WO2022148425A1 - 气体燃料发动机的双喷射系统及其控制方法 - Google Patents

气体燃料发动机的双喷射系统及其控制方法 Download PDF

Info

Publication number
WO2022148425A1
WO2022148425A1 PCT/CN2022/070694 CN2022070694W WO2022148425A1 WO 2022148425 A1 WO2022148425 A1 WO 2022148425A1 CN 2022070694 W CN2022070694 W CN 2022070694W WO 2022148425 A1 WO2022148425 A1 WO 2022148425A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
injection
engine
air
nozzle
Prior art date
Application number
PCT/CN2022/070694
Other languages
English (en)
French (fr)
Inventor
韩令海
钱丁超
李金成
宫艳峰
朱立铭
Original Assignee
中国第一汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2022148425A1 publication Critical patent/WO2022148425A1/zh

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/085—Safety, indicating, or supervising devices with sensors measuring combustion processes, e.g. knocking, pressure, ionization, combustion flame
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • 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

Definitions

  • the present application relates to the technical field of gas fuel engines, for example, to a dual injection system of a gas fuel engine and a control method thereof.
  • the gas storage tank When the gas fuel engine is applied to the vehicle, the gas storage tank is used to store the fuel, and the pressure of the gas storage tank is used to form a stable air supply pressure in the air rail through measures such as depressurization and pressure stabilization, so that the nozzle is at the specified injection pressure.
  • the injection pressure needs to be sufficient to overcome the gas back pressure in the gas passage or cylinder of the internal combustion engine.
  • the fuel supply methods of gas fuel engines include port injection and in-cylinder direct injection.
  • the injection pressure needs to be higher than the gas back pressure in the port during the injection duration, generally 0.5Mpa-1Mpa.
  • the injection pressure needs to be higher than the in-cylinder gas back pressure during the injection duration, which is generally 2MPa-20MPa. Therefore, the injection pressure required by the gas fuel engine with direct injection in the cylinder will be much higher than that of the gas fuel engine with port injection.
  • the gas fuel in the gas storage cylinder is gradually consumed, and the pressure at the outlet of the gas storage cylinder will gradually decrease.
  • the jet volume requirement for the normal operation of the engine requires the user to go to the refueling station to add fuel.
  • the higher the injection pressure required by the nozzle the greater the mass of the remaining gaseous fuel in the gas storage cylinder, and the smaller the actual available fuel volume of the gas storage cylinder.
  • the present application provides a dual injection system for a gas fuel engine and a control method thereof, which has the characteristics of two gas supply modes of in-cylinder direct injection and port injection, and improves the fuel economy and cruising range of the gas fuel engine vehicle.
  • a dual injection system for a gas fuel engine comprising:
  • an in-cylinder direct injection nozzle configured to inject gaseous fuel into the combustion chamber of the engine
  • a port nozzle configured to inject gaseous fuel into the engine intake manifold
  • a high-pressure injection air rail which connects the air supply pipeline and the in-cylinder direct injection nozzle
  • a low-pressure injection air rail which connects the air supply pipeline and the air passage nozzle
  • a first pressure detection part which is arranged at the outlet of the gas storage tank, and is configured to detect the pressure of the outlet of the gas storage tank;
  • the ECU, the first pressure detection element, the in-cylinder direct injection nozzle and the airway nozzle are all electrically connected to the ECU, and the ECU is configured to control the in-cylinder direct injection nozzle and the airway nozzle Whether to open.
  • the gas supply pipe is electrically connected to the ECU, and the ECU is further configured to control the pressure reduction of the gas supply pipe.
  • a dual injection system for a gas fuel engine it also includes:
  • a second pressure detection member is provided on the high-pressure injection rail and electrically connected to the ECU, and the second pressure detection member is arranged to detect the air pressure in the high-pressure injection rail.
  • the third pressure detection member is arranged on the low-pressure injection rail and is electrically connected to the ECU, and the third pressure detection member is arranged to detect the air pressure in the low-pressure injection rail.
  • the in-cylinder direct injection nozzle is installed on the cylinder head of the engine.
  • the port nozzle is installed on an intake manifold or an air port in a cylinder head.
  • a method for controlling a dual injection system of a gas fuel engine adopts the dual injection system of a gas fuel engine as described above, and the method includes:
  • the injection mode of the engine is determined, and the injection modes include the in-cylinder direct injection independent working mode, the in-cylinder direct injection and port injection co-working mode, and the port injection independent working mode.
  • the in-cylinder direct injection single working mode is that the in-cylinder direct injection nozzle injects gaseous fuel into the combustion chamber of the engine, and the gaseous fuel is injected into the combustion chamber of the engine.
  • the channel nozzle is closed;
  • the in-cylinder direct injection and port injection co-working mode is that the in-cylinder direct injection nozzle injects gaseous fuel into the combustion chamber of the engine, while the port nozzle injects gaseous fuel into the engine intake manifold;
  • the port injection independent working mode is that the in-cylinder direct injection nozzle is in a closed state, and the port injection nozzle injects gas fuel into the engine intake manifold.
  • determining the injection mode of the engine according to the air supply pressure includes the following steps:
  • the injection mode of the engine is an in-cylinder direct injection independent working mode
  • the injection mode of the engine is a combined working mode of in-cylinder direct injection and port injection;
  • the injection mode of the engine is a port injection independent working mode
  • the first preset pressure is greater than the second preset pressure.
  • a vehicle instrument when the supply air pressure is less than the second preset pressure, a vehicle instrument prompts a user to add gas fuel.
  • the first preset pressure value is greater than the target pressure of direct injection in the cylinder, and the target pressure of direct injection in the cylinder is greater than the second preset pressure pressure, the second preset pressure is greater than the airway injection target pressure.
  • FIG. 1 is a schematic structural diagram of a dual injection system of a gas fuel engine provided by the present application
  • FIG. 2 is a flowchart of a control method of a dual injection system of a gas fuel engine provided by the present application.
  • the terms “upper”, “lower”, “left”, “right”, “vertical”, “horizontal”, “inner”, “outer”, etc. indicate the orientation or positional relationship based on the attached
  • the orientation or positional relationship shown in the figure, or the orientation or positional relationship that the product of the application is usually placed in use, is only for the convenience of describing the application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, construction and operation in a particular orientation, and therefore should not be construed as a limitation on the present application.
  • the terms “first”, “second”, “third”, etc. are only used to differentiate the description and should not be construed as indicating or implying relative importance.
  • “plurality” means two or more.
  • connection should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection , can also be an electrical connection.
