CN118008646A - Dual fuel injection system, injection method and engine - Google Patents
Dual fuel injection system, injection method and engine Download PDFInfo
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- CN118008646A CN118008646A CN202410021083.6A CN202410021083A CN118008646A CN 118008646 A CN118008646 A CN 118008646A CN 202410021083 A CN202410021083 A CN 202410021083A CN 118008646 A CN118008646 A CN 118008646A
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- 239000000446 fuel Substances 0.000 title claims abstract description 270
- 238000002347 injection Methods 0.000 title claims abstract description 176
- 239000007924 injection Substances 0.000 title claims abstract description 176
- 230000009977 dual effect Effects 0.000 title claims abstract description 64
- 238000000034 method Methods 0.000 title claims abstract description 21
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 claims abstract description 47
- 238000000520 microinjection Methods 0.000 claims description 19
- 239000007788 liquid Substances 0.000 claims description 6
- 238000004140 cleaning Methods 0.000 claims 1
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 138
- 239000002283 diesel fuel Substances 0.000 description 12
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 239000002828 fuel tank Substances 0.000 description 4
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- 230000002159 abnormal effect Effects 0.000 description 3
- 230000005856 abnormality Effects 0.000 description 3
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 150000001875 compounds Chemical class 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 229910021529 ammonia Inorganic materials 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
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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
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0673—Valves; Pressure or flow regulators; Mixers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0684—High pressure fuel injection systems; Details on pumps, rails or the arrangement of valves in the fuel supply and return systems
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- 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
- F02M37/0076—Details of the fuel feeding system related to the fuel tank
-
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Life Sciences & Earth Sciences (AREA)
- Biodiversity & Conservation Biology (AREA)
- Biotechnology (AREA)
- Botany (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention provides a dual fuel injection system, an injection method and an engine. Wherein the injection system comprises: a high cetane number fuel pressure source, a clean fuel pressure source; a fuel injector including a first fuel injection flow path, a second fuel injection flow path; a first valve, a second valve; wherein the first fuel injection flow path is connected to the high cetane number fuel pressure source through a first flow path; the second fuel injection flow path communicates with the high cetane number fuel pressure source through a second flow path in which the first valve is provided, and communicates with the clean fuel pressure source through a third flow path in which a second valve is provided.
Description
Technical Field
The invention relates to a dual fuel injection system, an injection method and an engine.
Background
Low-viscosity clean fuels such as methanol, ammonia, and the like are widely favored for their great carbon reduction potential. For example, methanol, because of wide sources of raw materials, has the characteristics of wide ignition limit, high combustion speed and no soot during combustion in combustion chemistry, and is a carbon neutral fuel with wide development prospect.
In the field of marine internal combustion engines, methanol fuel is becoming more and more important, and particularly, when methanol is applied to a compression ignition engine, the problem of poor ignition stability and the like exists at present, and diesel ignition is needed. Thus, the engine is involved in various combustion modes during operation, generally including a pure diesel mode and a clean fuel mode. In the pure diesel mode, the dual fuel system typically injects only diesel while the methanol injection system does not operate. In the clean fuel mode, methanol is typically injected primarily, but a small amount of diesel fuel is required for ignition.
The inventor finds that the service life of a methanol injection related structure of a fuel injector in a dual fuel injection system is short in long-term practice, and after deep analysis, the inventor finds that the service life of the methanol injection structure can be damaged when the methanol injection system runs in a pure diesel mode due to the fact that the methanol injection system does not work in the pure diesel mode and the heat load at an outlet of methanol injection can be rapidly increased under the condition of lacking fuel endothermic cooling.
Accordingly, there is a need in the art for a new dual fuel injection system, injection method, engine to address the above issues.
Disclosure of Invention
It is an object of the present invention to provide a dual fuel injection system.
It is another object of the present invention to provide a dual fuel injection method.
It is a further object of the present invention to provide an engine.
A dual fuel injection system according to one aspect of the present application includes a high cetane number fuel pressure source, a clean fuel pressure source; a fuel injector including a first fuel injection flow path, a second fuel injection flow path; a first valve, a second valve; wherein the first fuel injection flow path is connected to the high cetane number fuel pressure source through a first flow path; the second fuel injection flow path communicates with the high cetane number fuel pressure source through a second flow path in which the first valve is provided, and communicates with the clean fuel pressure source through a third flow path in which a second valve is provided.
