing oil return oil way (7-10-9), a secondary pressurizing oil return oil way (7-10-13), a pressurizing oil inlet (7-10-11) and a secondary pressurizing oil inlet oil way (7-10-16) are arranged in the piston upper module (7-10-18), a primary pressurizing oil cavity (7-10-12) and a secondary pressurizing oil cavity (7-10-15) are respectively formed between the double pressurizing piston (7-10-6) and the piston upper module (7-10-18), a through hole (7-10-8) is arranged in the inner control valve rod (7-10-3), the main pressurizing oil return oil way (7-10-10) and the primary pressurizing oil return oil way (7-10-9) are matched and communicated or disconnected with the through hole (7-10-8), the primary pressurizing oil cavity (7-10-12) is respectively communicated with the primary pressurizing oil way (7-10-9) and the pressurizing oil inlet (7-10-11), the secondary pressurizing oil inlet oil way (7-10-16) is communicated with the secondary pressurizing oil cavity (7-10-15), the upper space of the outer control valve block (7-10-4) is communicated with the secondary supercharging oil return oil path (7-10-13) and the main supercharging oil return oil path (7-10-10), a one-way valve (7-10-14) is arranged between the secondary supercharging oil return oil path (7-10-13) and the main supercharging oil return oil path (7-10-10), and sealing surfaces are arranged between the inner part of the outer control valve block (7-10-4) and the outer matching position of the inner control valve rod (7-10-3) and the upper and lower contact surfaces of the outer control valve block (7-10-4) and the upper piston module (7-10-18).

4. The injection control pipeline cooperative control module (7-13) and the injection control pipeline cooperative control module (7-7) of No. 2 share the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the injection control pipeline cooperative control module (7-13) of No. 2 also comprises a third electromagnetic valve (7-13-1), an armature (7-13-2) of No. 3 and a double-passage valve rod (7-13-3) of No. 2, the third electromagnetic valve (7-13-1) is installed in the cooperative upper module (7-7-11), an armature return spring (7-13-9) of No. 3 is installed in the third electromagnetic valve (7-13-1), the double-passage valve rod (7-13-3) of No. 2 is installed in the cooperative lower module (7-7-12), the armature (7-13-2) of No. 3 is fixed on the top of the double-passage valve rod (7-13-3), the armature return spring (7-13-9) of No. 3) is positioned above the double-passage valve rod (7-13-3) of No. 2, the lower half-passage valve rod (7-13-3) is arranged on two sides of the second valve rod (7-7-13) of the cooperative lower module (7-7-13), the lower cooperation module (7-7-12) is internally provided with a No. 2 low-carbon fuel inlet pipeline (7-13-5), a No. 3 control oil return pipeline (7-13-6) and a No. 4 control oil return pipeline (7-13-7), and the second semi-circular passage (7-13-8) is matched with the No. 1 low-carbon fuel inlet pipeline (7-13-4), the No. 2 low-carbon fuel inlet pipeline (7-13-5), the No. 3 control oil return pipeline (7-13-6) and the No. 4 control oil return pipeline (7-13-7).

5. The low-carbon fuel nozzle part (7-14) and the diesel nozzle part (7-9) share an intermediate block (7-9-7), the low-carbon fuel nozzle part (7-14) also comprises a second fuel needle valve (7-14-3), a control cavity valve block (7-14-7), a bulge valve block (7-14-8), the control cavity valve block (7-14-7), the bulge valve and the intermediate block (7-9-7) are sequentially arranged from top to bottom, the middle part of the second fuel needle valve (7-14-3) passes through the intermediate block (7-9-7), the bulge is arranged at the upper part of the second fuel needle valve (7-14-3), the bulge is positioned in the bulge valve block (7-14-8), the second fuel needle valve reset spring (7-14-4) is sleeved outside the second fuel needle valve (7-14-3) above the bulge, a second fuel control cavity (7-14-2) is arranged in the control cavity valve block (7-14-7), the lower part of the second fuel needle valve (7-14-3) and the outer needle valve (7-14-7) form a second fuel needle valve (7-5) below the second fuel nozzle chamber (7-14-7), the second fuel pressure chamber (7-14-5) is respectively communicated with a No. 2 low-carbon fuel inlet pipeline (7-13-5) and a second fuel spray hole (7-14-6), and the second fuel needle valve control cavity (7-14-2) is respectively communicated with a No. 2 control oil inlet pipeline (7-14-1) and a No. 3 control oil return pipeline (7-13-6).

6. The radius of the upper end interface of the first semi-circular passage (7-7-9) is respectively consistent with the radius of the inlet of the No. 2 control oil return pipeline (7-7-8) and the radius of the outlet of the No. 1 oil inlet pipeline (7-7-5), the radius of the lower end interface is respectively consistent with the radius of the outlet of the No. 1 control oil return pipeline (7-7-7) and the radius of the inlet of the No. 2 oil inlet pipeline (7-7-6), the distance between the upper end interface of the first semi-circular passage (7-7-9) and the inlet of the No. 1 oil inlet pipeline (7-7-5), the distance between the lower end interface of the No. 2 control oil return pipeline (7-7-8) and the distance between the lower end interface of the first semi-circular passage (7-7-9) and the inlet of the No. 2 oil inlet pipeline (7-7-7-6) and the distance between the outlets of the No. 1 control oil return pipeline (7-7-7-7).

The invention discloses a dual-fuel engine combustion control method based on a variable injection rule injector, which is characterized by comprising the following steps of:

under the low load condition, diesel oil is firstly injected into the combustion chamber (6) through the diesel oil injection module (A), and then low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B), wherein the low-carbon and carbon-free fuel adopts a boot-shaped injection gauge;

under the medium load condition, firstly injecting low-carbon and carbon-free fuel into a combustion chamber (6) through a second fuel injection module (B), controlling the mixed gas by adopting single injection or multiple injections, wherein the low-carbon and carbon-free fuel injection earlier than the compression top dead center 50 DEG CA adopts base pressure injection, and the low-carbon and carbon-free fuel injection later than the compression top dead center 50 DEG CA adopts booster injection; then diesel oil is injected into the combustion chamber (6) through the diesel oil injection module (A), and the mixed gas in the combustion chamber (6) is ignited;

Under the high load condition, firstly injecting low-carbon and carbon-free fuel into the combustion chamber (6) through the second fuel injection module (B), wherein the low-carbon and carbon-free fuel injection earlier than the compression top dead center 50 DEG CA adopts base pressure injection, and the low-carbon and carbon-free fuel injection later than the compression top dead center 50 DEG CA adopts booster injection; then diesel oil is injected into the combustion chamber (6) through the diesel oil injection module (A), the mixed gas in the combustion chamber (6) is ignited, and finally, low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B).