  • arrangement and “connection” should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection , can also be an electrical connection.
  • connection should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection , can also be an electrical connection.
  • a first feature "on” or “under” a second feature may include direct contact between the first feature and the second feature, or may include the first feature and the second feature Not directly but through additional features between them.
  • the first feature being “above”, “over” and “above” the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is level higher than the second feature.
  • the first feature is “below”, “below” and “below” the second feature includes the first feature being directly below and diagonally below the second feature, or simply means that the first feature has a lower level than the second feature.
  • Port injection gas fuel engines have fuel nozzles mounted on multiple cylinder branches of the intake manifold, or mounted on the cylinder head, to inject fuel into the engine intake manifold.
  • This type of nozzle injection pressure is low, and the disadvantages are: 1.
  • the gas injection will occupy the intake volume in the air passage, which will affect the engine charging efficiency, especially when the gas fuel density is small, the impact on the engine charging efficiency will greatly reduce the engine power. 2.
  • In-cylinder direct injection gas fuel engines have fuel nozzles mounted on the cylinder head that inject fuel directly into the engine combustion chamber.
  • In-cylinder direct-injection gas fuel engines can reduce the impact on the charging efficiency by using the closed-valve injection strategy, thereby improving the engine liter power and thermal efficiency; it can also avoid flashback through the closed-valve injection strategy.
  • the disadvantage of the gas fuel engine with direct injection in the cylinder is that the injection pressure of the nozzle is high, and the engine cannot run normally when the pressure of the gas storage cylinder is lower than the injection pressure of the nozzle, resulting in a low fuel utilization rate in the gas storage cylinder.
  • the injection control strategy of the current in-cylinder direct injection gas fuel engine is to use different injection pressures in different operating regions, use a lower injection pressure in a small load region, and use a higher injection pressure in a large load region.
  • the disadvantages of this scheme are: 1. When the pressure of the gas storage cylinder is lower than the maximum injection pressure, there are still some operating points that cannot operate normally; 2. Due to the compressible characteristics of gas fuel, it is difficult to switch speed and control accuracy between different gas pressures under transient conditions. Therefore, it is impossible to precisely control the amount of fuel injection under transient conditions.
  • the performance indicators such as power and thermal efficiency of the gas fuel engine with direct injection in the cylinder are better, but the fuel utilization rate in the gas storage cylinder is low, which affects the cruising range of the vehicle; the gas fuel engine with port injection gas storage
  • the fuel utilization rate in the bottle is high, but its power and thermal efficiency are low, and it is prone to abnormal combustion problems such as tempering.
  • the present embodiment discloses a dual injection system for a gas fuel engine, which includes an engine 1 , an in-cylinder direct injection nozzle 4 , an airway nozzle 12 , an air supply pipeline 9 , a high-pressure injection air rail 2 , and a low-pressure injection rail 2 .
  • ECU Electronic Control Unit
  • the dual injection system of the gas fuel engine includes: an engine 1; an in-cylinder direct injection nozzle 4, which is arranged to inject gas fuel into the combustion chamber of the engine 1; an air port nozzle 12, which is arranged to inject into the engine intake manifold 11 injects gas fuel; air supply line 9; high pressure injection air rail 2, which connects the air supply line 9 and the in-cylinder direct injection nozzle 4; low pressure injection air rail 13, which connects the air supply line 9 and the in-cylinder direct injection nozzle 4;
  • the pressure of the outlet; ECU6, the first pressure detection member 8, the in-cylinder direct injection nozzle 4 and the airway nozzle 12 are all electrically connected to the ECU6, and the ECU6 is configured to control the in-cylinder direct injection Whether the spray nozzle 4 and the airway nozzle 12 are turned on.
  • the gas storage tank 7 is set to hold gas fuel, and its maximum gas storage pressure is the P gas cylinder , that is, the maximum gas supply pressure that the gas storage tank 7 can provide is the P gas cylinder .
  • the gas outlet of the gas storage tank 7 is connected to the gas supply pipe, and the gas supply pipe can depressurize and stabilize the gas fuel.
  • the first pressure detection member 8 is arranged at the outlet of the air storage tank 7 and is configured to detect the pressure P 1 at the outlet of the air storage tank 7 , that is, the air supply pressure.
  • the in-cylinder direct injection nozzle 4 is installed on the cylinder head of the engine 1, the high-pressure injection rail 2 is connected to the air supply pipeline 9 and the in-cylinder direct injection nozzle 4, and the high-pressure injection rail 2 is connected to the air supply pipeline 9 through the first connecting pipe 5,
  • the in-cylinder direct injection nozzle 4 is provided to inject gas fuel into the combustion chamber of the engine 1 .
  • the gas fuel in the gas supply pipe is transported to the in-cylinder direct injection nozzle 4 through the high-pressure injection rail 2, so that the in-cylinder direct injection nozzle 4 performs gas injection.
  • Port nozzles 12 are mounted on ports in the intake manifold or cylinder head.
  • Port nozzles 12 are mounted on the engine intake manifold 11 or ports in the cylinder head.
  • the low pressure injection rail 13 is connected to the air supply line 9 and the air port nozzle 12 , the low pressure injection rail 13 is connected to the air supply line 9 through the second connecting pipe 10 , and the air port nozzle 12 is configured to inject gas fuel into the engine intake manifold 11 .
  • the gaseous fuel in the gas supply pipe is delivered to the airway nozzle 12 through the low pressure injection air rail 13, so that the airway nozzle 12 performs gas injection.
  • the first pressure detection member 8, the direct injection nozzle 4 in the cylinder and the air passage nozzle 12 are all electrically connected to the ECU 6, and the ECU 6 is configured to control whether the direct injection nozzle 4 in the cylinder and the air passage nozzle 12 are opened, that is, to control the direct injection nozzle 4 in the cylinder and the air passage. Whether the nozzle 12 performs gas injection.
  • the air pressure of the air outlet of the air tank 7 detected by the first pressure detector 8 that is, the air supply pressure P1 of the air tank 7 is fed back to the ECU 6 .
  • the air supply pipe is electrically connected to the ECU 6, and the ECU 6 is arranged to control the pressure reduction of the air supply pipe.
  • the air supply line 9 is electrically connected to the ECU 6 , and the ECU 6 is configured to control the pressure of the air supply line 9 .
  • the dual injection system of the gas fuel engine further includes a second pressure detection member 3 and a third pressure detection member 14, wherein the second pressure detection member 3 is arranged on the high pressure injection rail 2 and is electrically connected to the ECU 6, and the second pressure detection member 3 is set to detect the air pressure P 2 in the high pressure injection rail 2, and feed back the detected air pressure P 2 to the ECU 6.
  • the third pressure detector 14 is disposed on the low pressure injection rail 13 and is electrically connected to the ECU 6 .