The technical scheme is that the second fuel injection flow path of the fuel injector is communicated with the high-cetane-number fuel pressure source through the second flow path, the first valve is arranged in the second flow path, the second fuel injection flow path is communicated with the clean fuel pressure source through the third flow path, and the third flow path is provided with the second valve, namely the second fuel injection flow path is communicated with the high-cetane-number fuel pressure source and also communicated with the clean fuel pressure source, namely through the compound use structure of the second fuel injection flow path, namely the high-cetane-number fuel can be passed through, and the micro-injection of the second fuel injection flow path can still be carried out in a pure high-cetane-number fuel mode (such as a pure diesel mode), so that the thermal load of the second fuel injection flow path can be reduced, the related structure of the second fuel injection flow path, particularly the structure service life of an injection outlet can be improved, and the service life of the dual-fuel injection system can be further prolonged.
In one or more embodiments of the dual fuel injection system, the dual fuel injection system further comprises a second high pressure common rail pipe, and the second flow path and the third flow path are communicated with the second fuel injection flow path through the second high pressure common rail pipe after being combined.
In one or more embodiments of the dual fuel injection system, the dual fuel injection system further comprises a control unit and a rail pressure sensor disposed on the second high pressure common rail pipe; the control unit is electrically connected to the first valve, the second valve, the rail pressure sensor, the high cetane number fuel pressure source, and the clean fuel pressure source.
In one or more embodiments of the dual fuel injection system, the clean fuel pressure source includes a main pressure source and a back-up pressure source, the second fuel injection flow path communicates with the main pressure source through a first sub-flow path of the third flow path, and communicates with the back-up pressure source through a second sub-flow path of the third flow path, respectively, the first sub-flow path being provided with a second valve; the second sub-flow path is provided with a third valve; the standby pressure source is provided with a liquid level sensor, and the control unit is electrically connected with the third valve and the liquid level sensor.
In one or more embodiments of the dual fuel injection system, the backup pressure source of the clean fuel pressure source has a capacity of 1% to 5% of the main pressure source.
In one or more embodiments of the dual fuel injection system, the dual fuel injection system further includes a first high pressure common rail pipe, the first flow path being provided with the first high pressure common rail pipe such that high cetane number fuel passes through the first high pressure common rail pipe to the first fuel injection flow path after being output from the high cetane number fuel pressure source.
In one or more embodiments of the dual fuel injection system, when the dual fuel injection system is in the pure high cetane number fuel mode:
The high cetane number fuel can be injected through the first flow path and a first fuel injection flow path of a fuel injector;
Meanwhile, the high cetane number fuel is micro-jet injected through the second flow path, or the clean fuel is micro-jet injected through the third flow path, and the second fuel injection flow path of the fuel injector.
In one or more embodiments of the dual fuel injection system, when the dual fuel injection system is in the pure high cetane number fuel mode:
The high cetane number fuel can be injected through the first flow path and a first fuel injection flow path of a fuel injector;
Simultaneously, the clean fuel is preferentially injected in a micro-jetting way through the third flow path and the second fuel injection flow path of the fuel injector; if the clean fuel is insufficient or the third flow path fails, the high cetane number fuel is injected through the second flow path and the second fuel injection flow path of the fuel injector in a micro-injection manner.
According to a dual fuel injection method of the second aspect of the present application, the dual fuel injection system of the first aspect is used to inject low viscosity clean fuel as well as high cetane number fuel, or only high cetane number fuel.
A dual fuel engine according to a third aspect of the application comprises a dual fuel injection system as described in the first aspect.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the accompanying drawings and embodiments in which like reference numerals refer to like features throughout, it being noted that these drawings are given by way of example only, which are not drawn to scale and should not be construed to limit the true scope of the invention, wherein:
FIG. 1 is a schematic diagram of a dual fuel injection system according to one embodiment.
FIG. 2 is a flow chart of a dual fuel injection method according to an embodiment.
Detailed Description
Reference will now be made in detail to the various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments, it will be appreciated that the present description is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.
In the following description, references to orientations or positional relationships of "inner", "outer", "upper", "lower", "top", "bottom", or other orientation terminology are based on the orientation or positional relationships shown in the drawings, and are merely for convenience in describing the invention and to simplify the description, rather than to indicate or imply that the device or component referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore should not be construed as limiting the invention.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the application. Thus, it should be emphasized and should be appreciated that two or more references to "some embodiments" in this specification at different positions are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of some embodiments of the application may be combined as suitable.
