WO2022262275A1 - 一种燃烧系统的控制方法、燃烧系统及发动机 - Google Patents

一种燃烧系统的控制方法、燃烧系统及发动机 Download PDF

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WO2022262275A1
WO2022262275A1 PCT/CN2022/073115 CN2022073115W WO2022262275A1 WO 2022262275 A1 WO2022262275 A1 WO 2022262275A1 CN 2022073115 W CN2022073115 W CN 2022073115W WO 2022262275 A1 WO2022262275 A1 WO 2022262275A1
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Prior art keywords
fuel
arc
injector
ridge
main injection
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PCT/CN2022/073115
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English (en)
French (fr)
Inventor
谭旭光
庞斌
佟德辉
周鹏
刘晓鑫
谷允成
程旭
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潍柴动力股份有限公司
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Priority to JP2023557809A priority Critical patent/JP2024511081A/ja
Priority to EP22823770.7A priority patent/EP4357594A1/en
Priority to US18/560,688 priority patent/US20240254939A1/en
Publication of WO2022262275A1 publication Critical patent/WO2022262275A1/zh

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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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to the technical field of engines, in particular to a method for controlling a combustion system, a combustion system and an engine.
  • the combustion organization of existing diesel engines is mainly based on diffusion combustion, and the combustion speed is largely limited by the mixing speed of oil and gas.
  • high-pressure common rail diesel engines all use one main injection.
  • the entrainment effect of a single high-pressure injection mainly occurs in the atomization area, and the entrainment effect is weakened in the middle of the oil beam, and the oil-gas mixing effect is poor.
  • Most of the combustion chambers adopt a single-step arc ridge structure, and the amount of fuel distributed at the end of the oil beam is relatively large, especially the accumulation of fuel at the arc ridge, which cannot effectively improve the impact of the arc ridge on the jet velocity field at the end of the oil beam.
  • the purpose of the present invention is to provide a method for controlling the combustion system, the combustion system and the engine, so as to solve the problem that the combustion system in the related art usually adopts a single main injection, which is not conducive to the sufficient mixing of oil and gas.
  • the present invention provides a method for controlling a combustion system
  • the combustion system includes a piston, a cylinder and an injector
  • the piston is slidably located in the cylinder chamber of the cylinder, and the top of the piston is provided with a A combustion chamber connected to the cavity, the side wall of the combustion chamber has first arc ridges and second arc ridges arranged at intervals, and both the first arc ridges and the second arc ridges protrude into the combustion chamber;
  • the control method includes: the injector performs the first main injection and the second main injection at intervals, and the injector injects fuel to the first arc ridge during the first main injection; The fuel injector injects fuel to the second arc ridge during the second main injection, and the speed of the fuel injected by the first main injection and the second main injection is not less than the set speed .
  • the piston moves upward in the cylinder and can compress the gas in the cylinder cavity; the fuel injector When performing the second main injection, the piston descends in the cylinder.
  • the injection hole of the injector faces the center of the first arc ridge, and the injector
  • the distance between the fuel injection hole of the fuel injector and the center of the first arc ridge is L 1
  • the fuel injection speed of the fuel injection hole of the fuel injector is V 1
  • the injection hole of the injector faces the center position of the second arc ridge, and the injector of the injector
  • the distance between the fuel injection hole and the second arc ridge is L 2
  • the fuel injection speed of the fuel injection hole of the fuel injector is V 2
  • the vertical distance between the center of the first arc ridge and the center of the second arc ridge is equal to H 1
  • the fuel injector continues to inject fuel, and the fuel injector The speed of injected fuel is less than the set speed.
  • the present invention provides a combustion system, which is used for the control method of the combustion system in any of the above schemes, and the combustion system includes:
  • the piston is slidably located in the cylinder chamber of the cylinder, the top of the piston is provided with a combustion chamber communicating with the cylinder chamber, and the side wall of the combustion chamber has first arc ridges and The second arc ridge, the first arc ridge and the second arc ridge both protrude into the combustion chamber;
  • an injector for injecting oil into the combustion chamber