The invention relates to a dual-fuel engine combustion control method based on a variable injection law injector, which can further comprise the following steps:

1. when the second fuel injection module (B) selects a base pressure mode, the two-stage pressurizing module (7-10) is not electrified, the No. 1 armature (7-7-2) is seated, the first-stage pressurizing oil return oil passage (7-10-9) is communicated with the main pressurizing oil return oil passage (7-10-10) through a through hole (7-10-8) on the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is seated on the lower contact surface of the control valve block seat (7-10-5), a sealing cavity is formed between the two-stage pressurizing oil return oil passages (7-10-9) and the two-stage pressurizing oil inlet oil passage (7-10-16), the two-stage pressurizing oil return oil passage (7-10-13) is not communicated with the main pressurizing oil return oil passage (7-10-10), the first-stage pressurizing oil cavity (7-10-12) and the two-stage pressurizing oil cavity (7-10-15) cannot be pressurized, and the double pressurizing piston (7-10-6) cannot perform pressurizing.

2. When the second fuel injection module (B) selects a low pressurization mode, the two-stage pressurization module (7-10) is communicated with a low potential, the No. 1 armature (7-7-2) is driven by electromagnetic force to drive the inner control valve rod (7-10-3) to move upwards, so that the communication between the primary pressurization oil return oil passage (7-10-9) and the main pressurization oil return oil passage (7-10-10) is disconnected, the outer control valve block (7-10-4) is still seated on the lower contact surface of the control valve block seat (7-10-5), a sealing cavity is formed between the outer control valve block and the outer control valve block, the primary pressurization oil return oil passage (7-10-9) and the secondary pressurization oil return oil passage (7-10-16) are not communicated, the secondary pressurization oil return oil passage (7-10-13) and the main pressurization oil return oil passage (7-10-10) are not yet pressurized, the primary pressurization oil passage (7-10-12) starts to be pressurized, the double pressurization piston (7-10-6) moves downwards, and the primary pressurization oil return oil passage (7-10-12) is pressurized until the pressure in the low-carbon fuel cavity (7-12) is high, and the pressure in the pressure storage cavity (7-12) is lowPressure of (2)Multiplying the area of the lower surface of the double booster piston (7-10-6)Adding the elastic force of the return spring of the double pressurizing pistons (7-10-6)Is equal to the pressure of pressurized oil in the first-stage pressurizing oil cavity (7-10-12)Multiplying the area of the piston acting on the double booster piston (7-10-6) The double booster pistons (7-10-6) no longer move, i.e.。

3. When the second fuel injection module (B) selects a high pressurizing mode, the two-stage pressurizing module (7-10) is communicated with a high potential, the armature (7-7-2) of the No. 1 armature is driven by electromagnetic force to drive the inner control valve rod (7-10-3) to move upwards and further drive the outer control valve block (7-10-4) to move upwards, the communication between the primary pressurizing oil return oil passage (7-10-9) and the main pressurizing oil return oil passage (7-10-10) is cut off, the primary pressurizing oil chamber (7-10-12) starts to build pressure, the secondary pressurizing oil inlet passage (7-10-16) is communicated with the primary pressurizing oil return oil passage (7-10-9) and disconnected with the upper space of the outer control valve block (7-10-4), and the secondary pressurizing oil chamber (7-10-15) starts to build pressure; the double pressurizing pistons (7-10-6) move downwards, the pressure in the low-carbon fuel pressure accumulation cavity (7-12) rises until the pressure in the low-carbon fuel pressure accumulation cavity (7-12)Multiplying the area of the lower surface of the double booster piston (7-10-6)Adding double supercharging pistonSpring force of return spring of plug (7-10-6)Is equal to the pressure of pressurized oil in the pressurized oil cavityMultiplying the area of the piston acting on the double booster piston (7-10-6)The double booster pistons (7-10-6) no longer move, i.e. 。

4. When the second fuel injection module (B) performs the boot-shaped injection, the base pressure injection mode is first performed, and the injection pressure is increased in the injection process in the low-pressure or high-pressure injection mode, so that the injection rate is changed from low to high, i.e., the boot-shaped injection is realized.

The invention has the advantages that:

the dual-fuel engine utilizes the variable injection rule module of the low-carbon and carbon-free fuel to realize flexible adaptation of the engine to different operation conditions, so as to actively control the combustion process in the combustion chamber, improve the thermal efficiency, improve the substitution rate of the low-carbon and carbon-free fuel and meet the aim of decarburization of the engine.

The combustion control method comprises the following steps: 1. the combustion phase in the engine cylinder can be stably controlled by igniting a small amount of diesel oil, so that the carbon emission is reduced; 2. the combustion efficiency of the mixed gas can be improved and the emission of unburned fuel can be reduced by directly spraying low-carbon and carbon-free fuel in the cylinder; 3. through the variable injection rule of the low-carbon-free fuel, flexible adjustment of 'base pressure injection, boot injection, booster injection and multiple injection' in the cycle is realized, the requirement of different engine operation conditions on the gas mixture in the cylinder is met, the highest substitution rate of the low-carbon-free fuel is improved, and the efficient, clean, stable and controllable combustion process is realized.

Drawings

FIG. 1 is a schematic diagram of the structure of the present invention;

FIG. 2 is a schematic diagram of the structure of an integrated ejector;

FIG. 3 is a schematic diagram of a portion of a cooperative control module of an injection control line No. 1;

fig. 4 is a schematic structural diagram of a part of a limit module of the ultra-hysteresis electromagnetic control needle valve:

FIG. 5 is a schematic view of a diesel nozzle part structure;

FIG. 6 is a schematic diagram of a portion of a two-stage supercharging module;

FIG. 7 is a schematic diagram of a portion of a cooperative control module of the injection control line No. 2;

FIG. 8 is a schematic illustration of a second fuel nozzle portion configuration;

fig. 9 is a cross-sectional view in the direction A-A.