For dual fuel injection, a pure diesel mode and a clean fuel mode are generally included. In the pure diesel mode, the dual fuel system typically injects only diesel while the methanol injection system does not operate. In the clean fuel mode, methanol is typically injected primarily, but a small amount of diesel fuel is required for ignition.
The inventor finds that the service life of a methanol injection related structure of a fuel injector in a dual fuel injection system is short in long-term practice, and after deep analysis, the inventor finds that the service life of the methanol injection structure can be damaged when the methanol injection system runs in a pure diesel mode due to the fact that the methanol injection system does not work in the pure diesel mode and the heat load at an outlet of methanol injection can be rapidly increased under the condition of lacking fuel endothermic cooling.
Based on the above, the inventors have made intensive studies to invent a dual fuel injection system in which the high cetane number fuel pressure source is communicated through a second fuel injection flow path of a fuel injector, the first valve is provided in the second flow path, and the second fuel injection flow path is communicated with the clean fuel pressure source through a third flow path, and a second valve is provided in the third flow path, that is, the second fuel injection flow path is communicated with both the high cetane number fuel pressure source and the clean fuel pressure source, that is, through a composite use structure of the second fuel injection flow path, that is, the high cetane number fuel can be passed through, and that is, the micro injection of the second fuel injection flow path can still be performed in a pure high cetane number fuel mode (for example, a pure diesel mode), so that the thermal load of the second fuel injection flow path can be reduced to improve the related structure of the second fuel injection flow path, particularly the structure life at an injection outlet, and further improve the service life of the dual fuel injection system.
Although the dual fuel injection system, the injection method and the engine disclosed in the embodiments of the present application are applicable to marine diesel engines to achieve the effect of improving the service life and the reliability, the present application is not limited thereto, and may be applicable to other application occasions, such as heavy vehicles and railway trains, for example, as long as the engine needs to adopt a dual fuel injection scheme, the dual fuel injection system, the method and the engine disclosed in the present application can be applied.
In the following description, the "high cetane fuel" is exemplified by diesel oil; "clean fuel" is exemplified by methanol. The meaning of "valve" is similar to that in the fluid art, i.e. the means for regulating the flow rate, pressure and direction of the fluid may be, for example, a shut-off valve, but is not limited thereto.
Referring to FIG. 1, in some embodiments, a dual fuel injection system 100 includes a high cetane number fuel pressure source 1, a clean fuel pressure source 2, a fuel injector 3, and first and second valves 4, 5. It will be appreciated that the high cetane number fuel pressure source 1 shown in the drawings may include a high cetane number fuel tank 11, i.e. a diesel tank, and an oil pump 12, the oil pump 12 pumping diesel fuel out of the diesel tank under pressure. The clean fuel pressure source 2 includes a clean fuel tank 21, i.e., a methanol fuel tank, and a methanol pump 22, the methanol pump 22 pumping methanol out of the methanol fuel tank and pressurizing the methanol.
The fuel injector 3 includes a first fuel injection flow path 31 and a second fuel injection flow path 32. In fig. 1, for the sake of clarity, the first fuel injection flow path 31 and the second fuel injection flow path 32 are shown as separate fuel injectors, and in practice, the first fuel injection flow path 31 and the second fuel injection flow path 32 tend to be integrated in the same fuel injector, and as separate fuel injection flow paths of the same fuel injector, neither is limited thereto, and in fact, it is more likely to be the case of being integrated in the same fuel injector, which may make the structure more compact.
As shown in fig. 1, the first fuel injection flow path 31 is connected to a high cetane number fuel pressure source 1 through a first flow path 101; the second fuel injection flow path 32 communicates with the high cetane number fuel pressure source 1 through a second flow path 102, the first valve 4 is provided in the second flow path 102, the second fuel injection flow path 32 communicates with the clean fuel pressure source 2 through a third flow path 103, and the second valve 5 is provided in the third flow path 103.