  • the third pressure detector 14 is arranged to detect the air pressure P 3 in the low pressure injection rail 13 and feed back the detected air pressure P 3 to ECU6.
  • the first pressure detection member 8 , the second pressure detection member 3 and the third pressure detection member 14 are all pressure sensors.
  • the present embodiment discloses a method for controlling a dual injection system of a gas fuel engine, wherein the method adopts the dual injection system of the gas fuel engine in the first embodiment, and the method includes:
  • the injection mode of the engine 1 is determined, and the injection modes include the in-cylinder direct injection independent working mode, the in-cylinder direct injection and port injection joint working mode, and the port injection independent working mode.
  • the in-cylinder direct injection single working mode is that the in-cylinder direct injection nozzle 4 injects gas fuel into the combustion chamber of the engine 1, and the port nozzle 12 is in a closed state; The gas fuel is injected into the combustion chamber of the engine 1, and the gas port nozzle 12 is injected into the engine intake manifold 11 at the same time; Gas fuel is injected into the gas manifold 11 .
  • the injection mode of the engine 1 is determined, including the following steps:
  • the injection mode of the engine 1 is the in-cylinder direct injection independent working mode
  • the injection mode of the engine 1 is the combined working mode of in-cylinder direct injection and port injection;
  • the injection mode of the engine 1 is the port injection independent working mode, and the vehicle instrument prompts the user to add gas fuel.
  • the first pressure detector 8 detects the pressure P 1 of the air outlet of the air storage tank 7 , that is, the air supply pressure, and feeds back the detected value to the ECU 6 , and the ECU 6 determines whether P 1 is greater than or equal to the first preset pressure P max , if P 1 is greater than or equal to the first preset pressure P max , then the ECU 6 controls the in-cylinder direct injection nozzle 4 to open to inject gas fuel into the combustion chamber of the engine 1 , while closing the port nozzle 12 .
  • the ECU 6 controls the air supply pipe to depressurize and stabilize the pressure, so that the air pressure output from the air supply pipe to the high-pressure injection rail 2 is the target pressure of direct injection in the cylinder, so that the direct injection nozzle 4 in the cylinder is at the target pressure P of direct injection in the cylinder.
  • the gas fuel is injected into the combustion chamber of the engine 1 under the direct injection target .
  • the fuel is injected by direct injection for a pre-calibrated injection duration ⁇ t 1 depending on the engine 1 speed and torque demand.
  • the ECU 6 determines whether P 1 is greater than or equal to the second preset pressure P min , and if P 1 is greater than the second preset pressure P min , the ECU 6 controls the direct injection nozzle in the cylinder 4. Open to inject gas fuel into the combustion chamber of the engine 1, and control the port nozzle 12 to open to inject gas fuel into the engine intake manifold 11.
  • the ECU 6 controls the part of the air supply line 9 that supplies air to the high-pressure injection rail 2 to no longer depressurize, and the air pressure in the high-pressure injection rail 2 can be measured by the second pressure detector 3, which can be P 2 , and the air pressure in the cylinder
  • the direct injection nozzle 4 works under the pressure of P 2 , and the injection duration ⁇ t 1 is still consistent with the calibration value of the operating point.
  • the ECU 6 controls the air supply line 9 to decompress the part of the low-pressure injection rail 13 that supplies air, and reduces the pressure in the low-pressure injection rail 13 to the air port injection target pressure P air port target , so that the air port nozzle 12 is in this Works under injection pressure.
  • the calculation formula of the injection duration ⁇ t 2 of the airway nozzle 12 is:
  • Q direct injection target is the nozzle flow rate of the in-cylinder direct injection nozzle 4 under the in-cylinder direct injection target pressure P direct injection target
  • Q direct injection is actually the in-cylinder direct injection nozzle 4 in the high-pressure injection rail 2.
  • the flow at pressure P 2 , Q airway target is the flow rate of the airway nozzle 12 at the airway injection target pressure P airway target .
  • the above flow rates need to be measured in advance through the nozzle characteristic test.
  • the ECU 6 controls the in-cylinder direct injection nozzle 4 to close, and simultaneously controls the port nozzle 12 to open to inject gas fuel into the engine intake manifold 11 .
  • the ECU 6 controls the air supply pipe to depressurize and stabilize the pressure, so that the air pressure output by the air supply pipe to the low-pressure injection rail 13 is the port injection target pressure P port target , so that the port nozzle 12 injects the target pressure in the in-cylinder port.
  • Gaseous fuel is injected into the engine intake manifold 11 under the P port target .
  • the airway nozzle 12 works according to the pre-calibrated injection duration under the airway injection target pressure P airway target , and the ECU 6 controls the vehicle's instrument panel to display a prompt signal to remind the user to add gas fuel.
  • the first preset pressure P max is greater than the second preset pressure P min .
  • the first preset pressure Pmax is greater than the in-cylinder direct injection target pressure
  • the in-cylinder direct injection target pressure is greater than the second preset pressure Pmin
  • the second preset pressure Pmin is greater than the port injection target pressure.
  • the maximum air storage pressure P of the air storage tank 7 is greater than or equal to 20MPa
  • the recommended value range of the first preset pressure Pmax is 3MPa ⁇ the first preset pressure Pmax ⁇ 20MPa
  • P direct injection The recommended value of the target is 2MPa ⁇ P airway target ⁇ the first preset pressure Pmax -1MPa
  • the recommended value of the second preset pressure Pmin is:
  • the recommended airway injection target pressure P airway target of the airway nozzle 12 is: 0.4 ⁇ Pairway target ⁇ 1MPa .
  • the initial pressure of the gas fuel in the gas storage tank 7 of the vehicle is the P gas cylinder , and the vehicle initially operates according to the in-cylinder direct injection single working mode; as the vehicle runs, the gas fuel in the gas storage tank 7 is gradually consumed, and the gas cylinder pressure will gradually decrease, and the outlet pressure of the air storage tank 7 will also gradually decrease.
  • the vehicle After the pressure reaches the first preset pressure P max , the vehicle operates in the combined working mode of in-cylinder direct injection and port injection; After the outlet pressure is reduced to the second preset pressure Pmin , the vehicle operates in the port injection only working mode.
  • the in-cylinder direct injection independent working mode is the main injection mode, the in-cylinder direct injection and port injection co-working mode and the port injection independent working mode are auxiliary injection modes.
  • the dual-injection system in this application combines the two gas supply methods of in-cylinder direct injection and port injection, and the in-cylinder direct injection works alone as the main injection mode, so that the gas fuel engine can achieve higher thermal efficiency under most operating conditions , the fuel consumption of the gas fuel engine is lower; and two auxiliary injection modes are set.
  • the pressure of the gas storage cylinder is lower than the pressure required for direct injection in the cylinder, it can continue to work in the auxiliary injection mode until the gas storage cylinder.
  • the pressure is lower than the pressure required for port injection, which greatly improves the utilization rate of the fuel in the gas storage cylinder. recharge mileage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