Reference numerals: a piston 1; a cylinder wall 2; a cylinder head 3; an intake valve and an assembly 4; an exhaust valve and an assembly 5; a combustion chamber 6; an integrated ejector 7; a diesel injection module A; a second fuel injection module B; an injector body 7-1; a diesel oil pressure accumulation cavity 7-2; 7-3 parts of one-way oil inlets; a thermal management cavity 7-4; thermal management cavity inlet 7-5; thermal management cavity outlet 7-6; the injection control pipeline # 1 cooperates with the control module 7-7; ultra-hysteresis electromagnetic control needle valve limiting module 7-8; diesel nozzle parts 7-9; 7-10 of two-stage supercharging modules; 7-11 parts of unidirectional low-carbon fuel inlet; 7-12 parts of a low-carbon fuel pressure accumulation cavity; the injection control pipeline No. 2 cooperates with the control modules 7-13; low carbon fuel nozzle sections 7-14; a tightening cap 7-15; 7-16 of a fastening sleeve; a No. 1 unidirectional control oil inlet 7-17; a No. 2 unidirectional control oil inlet 7-18; a first electromagnetic valve 7-7-1; armature No. 1 7-7-2;1 armature return spring 7-7-3; no. 1 double-passage valve rod 7-7-4; 7-7-5 parts of No. 1 oil inlet pipeline; 7-7-6 parts of No. 2 oil inlet pipeline; the No. 1 control oil return pipeline 7-7-7; the No. 2 control oil return pipeline 7-7-8; first semi-circular passages 7-7-9; 7-7-10 of a first limiting block; the upper modules 7-7-11 are cooperated; the cooperation lower module 7-7-12; a magnetic yoke 7-8-1; the method comprises the steps of carrying out a first treatment on the surface of the Primary and secondary magnetic poles 7-8-2; hysteresis seat 7-8-3; a second piston 7-8-4; 7-8-5 of an intermediate cavity; 7-8-6 of needle valve limiting blocks; 7-8-7 of an intermediate cavity oil way; 7-8-8 parts of lubricating oil ways; 7-8-9 of one-way lubricating oil inlet; 7-8-10 of coils; 7-8-11 parts of a super hysteresis material; 7-8-12 of needle valve limiting return springs; first check valves 7-8-13; superhysteresis upper module 7-8-14; 7-8-15 of a super hysteresis lower module; a diesel needle valve 7-9-1; 7-9-2 of a diesel oil control oil inlet pipeline; a diesel needle valve control oil cavity 7-9-3; 7-9-4 of a diesel needle valve reset spring; 7-9-5 parts of a diesel pressure chamber; 7-9-6 of diesel oil spray holes; intermediate blocks 7-9-7; a second electromagnetic valve 7-10-1;2, armature 7-10-2; an inner control valve rod 7-10-3; an outer control valve block 7-10-4; 7-10-5 of a control valve block seat; 7-10-6 of double pressurizing pistons; 2 armature return springs 7-10-7; 7-10-8 of through holes; 7-10-9 parts of a primary pressurizing oil return oil way; 7-10 parts of a main pressurized oil return oil way; 7-10-11 parts of pressurized oil inlets; 7-10-12 of a first-stage supercharging oil cavity; 7-10-13 parts of a secondary supercharging oil return oil way; 7-10-14 of a second one-way valve; 7-10-15 parts of a secondary pressurizing oil cavity; 7-10-16 of a secondary supercharging oil inlet oil way; 7-10-17 of booster piston return spring; piston upper module 7-10-18; a third electromagnetic valve 7-13-1; armature No. 3 7-13-2;2 # double-passage valve rod 7-13-3; no. 1 low-carbon fuel inlet pipeline 7-13-4; no. 2 low-carbon fuel inlet pipeline 7-13-5; the No. 3 control oil return pipeline 7-13-6; the No. 4 control oil return pipeline 7-13-7; a second semi-circular passage 7-13-8;3 armature return springs 7-13-9; the No. 2 control oil inlet pipeline 7-14-1; a second fuel needle control chamber 7-14-2; a second fuel needle valve 7-14-3; a second fuel needle return spring 7-14-4; a second fuel pressure chamber 7-14-5; a second fuel injection hole 7-14-6; control chamber valve block 7-14-7; raised valve blocks 7-14-8.

Detailed Description

The invention is described in more detail below, by way of example, with reference to the accompanying drawings:

referring to fig. 1-9, fig. 1 is a schematic structural diagram of a dual-fuel engine based on a variable injection law according to the present invention, including a piston 1, a cylinder wall 2, a cylinder head 3, an intake valve and assembly 4, an exhaust valve and assembly 5, and an integrated injector 7. The integrated injector 7 is arranged in the middle of the cylinder cover 3 and plays a role of directly injecting dual fuel into the combustion chamber 6;

FIG. 2 is a schematic structural diagram of an integrated injector, comprising a diesel injection module A, a second fuel injection module B, an injector body 7-1, a diesel pressure accumulation cavity 7-2, a unidirectional oil inlet 7-3, a thermal management cavity 7-4, a thermal management cavity inlet 7-5, a thermal management cavity outlet 7-6, a No. 1 injection control pipeline cooperative control module 7-7, an ultra-hysteresis electromagnetic control needle valve limiting module 7-8, a diesel nozzle part 7-9, a two-stage supercharging module 7-10, a unidirectional low-carbon inlet 7-11, a low-carbon fuel pressure accumulation cavity 7-12, a No. 2 injection control pipeline cooperative control module 7-13, a low-carbon fuel nozzle part 7-14, a fastening cap 7-15, a fastening sleeve 7-16, a No. 1 unidirectional control oil inlet 7-17 and a No. 2 unidirectional control oil inlet 7-18.

FIG. 3 is a schematic diagram of a cooperative control module 7-7 of a No. 1 injection control pipeline, which comprises a cooperative upper module 7-7-11, a cooperative lower module 7-7-12, a first electromagnetic valve 7-7-1, a No. 1 armature 7-7-2, a No. 1 double-passage valve rod 7-7-4, wherein the first electromagnetic valve 7-7-1 is arranged in the cooperative upper module 7-7-11, the No. 1 double-passage valve rod 7-7-4 is arranged in the cooperative lower module 7-7-12, the No. 1 armature 7-7-2 is fixed on the top of the No. 1 double-passage valve rod 7-7-4, a No. 1 armature return spring 7-7-3 is arranged in the first electromagnetic valve 7-7-1, and the No. 1 armature return spring 7-7-3 is arranged above the No. 1 armature 7-7-2, the upper and lower cooperating modules 7-7-11 and 7-7-12 are respectively provided with a No. 1 oil inlet pipeline 7-7-5, a No. 1 oil inlet pipeline 7-7-5 communicated with the diesel oil accumulation cavity 7-2, the lower cooperating module 7-7-12 is respectively provided with a No. 1 control oil return pipeline 7-7-7, a No. 2 control oil return pipeline 7-7-8 and a No. 2 oil inlet pipeline 7-7-6, the No. 1 double-passage valve rod 7-7-4 is of a structure with thin upper part and thick lower part, two sides of the lower part are provided with a first semi-circular passage 7-7-9, the first semi-circular passage 7-7-9 and the No. 1 oil inlet pipeline 7-7-5, the No. 2 oil inlet pipeline 7-7-6, the No. 1 control oil return pipeline 7-7 and the No. 2 control oil return pipeline 7-7-8 are matched;