Preferably, in some embodiments, with continued reference to FIG. 1, the clean fuel pressure source 2 may include a main pressure source 201 and a back-up pressure source 202, with the second fuel injection flow path 32 communicating with the main pressure source 201 through a first sub-flow path 1031 of the third flow path 103 and the back-up pressure source 202 through a second sub-flow path 1032 of the third flow path, respectively, and, in a limited manner, a level sensor 2020 may be provided at the back-up pressure source 202 for monitoring and diagnostics of the back-up pressure source. The first sub-flow path 1031 is provided with a second valve 5; the second sub flow path 1032 is provided with a third valve 6, and the second valve 5 and the third valve 6 are shut-off valves. The main pressure source 201, the back-up pressure source 202, means here that the main pressure source 201 has a much larger capacity than the back-up pressure source 202, for example it may be that the back-up pressure source 202 has a capacity of 1 to 5% of the main pressure source 201, which functions differently, the main pressure source 201 being dedicated to providing a fuel source for injecting methanol in the clean fuel mode, and the back-up pressure source 202 being dedicated to micro-injection of methanol in the pure diesel mode. I.e. in this embodiment, in the pure diesel mode, the second valve 5 is closed and the third valve 6 is open. Accordingly, in the clean fuel mode, the second valve 5 is open and the third valve 6 is closed so as not to unnecessarily consume methanol from the backup pressure source 202. It will be appreciated that since the second fuel injection flow path 32 performs injection of methanol in the clean fuel mode, the second fuel injection flow path 32 also preferentially injects methanol in the pure diesel mode, i.e., although structurally, in the pure diesel mode, diesel can be injected through the first flow path 101 and the first fuel injection flow path 31 of the fuel injector; meanwhile, diesel oil may be micro-jet injected through the second flow path 102 or methanol may be micro-jet injected through the third flow path 103, i.e., one of diesel oil or methanol, through the second fuel injection flow path 32 of the fuel injector; but preferably the second fuel injection flow path 32 is also preferentially micro-injected with methanol in the pure diesel mode, i.e., preferentially micro-injection of methanol through the third flow path 103, and the second fuel injection flow path 32 of the fuel injector 2; if the methanol is insufficient or the third flow path 103 fails, the operation of micro-injection of diesel oil through the second flow path 102 and the second fuel injection flow path 102 of the fuel injector is performed again. Specific method steps are described further below in conjunction with fig. 2. The provision of the primary and backup pressure sources 201, 202 has the advantage of being easy to control. However, the present invention is not limited thereto, and the second valve 5 may be a flow rate control valve in the case of only the main pressure source 201, that is, the second valve 5 may be set to have a large flow rate when in the clean fuel mode, and the second valve 5 may be set to have a small flow rate when in the pure diesel mode. In addition, the meaning of "micro-injection" herein is that the injection amount is in relation to the injection amount and injection interval of the methanol in the clean fuel mode, the injection amount and injection interval of the diesel oil in the pure diesel mode are in the example of the micro-injection of the methanol, the injection amount of the micro-injection is 10-15% compared with the injection amount in the clean fuel mode, and the injection interval is increased to 3600-7200 degrees of crank angle, namely 5-10 cycles; and the injection phase can be calibrated to Map according to the micro-injection mode. The diesel micro-injection is generally not more than 10% -15% of the main injection diesel under the corresponding load condition under the pure diesel mode. The injection phase is according to the micro-injection mode Map, and the injection moment of main injection diesel oil should be considered to be avoided so as to reduce the influence of spray interference on atomization, mixing and subsequent combustion performance reduction.
Preferably, with continued reference to fig. 1, the dual fuel injection system 100 may further include a second high pressure common rail 7, the second and third flow paths 102, 103 merging to communicate with the second fuel injection flow path 32 via the second high pressure common rail 7. This has the advantage that a pressure accumulation and a related diagnosis step can be performed through the second high-pressure common rail pipe 7. In particular, since the second fuel injection flow path 32 needs to inject methanol in the clean fuel mode, a more reliable methanol pressure accumulation can be provided to provide a higher and stable methanol injection pressure. For example, as shown in fig. 1, the dual fuel injection system 100 may also include a control unit 8, a rail pressure sensor 70 disposed in the second high pressure common rail 7; the control unit 8 is electrically connected to the first valve 4, the second valve 5, the rail pressure sensor 70, the high cetane number fuel pressure source 1, the clean fuel pressure source 2, and possibly the third valve 6, and the liquid level sensor 2020, and a specific control method will be described later with reference to fig. 2.