本申请提供了一种气体燃料发动机的双喷射系统及其控制方法；双喷射系统包括：发动机；缸内直喷喷嘴，其设置为向发动机的燃烧室内喷射气体燃料；气道喷嘴，其设置为向发动机进气歧管内喷射气体燃料；供气管路；高压喷射气轨，其连接供气管路和缸内直喷喷嘴；低压喷射气轨，其连接供气管路和气道喷嘴；储气罐，其连接于供气管路；第一压力检测件，其设置在储气罐的出口，设置为检测储气罐出口的压力；电子控制单元ECU，第一压力检测件、缸内直喷喷嘴和气道喷嘴均与ECU电连接，ECU设置为控制缸内直喷喷嘴和气道喷嘴是否开启。

Description

气体燃料发动机的双喷射系统及其控制方法
本申请要求在2021年01月07日提交中国专利局、申请号为202110018278.1的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及气体燃料发动机技术领域，例如涉及一种气体燃料发动机的双喷射系统及其控制方法。
背景技术
气体燃料发动机应用于车辆时，使用储气罐来储存燃料，并依靠储气罐的压力通过降压、稳压等措施后在气轨内形成稳定的供气压力，使得喷嘴在规定的喷射压力下喷出气体燃料，该喷射压力需要足以克服内燃机气道或者缸内的气体背压。气体燃料发动机的燃料供给方式有气道喷射和缸内直接喷射。
对于气道喷射的气体燃料发动机，该喷射压力需要高于喷射持续期内的气道内气体背压，一般为0.5Mpa-1Mpa。对于缸内直接喷射的气体燃料发动机，该喷射压力需要高于喷射持续期内的缸内气体背压，一般为2MPa-20MPa。因此缸内直接喷射的气体燃料发动机需要的喷射压力会远远高于气道喷射的气体燃料发动机。
随着车辆的运行，储气瓶内的气体燃料被逐渐消耗，储气瓶出口处的压力会逐渐降低，当储气瓶压力低于喷嘴所需喷射压力时，气体喷嘴流量下降，将无法满足发动机正常运行的喷气量需求，此时需要用户去加气站添加燃料。喷嘴需要的喷射压力越高，储气瓶内剩余气体燃料质量就越大，储气瓶实际可用燃料量就越小。以使用35MPa的车载储气系统的车辆举例说明，如果使用喷射压力为0.5MPa的气道喷射的气体燃料发动机，储气瓶压力降低到0.5MPa后发动机将无法正常运行；如果使用喷射压力为10MPa的缸内直接喷射的气体燃料发动机，储气瓶压力降低到10MPa后发动机将无法正常运行，储气瓶内近1/3的气体燃料无法被使用，该缸内直接喷射的气体燃料发动机的储气瓶内气体燃料利用率远低于气道喷射。
发明内容
本申请提供一种气体燃料发动机的双喷射系统及其控制方法，其具有缸内直喷和气道喷射两种供气方式的特点，提高了气体燃料发动机汽车的整车燃料经济性和续航里程。
第一方面，提供一种气体燃料发动机的双喷射系统，包括：
发动机；
缸内直喷喷嘴，其设置为向所述发动机的燃烧室内喷射气体燃料；
气道喷嘴，其设置为向所述发动机进气歧管内喷射气体燃料；
供气管路；
高压喷射气轨，其连接所述供气管路和所述缸内直喷喷嘴；
低压喷射气轨，其连接所述供气管路和所述气道喷嘴；
储气罐，其连接于所述供气管路；
第一压力检测件，其设置在所述储气罐的出口，设置为检测所述储气罐出口的压力；
ECU，所述第一压力检测件、所述缸内直喷喷嘴和所述气道喷嘴均与所述ECU电连接，所述ECU设置为控制所述缸内直喷喷嘴和所述气道喷嘴是否开启。
作为一种气体燃料发动机的双喷射系统的示例性技术方案，所述供气管与所述ECU电连接，所述ECU还设置为控制所述供气管降压。
作为一种气体燃料发动机的双喷射系统的示例性技术方案，还包括：
第二压力检测件，其设置在所述高压喷射气轨上，且与所述ECU电连接，所述第二压力检测件设置为检测所述高压喷射气轨内的气压。
所述第三压力检测件，其设置在所述低压喷射气轨上，且与所述ECU电连接，所述第三压力检测件设置为检测所述低压喷射气轨内的气压。
作为一种气体燃料发动机的双喷射系统的示例性技术方案，所述缸内直喷喷嘴安装在所述发动机的缸盖上。
作为一种气体燃料发动机的双喷射系统的示例性技术方案，所述气道喷嘴安装在进气歧管或气缸盖内的气道上。
第二方面，提供一种气体燃料发动机的双喷射系统的控制方法，所述方法采用了如上所述的气体燃料发动机的双喷射系统，所述方法包括：
根据供气压力，确定发动机的喷射模式，所述喷射模式包括缸内直喷单独工作模式、缸内直喷和气道喷射共同工作模式以及气道喷射单独工作模式。
作为一种气体燃料发动机的双喷射系统的控制方法的示例性技术方案，所述缸内直喷单独工作模式为所述缸内直喷喷嘴向所述发动机的燃烧室内喷射气体燃料，所述气道喷嘴处于关闭状态；
所述缸内直喷和气道喷射共同工作模式为所述缸内直喷喷嘴向所述发动机的燃烧室内喷射气体燃料，同时所述气道喷嘴向所述发动机进气歧管内喷射气体燃料；
所述气道喷射单独工作模式为所述缸内直喷喷嘴处于关闭状态，所述气道喷嘴向所述发动机进气歧管内喷射气体燃料。
作为一种气体燃料发动机的双喷射系统的控制方法的示例性技术方案，根据供气压力，确定发动机的喷射模式，包括如下步骤：
当所述供气压力大于或等于第一预设压力时，所述发动机的喷射模式为缸内直喷单独工作模式；
当所述供气压力大于或等于第二预设压力，且小于第一预设压力时，所述发动机的喷射模式为缸内直喷和气道喷射共同工作模式；
当所述供气压力小于所述第二预设压力时，所述发动机的喷射模式为气道喷射单独工作模式；
其中，所述第一预设压力大于所述第二预设压力。
作为一种气体燃料发动机的双喷射系统的控制方法的示例性技术方案，当所述供气压力小于所述第二预设压力时，车辆仪表提示用户加注气体燃料。
作为一种气体燃料发动机的双喷射系统的控制方法的示例性技术方案，所述第一预设压力值大于缸内直喷目标压力，所述缸内直喷目标压力大于所述第二预设压力，所述第二预设压力大于气道喷射目标压力。
附图说明
图1是本申请提供的气体燃料发动机的双喷射系统的结构示意图；
图2是本申请提供的气体燃料发动机的双喷射系统的控制方法的流程图。