FIG. 4 is a schematic diagram of a super-hysteresis electromagnetic control needle valve limiting module 7-8, which mainly comprises a super-hysteresis upper module 7-8-14, a super-hysteresis lower module 7-8-15, a main and auxiliary magnetic pole 7-8-2, a super-hysteresis material 7-8-11, a magnetic yoke 7-8-1, a hysteresis seat 7-8-3, a second piston 7-8-4, a needle valve limiting block 7-8-6, wherein the super-hysteresis upper module 7-8-14 is positioned above the super-hysteresis lower module 7-8-15, the main and auxiliary magnetic poles 7-8-2 are arranged in the super-hysteresis upper module 7-8-14, the main and auxiliary magnetic poles 7-8-2 are wound with coils 7-8-10, the main magnetic pole 7-8-2 is internally provided with a super-hysteresis material 7-8-11, the upper end and the lower end of the super-hysteresis material 7-8-11 are respectively provided with a magnetic yoke 7-8-1 and a magnetic hysteresis seat 7-8-3, a needle valve limiting block 7-8-6 is arranged below the magnetic hysteresis seat 7-8-3, the lower part of the needle valve limiting block 7-8-6 is sleeved with a needle valve limiting return spring 7-8-12, an intermediate cavity 7-8-5 is formed between the needle valve limiting block 7-8-6 and the magnetic hysteresis seat 7-8-3, a unidirectional lubricating oil inlet 7-8-9, a lubricating oil circuit 7-8-8, an intermediate cavity oil circuit 7-8-7 and a unidirectional control oil inlet 7-17 of No. 1 are respectively arranged in a super-hysteresis upper module 7-8-14, the one-way lubricating oil inlet 7-8-9 is communicated with the lubricating oil circuit 7-8-8, the middle cavity 7-8-5 is communicated with the middle cavity oil circuit 7-8-7, and the middle cavity oil circuit 7-8-7 is internally provided with a first one-way valve 7-8-13.

FIG. 5 is a schematic diagram of a diesel nozzle part 7-9, which comprises a diesel needle 7-9-1, a diesel pressure chamber 7-9-5 and a middle block 7-9-7, wherein the upper part of the diesel needle 7-9-1 is sleeved with a diesel needle return spring 7-9-4, the middle part of the diesel needle 7-9-1 passes through the middle block 7-9-7, a diesel control oil inlet pipeline 7-9-2 is arranged in the middle block 7-9-7, a diesel needle control oil cavity 7-9-3 is formed by the middle part of the diesel needle 7-9-1 and the lower part of the middle block 7-9-7, the diesel needle control oil cavity 7-9-3 is communicated with a No. 1 unidirectional control oil inlet 7-17 and a No. 1 control oil return pipeline 7-7-7, the diesel needle 7-9-1 forms a diesel pressure chamber with the outside thereof, a diesel spray orifice 7-9-6 is arranged below the bottom of the diesel needle 7-9-1, and the diesel pressure chamber is respectively communicated with the diesel spray orifice 7-9-6 and the No. 2 oil inlet pipeline 7-7-6.

FIG. 6 is a schematic diagram of a two-stage pressurizing module 7-10, which mainly comprises a second electromagnetic valve 7-10-1, an upper piston module 7-10-18, a control valve block seat 7-10-5, a double pressurizing piston 7-10-6, a No. 2 armature 7-10-2, an inner control valve rod 7-10-3, an outer control valve block 7-10-4, wherein the second electromagnetic valve 7-10-1 is arranged in a fastening cap 7-15, a No. 2 armature return spring 7-10-7 is arranged in the second electromagnetic valve 7-10-1, a No. 2 armature 7-10-2 is fixed at the top of the inner control valve rod 7-10-3, the outer control valve block 7-10-4 is sleeved outside the inner control valve rod 7-10-3, the No. 2 armature 7-10-2 is positioned below the No. 2 armature return spring 7-10-7, the double pressurizing piston 7-10-6 is arranged below the piston module 7-10-18, and the pressurizing piston return spring 7-10-17 is sleeved outside the double pressurizing piston 7-10-6;

A main supercharging oil return oil path 7-10-10, a primary supercharging oil return oil path 7-10-9, a secondary supercharging oil return oil path 7-10-13, a supercharging oil inlet 7-10-11 and a secondary supercharging oil inlet 7-10-16 are arranged in the piston upper module 7-10-18, a primary supercharging oil cavity 7-10-12 and a secondary supercharging oil cavity 7-10-15 are respectively formed between the double supercharging pistons 7-10-6 and the piston upper module 7-10-18, a through hole 7-10-8 is arranged in the inner control valve rod 7-10-3, the main supercharging oil return oil path 7-10-10 and the primary supercharging oil return oil path 7-10-9 are communicated with or disconnected from the through hole 7-10-8 in a matched manner, the primary supercharging oil cavity 7-10-12 is respectively communicated with the primary supercharging oil return oil path 7-10-9 and the supercharging oil inlet 7-10-11, the secondary supercharging oil inlet 7-10-16 is communicated with the secondary supercharging oil cavity 7-10-15, a space above the outer control valve block 7-10-4 and the secondary supercharging oil return oil path 7-10-13 and the main supercharging oil path 7-10-13 are respectively communicated with the secondary supercharging oil return oil path 7-10-15, a one-way 10-14 is arranged between the two-10 and the main supercharging oil return oil path 7-10-10, sealing surfaces are arranged between the inner part of the outer control valve block 7-10-4 and the upper and lower contact surfaces of the inner control valve rod 7-10-3 and the upper and lower contact surfaces of the outer control valve block 7-10-4 and the upper piston module 7-10-18.