In some embodiments, dual fuel injection system 100 further includes a first high pressure common rail pipe 9, and first flow path 101 is provided with first high pressure common rail pipe 9, and high cetane number fuel is output from high cetane number fuel pressure source 1 and then passes through first high pressure common rail pipe 9 to first fuel injection flow path 31. This may make the dual fuel injection system 100 easier to control. However, it is understood that the structure of injecting diesel fuel into the first flow path 101 is not limited to the structure using a high-pressure common rail in the drawing, and may be, for example, a mechanical unit pump or an electric unit pump. The meaning of the first high-pressure Common Rail pipe and the second high-pressure Common Rail pipe is similar to that of a Common Rail system (Common Rail) in the field, and the description is omitted here.
As described above, the present application also provides a dual fuel injection method, in which the dual fuel injection system described in the above embodiment is used to inject low-viscosity clean fuel and high-cetane-number fuel, or only high-cetane-number fuel. The following describes in detail the injection method using the injection system shown in fig. 1 with reference to fig. 2.
As shown in fig. 2, when the dual fuel system is in the pure diesel mode, the injection method may include the steps of:
step S100: the dual fuel system operates in a pure diesel mode and outputs a pure diesel mode signal. In the pure diesel mode, the corresponding second valve 5 of the main pressure source 201 is normally closed.
Step S101: whether the liquid level of the standby pressure source 202 is lower than the preset value is determined, if not, step S102 is performed, and if yes, step S107 is skipped. For example, the level sensor 2020 monitors the level of methanol in the backup pressure source 202 and outputs a backup methanol level low signal to the control unit 8 if the level is below a preset position.
Step S102: the first valve 4 and the second valve 5 are closed, and the third valve 6 is opened, that is, it is determined that the methanol of the backup pressure source 202 is sufficient at this time, and the injection of the second fuel injection flow path 32 is performed without introducing diesel.
Step S103: it is determined whether the rail pressure of the second high-pressure common rail pipe 7 has reached the preset target value within a predetermined period of time (for example, within 1S), if so, the process proceeds to step S104, and if not, the process proceeds to step S106. The specific monitoring mode may be that the rail pressure sensor 70 outputs a 4-20mA signal to the control unit 8, and if the rail pressure is lower than a preset value, a corresponding alarm is output.
Step S104: the second fuel injection flow path 32 of the fuel injector 3 outputs a methanol micro-injection mode.
Step S105: the dual fuel injector injects methanol, the injection flow is micro-injection flow map in pure diesel mode, and the injection interval is 3600-7200 DEG crank angle (5-10 cycles).
Step S106: and outputting a first-stage rail pressure abnormality alarm. Namely, at this time, it is judged that the second high-pressure common rail pipe 7 is abnormal.
Step S107: the second valve 5 and the third valve 6 are closed, and the first valve 4 is opened, that is, if the standby methanol is insufficient in step S102, high-pressure diesel is introduced at this time to perform micro-injection.
Step S108: it is determined whether the rail pressure of the second high-pressure common rail pipe 7 has reached the preset target value within a predetermined period of time (for example, within 1S), if not, the process proceeds to step S109, and if yes, the process proceeds to step S112.
Step S109: and outputting a second-stage rail pressure abnormality alarm, namely judging that the second high-pressure common rail pipe 7 is abnormal at the moment.
Step S110: the first valve 4 is closed and the injector 3 is not operated.
Step S111: the output injector 3 stops injecting the signal.
Step S112: and judging whether the first-stage rail pressure abnormality alarm exists, if yes, entering a step S113, and if not, jumping to a step S114.
Step S113: the first-stage rail pressure is abnormal, alarming and silencing are carried out, and alarming sound is canceled at the moment so as to avoid interference to operation.
Step S114: the injector 3 operation mode outputs a diesel micro-injection mode, i.e. when diesel is micro-injected through the second flow path 102 and the second fuel injection flow path 32 of the fuel injector 3.
Step S115: the dual fuel injector injects diesel oil, and the injection flow and the injection timing are according to the mode micro-injection map of the pure diesel oil.
As described above, the present application also provides a dual fuel engine having the dual fuel injection system described in the above embodiments.