图中：1、发动机；2、高压喷射气轨；3、第二压力检测件；4、缸内直喷喷嘴；5、第一连接管；6、ECU；7、储气罐；8、第一压力检测件；9、供气管路；10、第二连接管；11、发动机进气歧管；12、气道喷嘴；13、低压喷射气轨；14、第三压力检测件。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行描述，所描述的实施例是本申请一部分实施例，而不是全部的实施例。通常在此 处附图中描述和示出的本申请实施例的组件可以以多种不同的配置来布置和设计。
因此，以下对在附图中提供的本申请的实施例的描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。
相似的标号和字母在下面的附图中表示类似项，因此，一旦一项在一个附图中被定义，则在随后的附图中不需要对该项进行定义和解释。
在本申请的描述中，术语“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该申请产品使用时惯常摆放的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”等仅用于区分描述，而不能理解为指示或暗示相对重要性。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本申请的描述中，除非另有规定和限定，术语“设置”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接。可以根据实际情况理解上述术语在本申请中的含义。
在本申请中，除非另有规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一特征和第二特征直接接触，也可以包括第一特征和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
实施例一
气道喷射的气体燃料发动机的燃料喷嘴安装在进气歧管的多个缸支管上，或是安装在缸盖上，将燃料喷射到发动机进气歧管内。这种形式的喷嘴喷射压力较低，缺点有：1、气体喷射在气道内会占据进气体积，影响发动机充气效率， 尤其是气体燃料密度较小时，对发动机充气效率的影响会大大降低发动机动力性；2、产生回火等异常燃烧的风险较大。
缸内直接喷射的气体燃料发动机的燃料喷嘴安装在气缸盖上，将燃料直接喷射到发动机燃烧室内。缸内直接喷射的气体燃料发动机可以通过使用闭阀喷射的策略降低对充气效率的影响，从而提高发动机升功率和热效率；还可以通过闭阀喷射策略避免回火。缸内直接喷射的气体燃料发动机的缺点是喷嘴喷射压力较高，储气瓶压力低于喷嘴喷射压力后发动机就无法正常运行，导致储气瓶内燃料利用率较低。当前缸内直喷气体燃料发动机的喷射控制策略是，在不同运行区域采用不同的喷射压力，小负荷区域使用较低的喷射压力，大负荷区域使用较高的喷射压力，该方案的缺点有：1、当储气瓶压力低于最高使用喷射压力，仍然有部分工况点无法正常运行；2、由于气体燃料可压缩的特性，在瞬态工况下不同气压间的切换速度与控制精度难以保证，从而无法精确控制瞬态工况下的燃料喷射量。
通过对比可知，缸内直喷的气体燃料发动机的动力性、热效率等性能指标更优，但储气瓶内燃料利用率较低，影响其整车续航里程；气道喷射的气体燃料发动机储气瓶内燃料利用率较高，但其动力性、热效率较低，且易产生回火等异常燃烧问题。
如果想要提高气体燃料发动机汽车的整车燃料经济性和续航里程，当整车布置空间有限、无法加大储气瓶容量时，只能降低发动机耗气量、提高储气瓶内燃料利用率。
如图1所示，本实施例公开了一种气体燃料发动机的双喷射系统，其包括发动机1、缸内直喷喷嘴4、气道喷嘴12、供气管路9、高压喷射气轨2、低压喷射气轨13、储气罐7、第一压力检测件8及电子控制单元(Electronic Control Unit，ECU)6。
该气体燃料发动机的双喷射系统，包括：发动机1；缸内直喷喷嘴4，其设置为向所述发动机1的燃烧室内喷射气体燃料；气道喷嘴12，其设置为向发动机进气歧管11内喷射气体燃料；供气管路9；高压喷射气轨2，其连接所述供气管路9和所述缸内直喷喷嘴4；低压喷射气轨13，其连接所述供气管路9和所述气道喷嘴12；储气罐7，其连接于所述供气管路9；第一压力检测件8，其设置在所述储气罐7的出口，设置为检测所述储气罐7的出口的压力；ECU6，所述第一压力检测件8、所述缸内直喷喷嘴4和所述气道喷嘴12均与所述ECU6电连接，所述ECU6设置为控制所述缸内直喷喷嘴4和所述气道喷嘴12是否开启。
储气罐7设置为盛放气体燃料，其最大储气压力为P 气瓶，即储气罐7可以 提供的最大供气压力为P 气瓶。储气罐7的出气口连接于供气管，供气管能够对气体燃料降压稳压。第一压力检测件8设置在储气罐7的出口，设置为检测储气罐7出口的压力P 1，即供气压力。
缸内直喷喷嘴4安装在发动机1的缸盖上，高压喷射气轨2连接供气管路9和缸内直喷喷嘴4，高压喷射气轨2通过第一连接管5连接供气管路9，缸内直喷喷嘴4设置为向发动机1的燃烧室内喷射气体燃料。供气管内的气体燃料经高压喷射气轨2输送至缸内直喷喷嘴4，使缸内直喷喷嘴4进行气体的喷射。气道喷嘴12安装在进气歧管或气缸盖内的气道上。气道喷嘴12安装在发动机进气歧管11或气缸盖内的气道上。低压喷射气轨13连接供气管路9和气道喷嘴12，低压喷射气轨13通过第二连接管10连接供气管路9，气道喷嘴12设置为向发动机进气歧管11内喷射气体燃料。供气管内的气体燃料经低压喷射气轨13输送至气道喷嘴12，使气道喷嘴12进行气体的喷射。
第一压力检测件8、缸内直喷喷嘴4和气道喷嘴12均与ECU6电连接，ECU6设置为控制缸内直喷喷嘴4和气道喷嘴12是否开启，即控制缸内直喷喷嘴4和气道喷嘴12是否进行气体的喷射。第一压力检测件8所检测的储气罐7的出气口的气压，即储气罐7的供气压力P 1反馈至ECU6。供气管与ECU6电连接，ECU6设置为控制供气管降压。供气管路9与ECU6电连接，ECU6设置为控制供气管路9降压。