FIG. 7 is a schematic diagram of a cooperative control module 7-13 of the injection control pipeline No. 2, the cooperative control module 7-13 of the injection control pipeline No. 2 and the cooperative control module 7-7 of the injection control pipeline No. 1 share a cooperative upper module 7-7-11 and a cooperative lower module 7-7-12, the cooperative control module 7-13 of the injection control pipeline No. 2 further comprises a third electromagnetic valve 7-13-1, a No. 3 armature 7-13-2 and a No. 2 double-passage valve rod 7-13-3, the third electromagnetic valve 7-13-1 is arranged in the cooperative upper module 7-7-11, a No. 3 armature return spring 7-13-9 is arranged in the third electromagnetic valve 7-13-1, and a No. 2 double-passage valve rod 7-13-3 is arranged in the cooperative lower module 7-7-12, the armature No. 3 7-13-2 is fixed on the top of the double-passage valve rod No. 2 7-13-3, the armature return spring No. 3 7-13-9 is positioned above the double-passage valve rod No. 2 7-13-3, the two sides of the lower part of the double-passage valve rod No. 2 are provided with a second half-loop-shaped passage 7-13-8, a No. 1 low-carbon fuel inlet pipeline 7-13-4 is arranged in the upper module 7-7-11 in cooperation with the lower module 7-7-12, a No. 2 low-carbon fuel inlet pipeline 7-13-5, a No. 3 control oil return pipeline 7-13-6 and a No. 4 control oil return pipeline 7-13-7 are arranged in the lower module 7-7-12, the second half-loop-shaped passage 7-13-8 and the No. 1 low-carbon fuel inlet pipeline 7-13-4, the No. 2 low-carbon fuel inlet pipeline 7-13-5, the No. 3 control oil return pipeline 7-13-6 and the No. 4 control oil return pipeline 7-13-7 are matched.

FIG. 8 is a schematic view of a structure of a second fuel nozzle portion 7-14, wherein the second fuel nozzle portion 7-14 and the diesel nozzle portion 7-9 share an intermediate block 7-9-7, the second fuel nozzle portion 7-14 further comprises a second fuel needle valve 7-14-3, a control cavity valve block 7-14-7, a bulge valve block 7-14-8, the control cavity valve block 7-14-7, the bulge valve block 7-14-8 and the intermediate block 7-9-7 are sequentially arranged from top to bottom, the middle part of the second fuel needle valve 7-14-3 passes through the intermediate block 7-9-7, a bulge is arranged at the upper part of the second fuel needle valve 7-14-3, the bulge is positioned in the bulge valve block 7-14-8, a second fuel needle return spring 7-14-4 is sleeved outside the second fuel needle valve 7-14-3 above the bulge, a second fuel control cavity 7-14-2 is arranged in the control cavity valve block 7-14-7, the lower part of the second fuel needle valve 7-14-3 forms a second fuel pressure chamber 7-14-5 with the outer part thereof, a second fuel nozzle hole is communicated with the second fuel needle valve 7-14-6-7-6 below the second fuel pressure chamber 7-14-6, and a second fuel nozzle line is respectively arranged at the lower part of the second fuel needle valve 7-14-6-7, the second fuel needle valve control cavity 7-14-2 is respectively communicated with a No. 2 control oil inlet pipeline 7-14-1 and a No. 3 control oil return pipeline 7-13-6.

In the injection preparation stage, the first electromagnetic valve 7-7-1 and the third electromagnetic valve 7-13-1 of the injection control pipeline cooperative control module 7-7 and the injection control pipeline cooperative control module 2-13 are not electrified, the double-passage valve rod 7-7-4 and the double-passage valve rod 7-13-3 are seated, the oil inlet and return passages of the diesel injection module A and the second fuel injection module B are cut off, no fuel flows into the diesel pressure chamber 7-9-5 and the second fuel pressure chamber 7-14-5, the pressure is built in the diesel needle valve control oil cavity 7-9-3 and the second fuel needle valve control cavity 7-14-2, the diesel needle valve 7-9-1 is seated under the action of the elasticity of the diesel needle valve return spring 7-9-4 and the diesel oil hydraulic pressure in the diesel needle valve control cavity 7-9-3, the second fuel needle valve return spring 7-14-4 and the action of the low carbon fuel hydraulic pressure in the second fuel needle valve control cavity 7-14-2, and no injection is performed.

When the second fuel injection module B adopts base pressure injection, the two-stage pressurizing module 7-10 is not electrified, the No. 2 armature 7-10-2 is seated, the first-stage pressurizing oil return oil passage 7-10-9 and the main pressurizing oil return oil passage 7-10-10 are communicated through a through hole 7-10-8 on the inner control valve rod 7-10-3, the outer control valve block 7-10-4 is seated on the lower contact surface of the control valve block seat 7-10-5, a sealing cavity is formed between the first-stage pressurizing oil return oil passage 7-10-9 and the second-stage pressurizing oil inlet oil passage 7-10-16, the second-stage pressurizing oil return oil passage 7-10-13 and the main oil return oil passage 7-10-10 are communicated, the first-stage pressurizing oil cavity 7-10-12 and the second-stage pressurizing oil cavity 7-10-15 are not pressurized, and the double pressurizing pistons 7-10-6 do not play a role in pressurizing. The description of the process of the supercharging section has ended so far.

The following is a description of the fuel injection process and the end injection process: the injection control pipeline 2 is powered on in cooperation with the control module 7-13, the armature 3 7-13-2 is driven by electromagnetic force to move upwards by the double-passage valve rod 2 7-13-3 until the double-passage valve rod 2 7-13-3 contacts the second limiting block 7-13-10, at the moment, the first semi-circular passage 7-7-9 and the second semi-circular passage 7-13-8 on both sides of the double-passage valve rod 7-13-3 are simultaneously communicated with the low-carbon fuel pipeline 7-13-4 of No. 1 and the low-carbon fuel pipeline 7-13-5, the control oil return pipeline 3-13-6 and the control oil return pipeline 4 of No. 3 are lifted to form hydraulic force to the fuel tank 7-14 when the needle return pipeline 7-14 in the needle valve control cavity 7-2 is lifted up by the hydraulic force of the control oil return pipeline 7-13-5, the needle return pipeline 3 and the control oil return pipeline 7-14 in the needle valve 7-14 to start to the injection cavity 2, the low-carbon fuel fully exchanged with the heating liquid in the thermal management cavity 7-4 flows from the low-carbon fuel pressure accumulating cavity 7-13-4 to the second fuel pressure chamber 7-5 through the low-13-4 of No. 1, the control oil return pipeline 7-14-4 and the needle valve control oil return pipeline 7-2 is lifted to the fuel pressure in the second fuel pressure chamber 7-14 when the needle valve control oil return pipeline 3-2 is fully lifted up to the needle valve control oil return pipeline 7-4 and the needle valve control pipeline 7-4 is started to the fuel injection control pipeline 7-4, the No. 2 injection control pipeline cooperative control module 7-13 is powered off, the No. 3 armature 7-13-2 is seated to drive the double-way valve rod 7-13-3 to move downwards, the second fuel pressure chamber 7-14-5 does not flow low-carbon fuel any more, the pressure is rapidly reduced, the pressure in the second fuel needle valve control chamber 7-14-2 is gradually built up, and when the pressure in the second fuel needle valve control chamber 7-14-2 and the elastic force of the second fuel needle valve return spring 7-14-4 are larger than the upward hydraulic pressure in the second fuel pressure chamber 7-14-5, the second fuel needle valve 7-14-3 is seated again, and the injection is ended.