In summary, the above-described dual fuel injection system, injection method and engine have the advantages that, but not limited to, the high cetane number fuel pressure source is communicated through the second fuel injection flow path of the fuel injector through the second flow path, the first valve is disposed in the second flow path, and the second fuel injection flow path is communicated with the clean fuel pressure source through the third flow path, and the second valve is disposed in the third flow path, that is, the second fuel injection flow path is communicated with the high cetane number fuel pressure source and also communicated with the clean fuel pressure source, that is, through the compound use structure of the second fuel injection flow path, that is, the second fuel injection flow path can still perform micro-injection in the pure high cetane number fuel mode (for example, the pure diesel mode), so that the thermal load of the second fuel injection flow path can be reduced, so as to improve the related structure of the second fuel injection flow path, particularly the structure life of the injection outlet, and further improve the service life of the dual fuel injection system.
While the invention has been described in terms of preferred embodiments, it is not intended to be limiting, but rather to the invention, and that variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention fall within the protection scope defined by the claims of the present invention.
Claims (10)
1. A dual fuel injection system comprising:
a high cetane number fuel pressure source,
Cleaning a fuel pressure source;
a fuel injector including a first fuel injection flow path, a second fuel injection flow path;
A first valve, a second valve;
Wherein the first fuel injection flow path is connected to the high cetane number fuel pressure source through a first flow path; the second fuel injection flow path communicates with the high cetane number fuel pressure source through a second flow path in which the first valve is provided, and communicates with the clean fuel pressure source through a third flow path in which a second valve is provided.
2. The dual fuel injection system of claim 1 further comprising a second high pressure common rail pipe, wherein the second and third flow paths merge and communicate with the second fuel injection flow path through the second high pressure common rail pipe.
3. The dual fuel injection system of claim 2, further comprising a control unit, and a rail pressure sensor disposed in the second high pressure common rail; the control unit is electrically connected to the first valve, the second valve, the rail pressure sensor, the high cetane number fuel pressure source, and the clean fuel pressure source.
4. The dual fuel injection system of claim 3, further comprising a third valve, the clean fuel pressure source comprising a main pressure source and a back-up pressure source, the second fuel injection flow path communicating with the main pressure source through a first sub-flow path of the third flow path and with the back-up pressure source through a second sub-flow path of the third flow path, respectively, the first sub-flow path being provided with a second valve; the second sub-flow path is provided with a third valve; the standby pressure source is provided with a liquid level sensor, and the control unit is electrically connected with the third valve and the liquid level sensor.
5. The dual fuel injection system of claim 4 wherein the backup pressure source of the clean fuel pressure source has a capacity of 1% to 5% of the main pressure source.
6. The dual fuel injection system of claim 1 further comprising a first high pressure common rail pipe, the first flow path being provided with the first high pressure common rail pipe such that high cetane fuel passes through the first high pressure common rail pipe to the first fuel injection flow path after being output from the high cetane fuel pressure source.
7. The dual fuel injection system of claim 1, wherein when the dual fuel injection system is in a pure high cetane number fuel mode:
The high cetane number fuel can be injected through the first flow path and a first fuel injection flow path of a fuel injector;
Meanwhile, the high cetane number fuel is micro-jet injected through the second flow path, or the clean fuel is micro-jet injected through the third flow path, and the second fuel injection flow path of the fuel injector.
8. The dual fuel injection system of claim 7, wherein when the dual fuel injection system is in a pure high cetane number fuel mode:
The high cetane number fuel can be injected through the first flow path and a first fuel injection flow path of a fuel injector;
Simultaneously, the clean fuel is preferentially injected in a micro-jetting way through the third flow path and the second fuel injection flow path of the fuel injector; if the clean fuel is insufficient or the third flow path fails, the high cetane number fuel is injected through the second flow path and the second fuel injection flow path of the fuel injector in a micro-injection manner.
9. A dual fuel injection method characterized by injecting a low viscosity clean fuel and a high cetane number fuel, or injecting only a high cetane number fuel, using a dual fuel injection system as claimed in any one of claims 1 to 8.
10. An engine comprising a dual fuel injection system as claimed in any one of claims 1 to 8.
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| CN202410021083.6A CN118008646A (en) | 2024-01-05 | 2024-01-05 | Dual fuel injection system, injection method and engine |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202410021083.6A CN118008646A (en) | 2024-01-05 | 2024-01-05 | Dual fuel injection system, injection method and engine |
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| CN118008646A true CN118008646A (en) | 2024-05-10 |
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| CN202410021083.6A Pending CN118008646A (en) | 2024-01-05 | 2024-01-05 | Dual fuel injection system, injection method and engine |
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