气体燃料发动机的双喷射系统还包括第二压力检测件3和第三压力检测件14，其中第二压力检测件3设置在高压喷射气轨2上，且与ECU6电连接，第二压力检测件3设置为检测高压喷射气轨2内的气压P 2，并将检测到的气压P 2反馈至ECU6。第三压力检测件14设置在低压喷射气轨13上，且与ECU6电连接，第三压力检测件14设置为检测低压喷射气轨13内的气压P 3，并将检测到的气压P 3反馈至ECU6。
其中，第一压力检测件8、第二压力检测件3和第三压力检测件14均为压力传感器。
实施例二
如图2所示，本实施例公开了一种气体燃料发动机的双喷射系统的控制方法，其中，所述方法采用了实施例一中的气体燃料发动机的双喷射系统，所述方法包括：
根据供气压力，确定发动机1的喷射模式，喷射模式包括缸内直喷单独工作模式、缸内直喷和气道喷射共同工作模式以及气道喷射单独工作模式。缸内 直喷单独工作模式为缸内直喷喷嘴4向发动机1的燃烧室内喷射气体燃料，气道喷嘴12处于关闭状态；缸内直喷和气道喷射共同工作模式为缸内直喷喷嘴4向发动机1的燃烧室内喷射气体燃料，同时气道喷嘴12向发动机进气歧管11内喷射气体燃料；气道喷射单独工作模式为缸内直喷喷嘴4处于关闭状态，气道喷嘴12向发动机进气歧管11内喷射气体燃料。
根据供气压力，确定发动机1的喷射模式，包括如下步骤：
当供气压力大于或等于第一预设压力P max时，发动机1的喷射模式为缸内直喷单独工作模式；
当供气压力大于或等于第二预设压力P min，且小于第一预设压力P max时，发动机1的喷射模式为缸内直喷和气道喷射共同工作模式；
当供气压力小于第二预设压力P min时，发动机1的喷射模式为气道喷射单独工作模式，同时车辆仪表提示用户加注气体燃料。
第一压力检测件8检测储气罐7的出气口的压力P 1，即供气压力，并将检测值反馈至ECU6，由ECU6判断P 1是否大于或等于第一预设压力P max，如果P 1大于或等于第一预设压力P max，则ECU6控制缸内直喷喷嘴4打开向发动机1燃烧气室内喷射气体燃料，同时关闭气道喷嘴12。在此过程中ECU6控制供气管进行降压稳压，使供气管输出至高压喷射气轨2内的气压为缸内直喷目标压力，使缸内直喷喷嘴4在缸内直喷目标压力P 直喷目标下向发动机1燃烧气室内喷射气体燃料。根据发动机1转速和扭矩需求的不同，按预先标定的喷射持续期Δt 1直喷来喷射燃料。
如果P 1小于第一预设压力P max，则由ECU6判定P 1是否大于或等于第二预设压力P min，如果P 1大于第二预设压力P min，则ECU6控制缸内直喷喷嘴4打开向发动机1燃烧气室内喷射气体燃料，同时控制气道喷嘴12打开向发动机进气歧管11内喷射气体燃料。在此过程中ECU6控制供气管路9为高压喷射气轨2供气的部分不再减压，高压喷射气轨2内的气压可由第二压力检测件3测得，可以为P 2，缸内直喷喷嘴4在P 2压力下工作，喷射持续时间Δt 1仍与工况点的标定值一致。同时，ECU6控制供气管路9为低压喷射气轨13供气的部分进行减压，将低压喷射气轨13内的压力降低至气道喷射目标压力P 气道目标，使气道喷嘴12在该喷射压力下工作。此时气道喷嘴12的喷射持续时间Δt 2的计算公式为：
Figure PCTCN2022070694-appb-000001
上式中，Q 直喷目标为缸内直喷喷嘴4在缸内直喷目标压力P 直喷目标下的喷嘴流量，Q 直喷实际为缸内直喷喷嘴4在高压喷射气轨2内的压力P 2下的流量，Q 气道目标为气道喷嘴12在气道喷射目标压力P 气道目标下的流量。以上流量都需要预先通过喷嘴特性试验来测量获得。
如果P 1小于第二预设压力P min，则ECU6控制缸内直喷喷嘴4关闭，同时控制气道喷嘴12打开向发动机进气歧管11内喷射气体燃料。在此过程中ECU6控制供气管进行降压稳压使供气管输出至低压喷射气轨13内的气压为气道喷射目标压力P 气道目标，使气道喷嘴12在缸内气道喷射目标压力P 气道目标下向发动机进气歧管11内喷射气体燃料。气道喷嘴12在气道喷射目标压力P 气道目标下根据预先标定的喷射持续期工作，同时ECU6控制车辆的仪表盘显示提示信号，以提醒用户加注气体燃料。
其中，第一预设压力P max大于第二预设压力P min。第一预设压力P max大于缸内直喷目标压力，缸内直喷目标压力大于第二预设压力P min，第二预设压力P min大于气道喷射目标压力。
一般来讲，储气罐7的最大储气压力P 气瓶大于或等于20MPa，第一预设压力P max＞P 直喷目标＞第二预设压力P min＞P 气道目标，第一预设压力P max≤P 气瓶-10MPa。当整车采用35MPa或70MPa储气系统时，即P 气瓶为35MPa或70MPa时，第一预设压力P max推荐的取值范围为3MPa≤第一预设压力P max≤20MPa，P 直喷目标的推荐值为2MPa≤P 气道目标≤第一预设压力P max-1MPa；第二预设压力P min推荐的取值为：
P 气道目标+0.5MPa≤第二预设压力P min≤P 直喷目标×50％，气道喷嘴12的推荐的气道喷射目标压力P 气道目标为：0.4≤P 气道目标≤1MPa。
车辆的储气罐7内的气体燃料的起初压力为P 气瓶，车辆起初按照缸内直喷单独工作模式进行运行；随着车辆运行，储气罐7内气体燃料被逐步消耗，气瓶压力会逐渐降低，储气罐7的出口压力也会逐渐降低，降低至第一预设压力P max之后，车辆按照缸内直喷和气道喷射共同工作模式运行；车辆继续运行，储气罐7的出口压力降低至第二预设压力P min之后，车辆按照气道喷射单独工作模式运行。其中缸内直喷单独工作模式为主喷射模式，缸内直喷和气道喷射共 同工作模式以及气道喷射单独工作模式为辅助喷射模式。
本申请中的双喷射系统将缸内直喷和气道喷射两种供气方式进行结合，以缸内直喷单独工作为主喷射模式，使得气体燃料发动机在大部分工况下达到更高的热效率，该气体燃料发动机的燃料消耗量更低；并设置了两种辅助喷射模式，当储气瓶压力低于缸内直喷所需压力时，仍可以继续以辅助喷射模式工作，直至储气瓶压力低于气道喷射所需压力，大大提高了储气瓶燃料的利用率，具有缸内直喷和气道喷射两种供气方式的特点，提高了气体燃料发动机汽车的整车燃料经济性和续航里程。