When the second fuel injection module B adopts low-pressure injection, the two-stage pressure increasing module 7-10 is electrified with low potential, and the No. 1 armature 7-7-2 is driven by electromagnetic force to drive the internal controlThe valve rod 7-10-3 moves upwards, so that the connection between the primary pressurized oil return oil passage 7-10-9 and the main pressurized oil return oil passage 7-10-10 is disconnected, the outer control valve block 7-10-4 is still seated on the lower contact surface of the control valve block seat 7-10-5, a sealing cavity is formed between the lower contact surface and the lower contact surface, the primary pressurized oil return oil passage 7-10-9 and the secondary pressurized oil return oil passage 7-10-16 are not connected, the secondary pressurized oil return oil passage 7-10-13 and the main pressurized oil return oil passage 7-10-10 are connected, at the moment, the secondary pressurized oil cavity 7-10-15 cannot be established, the primary pressurized oil cavity 7-10-12 starts to establish pressure, the double pressurized pistons 7-10-6 move downwards, and the pressure in the low-carbon fuel pressure accumulating cavity 7-12 rises until the pressure in the low-carbon fuel pressure accumulating cavity 7-12 is reachedMultiplying the area of the lower surface of the double booster piston 7-10-6Adding the elasticity of the double-pressurizing piston 7-10-6 return springIs equal to the pressure of pressurized oil in the first-stage pressurizing oil cavity 7-10-12Multiplying the area of its action on the double booster piston 7-10-6The double booster pistons 7-10-6 no longer move, i.e.. The description of the process of the supercharging section has ended so far.

The fuel injection process is then the same as in the base pressure mode.

When the second fuel injection module B adopts high-pressure injection, the two-stage pressure increasing module 7-10 is communicated with high potential, the No. 1 armature 7-7-2 is driven by electromagnetic force to drive the inner control valve rod 7-10-3 to move upwards and further drive the outer control valve block 7-10-4 to move upwards, the communication between the primary pressure increasing oil return oil way 7-10-9 and the main pressure increasing oil return oil way 7-10-10 is cut off, and the primary pressure increasing oil cavity 7-10-12 startsThe pressure is built, and the secondary supercharging oil inlet oil way 7-10-16 is communicated with the primary supercharging oil return oil way 7-10-9, disconnected with the upper space of the outer control valve block 7-10-4, and the secondary supercharging oil cavity 7-10-15 starts to build pressure. The double pressurizing piston 7-10-6 moves downwards, the pressure in the low-carbon fuel pressure accumulation cavity 7-12 rises until the pressure in the low-carbon fuel pressure accumulation cavity 7-12Multiplying the area of the lower surface of the double booster piston 7-10-6Adding the elasticity of the double-pressurizing piston 7-10-6 return springIs equal to the pressure of pressurized oil in the pressurized oil cavityMultiplying the area of its action on the double booster piston 7-10-6The double booster pistons 7-10-6 no longer move, i.e.. The description of the process of the supercharging section has ended so far.

The fuel injection process is then the same as in the base pressure mode.

When the second fuel injection module B needs to perform the boot-shaped injection, the base pressure injection mode may be performed first, and the injection pressure is increased in the injection process in the low-pressure or high-pressure injection mode, so as to realize the change of the injection rate from low to high, i.e., the boot-shaped injection.

A combustion control method of a dual-fuel engine based on a variable injection rule is characterized in that a second fuel injection module B injects low-carbon and carbon-free fuel into a combustion chamber 6 and is used for controlling the mixing state and the combustion mode of the low-carbon and carbon-free fuel in the combustion chamber 6. The mixed state includes homogeneous equivalence ratio mixing and stratified equivalence ratio mixing. The combustion mode comprises stratified controllable premixed combustion and mixed control combustion. The diesel injection module a injects a small amount of diesel into the combustion chamber 6 for triggering ignition in the combustion chamber 6. According to different operation conditions of the engine, a specific combustion control scheme is as follows:

under the low load condition, a small amount of diesel oil is injected into the combustion chamber 6 through the diesel oil injection module A, compression self-ignition is carried out, and then, a boot-shaped injection rule is adopted through the second fuel injection module B, so that low-carbon and carbon-free fuel is injected into the combustion chamber 6, and the mixed control combustion is realized.

Under the medium load condition, single injection or multiple injections are adopted by the second fuel injection module B, the base pressure injection is adopted by the low-carbon-free fuel injection earlier than the compression top dead center by 50 degrees CA, and the booster injection is adopted by the low-carbon-free fuel injection later than the compression top dead center by 50 degrees CA. Then, a small amount of diesel oil is injected into the combustion chamber 6 through the diesel oil injection module A, the small amount of diesel oil compresses and self-ignites the mixed gas in the combustion chamber 6, and the layered controllable premixed combustion is realized

Under the high load condition, the low-carbon and carbon-free fuel is injected into the combustion chamber 6 through the second fuel injection module B, the low-carbon and carbon-free fuel injection earlier than the compression top dead center 50 DEG CA adopts base pressure injection, and the low-carbon and carbon-free fuel injection later than the compression top dead center 50 DEG CA adopts booster injection. Then, a small amount of diesel oil is injected into the combustion chamber 6 through the diesel oil injection module A, and the small amount of diesel oil compresses and self-ignites and ignites the mixed gas in the combustion chamber 6. Finally, through the second fuel injection module B, the low-carbon and carbon-free fuel is injected into the combustion chamber 6 by adopting pressurized injection, so that cooperative control of layered controllable premixed combustion and mixed control combustion is realized.