Claims (10)

  1. 一种气体燃料发动机的双喷射系统，包括：
    发动机(1)；
    缸内直喷喷嘴(4)，所述缸内直喷喷嘴(4)设置为向所述发动机(1)的燃烧室内喷射气体燃料；
    气道喷嘴(12)，所述气道喷嘴(12)设置为向发动机进气歧管(11)内喷射气体燃料；
    供气管路(9)；
    高压喷射气轨(2)，所述高压喷射气轨(2)连接所述供气管路(9)和所述缸内直喷喷嘴(4)；
    低压喷射气轨(13)，所述低压喷射气轨(13)连接所述供气管路(9)和所述气道喷嘴(12)；
    储气罐(7)，所述储气罐(7)连接于所述供气管路(9)；
    第一压力检测件(8)，所述第一压力检测件(8)设置在所述储气罐(7)的出口，设置为检测所述储气罐(7)的出口的压力；
    电子控制单元ECU(6)，所述第一压力检测件(8)、所述缸内直喷喷嘴(4)和所述气道喷嘴(12)均与所述ECU(6)电连接，所述ECU(6)设置为控制所述缸内直喷喷嘴(4)和所述气道喷嘴(12)是否开启。
  2. 根据权利要求1所述的系统，其中，所述供气管路(9)与所述ECU(6)电连接，所述ECU(6)还设置为控制所述供气管路(9)降压。
  3. 根据权利要求1所述的系统，还包括：
    第二压力检测件(3)，所述第二压力检测件(3)设置在所述高压喷射气轨(2)上，且与所述ECU(6)电连接，所述第二压力检测件(3)设置为检测所述高压喷射气轨(2)内的气压；
    第三压力检测件(14)，所述第三压力检测件(14)设置在所述低压喷射气轨(13)上，且与所述ECU(6)电连接，所述第三压力检测件(14)设置为检测所述低压喷射气轨(13)内的气压。
  4. 根据权利要求1所述的系统，其中，所述缸内直喷喷嘴(4)安装在所述发动机(1)的缸盖上。
  5. 根据权利要求1所述的系统，其中，所述气道喷嘴(12)安装在发动机进气歧管(11)或气缸盖内的气道上。
  6. 一种气体燃料发动机的双喷射系统的控制方法，其中，所述方法采用了如 权利要求1-5中任一项所述的气体燃料发动机的双喷射系统，所述方法包括：
    根据供气压力，确定发动机(1)的喷射模式，所述喷射模式包括缸内直喷单独工作模式、缸内直喷和气道喷射共同工作模式以及气道喷射单独工作模式。
  7. 根据权利要求6所述的方法，其中，所述缸内直喷单独工作模式为缸内直喷喷嘴(4)向所述发动机(1)的燃烧室内喷射气体燃料，气道喷嘴(12)处于关闭状态；
    所述缸内直喷和气道喷射共同工作模式为所述缸内直喷喷嘴(4)向所述发动机(1)的燃烧室内喷射气体燃料，同时所述气道喷嘴(12)向发动机进气歧管(11)内喷射气体燃料；
    所述气道喷射单独工作模式为所述缸内直喷喷嘴(4)处于关闭状态，所述气道喷嘴(12)向所述发动机进气歧管(11)内喷射气体燃料。
  8. 根据权利要求6所述的方法，其中，所述根据供气压力，确定发动机(1)的喷射模式，包括：
    在所述供气压力大于或等于第一预设压力的情况下，所述发动机(1)的喷射模式为所述缸内直喷单独工作模式；
    在所述供气压力大于或等于第二预设压力，且小于所述第一预设压力的情况下，所述发动机(1)的喷射模式为所述缸内直喷和气道喷射共同工作模式；
    在所述供气压力小于所述第二预设压力的情况下，所述发动机(1)的喷射模式为所述气道喷射单独工作模式；
    其中，所述第一预设压力大于所述第二预设压力。
  9. 根据权利要求8所述的方法，其中，在所述供气压力小于所述第二预设压力的情况下，通过车辆仪表提示用户加注气体燃料。
  10. 根据权利要求8所述的方法，其中，所述第一预设压力大于缸内直喷目标压力，所述缸内直喷目标压力大于所述第二预设压力，且所述第二预设压力大于气道喷射目标压力。
PCT/CN2022/070694 2021-01-07 2022-01-07 气体燃料发动机的双喷射系统及其控制方法 WO2022148425A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202110018278.1 2021-01-07
CN202110018278.1A CN112814808B (zh) 2021-01-07 2021-01-07 一种气体燃料发动机的双喷射系统及其控制方法

Publications (1)

Publication Number Publication Date
WO2022148425A1 true WO2022148425A1 (zh) 2022-07-14

Family

ID=75869793

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/070694 WO2022148425A1 (zh) 2021-01-07 2022-01-07 气体燃料发动机的双喷射系统及其控制方法

Country Status (2)

Country Link
CN (1) CN112814808B (zh)
WO (1) WO2022148425A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024104799A1 (de) * 2022-11-15 2024-05-23 Liebherr-Components Deggendorf Gmbh Vorrichtung zum einbringen eines kraftstoffs in einen gasmotor