The control method of the present embodiment may be applied to both a two-stroke compression ignition engine and a four-stroke compression ignition engine. Test tests were conducted on a light-duty high-speed compression-ignition four-stroke engine with a cylinder diameter of 86 mm, wherein the injection pressure of the diesel injection module A was fixed at 60 MPa, the base pressure injection pressure of the low-carbon-free fuel variable injection law injection module was 40 MPa, and the boost injection pressure of the low-carbon-free fuel variable injection law injection module was 80 MPa. The operation result shows that: compared with a pure diesel oil running mode, under the low-load condition, the thermal efficiency of the invention is equivalent to that of the pure diesel oil mode, and under the medium-load and high-load conditions, the thermal efficiency of the invention is relatively improved by 12 percent, the carbon dioxide emission is reduced by 85 percent, the nitrogen oxide emission is reduced by 55 percent, the emission of particulate matters is hardly detected, and the cyclic variation in the whole working condition range is not higher than 4 percent. The engine and the combustion control method can achieve the effects of cleaning, high efficiency and stable and controllable combustion process under the condition of low carbon and carbon-free fuel with high substitution rate. Other embodiments of the invention can achieve the effects of cleaning, high efficiency, stabilizing and controlling combustion.

Claims

1. A dual-fuel engine based on a variable injection law injector is characterized in that: the cylinder comprises a cylinder wall (2), a cylinder cover (3) and a piston (1), wherein the cylinder cover (3) is arranged above the cylinder wall (2), the piston (1) is arranged in the cylinder wall (2), the cylinder cover (3) and the piston (1) form a combustion chamber (6), and an air inlet valve (4), an air outlet valve (5) and an integrated injector (7) are arranged in the cylinder cover (3);

2. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the ultra-hysteresis electromagnetic control needle valve limiting module (7-8) comprises an ultra-hysteresis upper module (7-8-14), an ultra-hysteresis lower module (7-8-15), a main magnetic pole (7-8-2), an ultra-hysteresis material (7-8-11), a magnetic yoke (7-8-1), a hysteresis seat (7-8-3), a second piston (7-8-4) and a needle valve limiting block (7-8-6), wherein the ultra-hysteresis upper module (7-8-14) is positioned above the ultra-hysteresis lower module (7-8-15), the main magnetic pole (7-8-2) is arranged in the ultra-hysteresis upper module (7-8-14), the main magnetic pole (7-8-2) is internally provided with an ultra-hysteresis material (7-8-11), the upper end and the lower end of the ultra-hysteresis material (7-8-11) are respectively provided with the magnetic yoke (7-8-1) and the seat (7-8-3), the needle valve limiting block (7-8-6) is arranged below the seat (7-8-3), the needle valve limiting block (7-8-6) is sleeved with a hysteresis spring (7-12), an intermediate cavity (7-8-5) is formed between the needle valve limiting block (7-8-6) and the hysteresis seat (7-8-3), a one-way lubrication port inlet (7-8-9), a lubrication oil path (7-8-8), an intermediate cavity oil path (7-8-7) and a No. 1 one-way control oil inlet (7-17) are respectively arranged in the ultra-hysteresis upper module (7-8-14), the one-way lubrication port inlet (7-8-9) is communicated with the lubrication oil path (7-8-8), and the intermediate cavity (7-8-5) is communicated with the intermediate cavity oil path (7-8-7).

3. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the diesel nozzle part (7-9) comprises a diesel needle valve (7-9-1) and a middle block (7-9-7), wherein a diesel needle valve reset spring (7-9-4) is sleeved on the upper part of the diesel needle valve (7-9-1), the middle part of the diesel needle valve (7-9-1) penetrates through the middle block (7-9-7), a diesel control oil inlet pipeline (7-9-2) is arranged in the middle block (7-9-7), a diesel needle valve control oil cavity (7-9-3) is formed between the middle part of the diesel needle valve (7-9-1) and the lower part of the middle block (7-9-7), the diesel needle valve control oil cavity (7-9-3) is communicated with a No. 1 unidirectional control oil inlet and a No. 1 control oil return pipeline (7-7-7), a diesel pressure chamber is formed between the diesel needle valve (7-9-1) and the outside of the diesel needle valve, a diesel spray orifice (7-9-6) is arranged below the bottom of the diesel needle valve (7-9-1), and the diesel pressure chamber is respectively communicated with the diesel spray orifice (7-9-6) and the No. 2 oil inlet pipeline (7-7-6).

4. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the two-stage pressurizing module (7-10) comprises a second electromagnetic valve (7-10-1), an upper piston module (7-10-18), a double pressurizing piston (7-10-6), a No. 2 armature (7-10-2), an inner control valve rod (7-10-3) and an outer control valve block (7-10-4), wherein the second electromagnetic valve (7-10-1) is arranged in a fastening cap (7-15), a No. 2 armature return spring (7-10-7) is arranged in the second electromagnetic valve (7-10-1), the No. 2 armature (7-10-2) is fixed at the top of the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is sleeved outside the inner control valve rod (7-10-3), the No. 2 armature is arranged below the No. 2 armature return spring, the double pressurizing piston (7-10-6) is arranged below the piston module (7-10-18), and the double pressurizing piston (7-10-6) is sleeved with the pressurizing piston return spring (7-10-17);

5. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the injection control pipeline cooperative control module (7-13) and the injection control pipeline cooperative control module (7-7) of No. 2 share the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the injection control pipeline cooperative control module (7-13) of No. 2 also comprises a third electromagnetic valve (7-13-1), an armature (7-13-2) of No. 3 and a double-passage valve rod (7-13-3) of No. 2, the third electromagnetic valve (7-13-1) is installed in the cooperative upper module (7-7-11), an armature return spring (7-13-9) of No. 3 is installed in the third electromagnetic valve (7-13-1), the double-passage valve rod (7-13-3) of No. 2 is installed in the cooperative lower module (7-7-12), the armature (7-13-2) of No. 3 is fixed on the top of the double-passage valve rod (7-13-3), the armature return spring (7-13-9) of No. 3) is positioned above the double-passage valve rod (7-13-3) of No. 2, the lower half-passage valve rod (7-13-3) is arranged on two sides of the second valve rod (7-7-13) of the cooperative lower module (7-7-13), the lower cooperation module (7-7-12) is internally provided with a No. 2 low-carbon fuel inlet pipeline (7-13-5), a No. 3 control oil return pipeline (7-13-6) and a No. 4 control oil return pipeline (7-13-7), and the second semi-circular passage (7-13-8) is matched with the No. 1 low-carbon fuel inlet pipeline (7-13-4), the No. 2 low-carbon fuel inlet pipeline (7-13-5), the No. 3 control oil return pipeline (7-13-6) and the No. 4 control oil return pipeline (7-13-7).

6. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the low-carbon fuel nozzle part (7-14) and the diesel nozzle part (7-9) share an intermediate block (7-9-7), the low-carbon fuel nozzle part (7-14) also comprises a second fuel needle valve (7-14-3), a control cavity valve block (7-14-7), a bulge valve block (7-14-8), the control cavity valve block (7-14-7), the bulge valve and the intermediate block (7-9-7) are sequentially arranged from top to bottom, the middle part of the second fuel needle valve (7-14-3) passes through the intermediate block (7-9-7), the bulge is arranged at the upper part of the second fuel needle valve (7-14-3), the bulge is positioned in the bulge valve block (7-14-8), the second fuel needle valve reset spring (7-14-4) is sleeved outside the second fuel needle valve (7-14-3) above the bulge, a second fuel control cavity (7-14-2) is arranged in the control cavity valve block (7-14-7), the lower part of the second fuel needle valve (7-14-3) and the outer needle valve (7-14-7) form a second fuel needle valve (7-5) below the second fuel nozzle chamber (7-14-7), the second fuel pressure chamber (7-14-5) is respectively communicated with a No. 2 low-carbon fuel inlet pipeline (7-13-5) and a second fuel spray hole (7-14-6), and the second fuel needle valve control cavity (7-14-2) is respectively communicated with a No. 2 control oil inlet pipeline (7-14-1) and a No. 3 control oil return pipeline (7-13-6).

7. A dual fuel engine based on a variable injection law injector as claimed in claim 1, characterized in that: the radius of the upper end interface of the first semi-circular passage (7-7-9) is respectively consistent with the radius of the inlet of the No. 2 control oil return pipeline (7-7-8) and the radius of the outlet of the No. 1 oil inlet pipeline (7-7-5), the radius of the lower end interface is respectively consistent with the radius of the outlet of the No. 1 control oil return pipeline (7-7-7) and the radius of the inlet of the No. 2 oil inlet pipeline (7-7-6), the distance between the upper end interface of the first semi-circular passage (7-7-9) and the inlet of the No. 1 oil inlet pipeline (7-7-5), the distance between the lower end interface of the No. 2 control oil return pipeline (7-7-8) and the distance between the lower end interface of the first semi-circular passage (7-7-9) and the inlet of the No. 2 oil inlet pipeline (7-7-7-6) and the distance between the outlets of the No. 1 control oil return pipeline (7-7-7-7).

8. A combustion control method of a dual-fuel engine based on a variable injection law injector is characterized by comprising the following steps:

9. The combustion control method of the dual-fuel engine based on the variable injection law injector, as claimed in claim 8, is characterized in that: when the second fuel injection module (B) selects a base pressure mode, the two-stage pressurizing module (7-10) is not electrified, the No. 1 armature (7-7-2) is seated, the first-stage pressurizing oil return oil passage (7-10-9) is communicated with the main pressurizing oil return oil passage (7-10-10) through a through hole (7-10-8) on the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is seated on the lower contact surface of the control valve block seat (7-10-5), a sealing cavity is formed between the two-stage pressurizing oil return oil passages (7-10-9) and the two-stage pressurizing oil inlet oil passage (7-10-16), the two-stage pressurizing oil return oil passage (7-10-13) is not communicated with the main pressurizing oil return oil passage (7-10-10), the first-stage pressurizing oil cavity (7-10-12) and the two-stage pressurizing oil cavity (7-10-15) cannot be pressurized, and the double pressurizing piston (7-10-6) cannot perform pressurizing.

10. The combustion control method of the dual-fuel engine based on the variable injection law injector, as claimed in claim 8, is characterized in that: when the second fuel injection module (B) selects a low pressurizing mode, the two-stage pressurizing module (7-10) is communicated with low potential, the armature 1 # 7-7-2 is driven by electromagnetic force to drive the inner control valve rod (7-10-3) to move upwards, so that the communication between the primary pressurizing oil return oil passage (7-10-9) and the main pressurizing oil return oil passage (7-10-10) is disconnected, the outer control valve block (7-10-4) is still seated on the lower contact surface of the control valve block seat (7-10-5), a sealing cavity is formed between the outer control valve block and the outer control valve block, the primary pressurizing oil return oil passage (7-10-9) and the secondary pressurizing oil return oil passage (7-10-16) are not communicated, at the moment, the secondary pressurizing oil chamber (7-10-15) cannot build pressure, the primary pressurizing oil chamber (7-10-12) starts to build pressure, the double pressurizing piston (7-10-6) moves downwards, and the low-carbon fuel cavity (7-12) is not communicated with the primary pressurizing oil return oil passage (7-10-12)The pressure in the pressure storage chamber is increased until the pressure in the low-carbon fuel pressure storage chamber (7-12)Multiplying the area of the lower surface of the double booster piston (7-10-6) >The elastic force of a double-booster piston (7-10-6) reset spring is added>Is equal to the pressure of pressurized oil in the primary pressurizing oil cavity (7-10-12)>Multiplying the area of its action on the double booster piston (7-10-6)>The double booster piston (7-10-6) is no longer moving, i.e. +.>。

11. The combustion control method of the dual-fuel engine based on the variable injection law injector, as claimed in claim 8, is characterized in that: when the second fuel injection module (B) selects a high pressurizing mode, the two-stage pressurizing module (7-10) is communicated with a high potential, the armature (7-7-2) of the No. 1 armature is driven by electromagnetic force to drive the inner control valve rod (7-10-3) to move upwards and further drive the outer control valve block (7-10-4) to move upwards, the communication between the primary pressurizing oil return oil passage (7-10-9) and the main pressurizing oil return oil passage (7-10-10) is cut off, the primary pressurizing oil chamber (7-10-12) starts to build pressure, the secondary pressurizing oil inlet passage (7-10-16) is communicated with the primary pressurizing oil return oil passage (7-10-9) and disconnected with the upper space of the outer control valve block (7-10-4), and the secondary pressurizing oil chamber (7-10-15) starts to build pressure; the double pressurizing pistons (7-10-6) move downwards, the pressure in the low-carbon fuel pressure accumulation cavity (7-12) is increased, Up to the pressure in the low-carbon fuel pressure accumulation cavity (7-12)Multiplying the area of the lower surface of the double booster piston (7-10-6)>The elastic force of a double-booster piston (7-10-6) reset spring is added>Is equal to the pressure of the pressurized oil in the pressurized oil cavity>Multiplying the area of its action on the double booster piston (7-10-6)>The double booster pistons (7-10-6) no longer move, i.e.。

12. The combustion control method of the dual-fuel engine based on the variable injection law injector, as claimed in claim 8, is characterized in that: when the second fuel injection module (B) performs the boot-shaped injection, the base pressure injection mode is first performed, and the injection pressure is increased in the injection process in the low-pressure or high-pressure injection mode, so that the injection rate is changed from low to high, i.e., the boot-shaped injection is realized.