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112814808B (zh) * 2021-01-07 2021-12-28 中国第一汽车股份有限公司 一种气体燃料发动机的双喷射系统及其控制方法
CN115234406B (zh) * 2022-06-30 2024-05-17 中国第一汽车股份有限公司 发动机双喷系统、车辆及供氢控制方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100294250A1 (en) * 2006-06-02 2010-11-25 Gm Global Technology Operations, Inc. Method of operating an internal combustion engine arrangement
WO2013099094A1 (ja) * 2011-12-27 2013-07-04 株式会社デンソー 内燃機関の制御装置
CN106194460A (zh) * 2014-11-10 2016-12-07 现代自动车株式会社 用于控制双燃料车辆中的燃料切换的方法
CN106545406A (zh) * 2015-09-21 2017-03-29 上海汽车集团股份有限公司 汽车及燃气发动机、发动机ecu、喷射燃气的控制方法
CN110318910A (zh) * 2019-06-26 2019-10-11 哈尔滨工程大学 一种天然气发动机燃烧系统及控制方法
CN112814808A (zh) * 2021-01-07 2021-05-18 中国第一汽车股份有限公司 一种气体燃料发动机的双喷射系统及其控制方法
CN214196506U (zh) * 2021-01-07 2021-09-14 中国第一汽车股份有限公司 一种应用于发动机的双喷射系统及车辆

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19611434B4 (de) * 1995-05-31 2004-02-26 AVL Gesellschaft für Verbrennungskraftmaschinen und Meßtechnik m.b.H. Prof. Dr. Dr.h.c. Hans List Einspritzsystem für eine Brennkraftmaschine
CN1236205C (zh) * 2000-02-11 2006-01-11 韦斯特波特研究公司 用于将双燃料喷射到内燃机中的方法和装置
US6719224B2 (en) * 2001-12-18 2004-04-13 Nippon Soken, Inc. Fuel injector and fuel injection system
KR20040045632A (ko) * 2002-11-25 2004-06-02 현대자동차주식회사 커먼레인 디젤 엔진의 연료 분사압 제어 장치 및 그 방법
US9359963B2 (en) * 2012-09-20 2016-06-07 Ford Global Technologies, Llc Gaseous fuel rail depressurization during inactive injector conditions
US9200560B2 (en) * 2013-01-11 2015-12-01 Caterpillar Inc. Gaseous common rail fuel system and high compression ratio engine using same
CN104454190B (zh) * 2014-11-04 2017-05-17 吉林大学 一种缸内直喷双气体燃料点燃式燃烧及控制装置
CN108150309A (zh) * 2017-12-22 2018-06-12 潍柴西港新能源动力有限公司 高压直喷燃气发动机的低压燃气再利用系统及方法
CN207675422U (zh) * 2018-01-02 2018-07-31 中国第一汽车股份有限公司 天然气发动机燃气喷嘴耐久试验装置
CN109268170B (zh) * 2018-07-24 2020-11-20 哈尔滨工程大学 带双针阀喷油器复合式供气双燃料发动机系统及燃烧方法
CN110318858B (zh) * 2019-06-26 2021-06-01 哈尔滨工程大学 一种柴油引燃式天然气发动机燃烧系统及燃烧方法

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100294250A1 (en) * 2006-06-02 2010-11-25 Gm Global Technology Operations, Inc. Method of operating an internal combustion engine arrangement
WO2013099094A1 (ja) * 2011-12-27 2013-07-04 株式会社デンソー 内燃機関の制御装置
CN106194460A (zh) * 2014-11-10 2016-12-07 现代自动车株式会社 用于控制双燃料车辆中的燃料切换的方法
CN106545406A (zh) * 2015-09-21 2017-03-29 上海汽车集团股份有限公司 汽车及燃气发动机、发动机ecu、喷射燃气的控制方法
CN110318910A (zh) * 2019-06-26 2019-10-11 哈尔滨工程大学 一种天然气发动机燃烧系统及控制方法
CN112814808A (zh) * 2021-01-07 2021-05-18 中国第一汽车股份有限公司 一种气体燃料发动机的双喷射系统及其控制方法
CN214196506U (zh) * 2021-01-07 2021-09-14 中国第一汽车股份有限公司 一种应用于发动机的双喷射系统及车辆

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024104799A1 (de) * 2022-11-15 2024-05-23 Liebherr-Components Deggendorf Gmbh Vorrichtung zum einbringen eines kraftstoffs in einen gasmotor

Also Published As

Publication number Publication date
CN112814808A (zh) 2021-05-18
CN112814808B (zh) 2021-12-28

Similar Documents

Publication Publication Date Title
WO2022148425A1 (zh) 气体燃料发动机的双喷射系统及其控制方法
CA2808542C (en) Method for determining fuel injection on-time in a gaseous-fuelled internal combustion engine
EP1883750B1 (en) Hydrogen-fueled internal combustion engine
EP2682588B1 (en) Fuel supply control system for multifuel internal combustion engine
JP2003343337A (ja) Ｌｐｉ車両の燃料組成モデリング装置及びその方法
US10184440B2 (en) Multi-fuel delivery system
JP3724032B2 (ja) 筒内噴射式内燃機関の燃料供給装置
KR101349509B1 (ko) 엘피아이 연료시스템 및 리턴연료 최소화 방법
US20120216773A1 (en) Injection of gaseous fuels
US9765717B2 (en) Gaseous fuel conversion system for marine vessels, and related accessories
JP4379808B2 (ja) バイフューエルエンジンの燃料供給装置
CN202250431U (zh) 摩托车电喷系统
US20150315990A1 (en) Diesel engine combustion and temperature management system
KR20090090752A (ko) 바이 퓨얼 차량의 ｔｐ 감지 장치
JP3924987B2 (ja) 内燃機関制御装置
JP5655216B2 (ja) 燃料供給制御装置及び内燃機関への燃料供給方法
CN212130636U (zh) 一种气体燃料发动机燃料供给系统及车辆
CN111878261A (zh) 燃气再循环系统、双燃料发动机和燃气再循环控制方法
KR20090032794A (ko) 바이 퓨얼 차량의 고장 진단 장치 및 방법
KR101003209B1 (ko) 바이 퓨얼 차량의 가스 연료 누설 판정 장치 및 방법
WO2015154183A1 (en) Multi-fuel injection system and method
CN216389464U (zh) 车载供氢系统排空装置及车载供氢系统
ITMI20060790A1 (it) Metodo per controllare l'iniezione di carburante di un motore lpi
CN203146145U (zh) 燃气发动机用集成双腔电控混合器
CN111648896B (zh) 一种集成式油控气双燃料直喷喷射器的流量测试系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22736587

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22736587

Country of ref document: EP

Kind code of ref document: A1