  • the control system is used to control the speed of the fuel injected by the fuel injector, the control system can control the fuel injector to inject fuel to the first arc ridge at a speed not less than a set speed, and can control the The fuel injector injects fuel to the second arc ridge at a speed not less than a set speed.
  • the first arc ridge is closer to the center of the combustion chamber relative to the second arc ridge, and the second arc ridge is closer to the top of the combustion chamber relative to the first arc ridge noodle.
  • the first arc ridge forms a first arc in the vertical section of the combustion chamber
  • the second arc ridge forms a second arc in the vertical section of the combustion chamber
  • the radius of the first arc is R 1
  • the radius of the second arc is R 2
  • R 1 2R 2 ⁇ 3R 2 .
  • the present invention provides an engine, including the combustion system described in any one of the above solutions.
  • the invention provides a control method of a combustion system, a combustion system and an engine.
  • the control method of the combustion system includes: the injector performs the first main injection and the second main injection at intervals, and the injector When injecting, the fuel is injected to the first arc ridge, and the fuel can rebound and sputter; the injector injects fuel to the second arc ridge during the second main injection, and the fuel can rebound and sputter, the first main injection and the The velocity of the fuel injected by the second main injection is not less than the set velocity.
  • Fig. 1 is a structural schematic diagram of a combustion chamber and an injector of a piston in an embodiment of the present invention.
  • first position and second position are two different positions, and "above”, “above” and “above” the first feature on the second feature include that the first feature is on the second feature. Directly above and obliquely above, or simply means that the first feature level is higher than the second feature. "Below”, “beneath” and “under” the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary, and it may be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention in specific situations.
  • this embodiment provides a combustion system, which includes a cylinder, a piston, an injector 10 and a control system.
  • the cylinder has a cylinder cavity; the piston slides in the cylinder cavity of the cylinder, and the top of the piston is provided with a combustion chamber communicating with the cylinder cavity, and the piston can reciprocate in the cylinder driven by a crankshaft or the like.
  • the side wall of the combustion chamber has first arc ridges 3 and second arc ridges 6 arranged at intervals, and both the first arc ridges 3 and the second arc ridges 6 protrude into the combustion chamber.
  • the structure of the combustion chamber is as shown in Figure 1, and the combustion chamber is approximately a w-shaped combustion chamber, wherein, accompanying drawing 1 only shows half of the section of the combustion chamber, which has a top plane 9, a conical bottom surface 1 and The annular side wall connecting the top plane 9 and the bottom surface 1, the side wall specifically includes a main arc surface 2, a first arc ridge 3, a first slope 4, a transition arc 5, and a second arc ridge 6 arranged in sequence from bottom to top , the second slope 7 and the throat transition surface 8, wherein, the bottom surface 1, the main arc surface 2, the first arc ridge 3, the first slope 4, the transition arc 5, the second arc ridge 6, the second slope 7,
  • the throat transition surface 8 and the top plane 9 are sequentially connected tangentially,
  • Ridge 3 is close to the top surface of the combustion chamber.
  • the first arc ridge 3 is closer to the middle of the combustion chamber relative to the second arc ridge 6.
  • the first arc ridge 3 forms a first arc 2 in the vertical section of the combustion chamber.
  • the oil-receiving area of the first arc ridge 3 is large and centered, which is convenient for rebounding the fuel to various positions of the combustion chamber, and can fully mix with the air at the top, middle and bottom of the combustion chamber.
  • the fuel injector 10 is used to inject fuel into the combustion chamber, and the control system is used to control the speed of the fuel injected by the fuel injector 10.
  • the control system can control the fuel injector 10 to inject fuel at a speed not less than the set speed to the first arc. Ridge 3, and can control the fuel injector 10 to inject fuel to the second arc ridge 6 at a speed not less than the set speed.
  • the fuel injector 10 is supplied with fuel through an oil pump, and the control system may include a controller and a regulating valve.
  • the regulating valve is arranged on the connecting pipeline between the fuel supply pump and the fuel injector 10, and the regulating valve is connected with the controller, and the controller can adjust the flow rate of the passing fuel through the regulating valve, and then control the speed of the fuel injected by the fuel injector 10. It can be understood that when the fuel injector 10 injects fuel at a speed not less than the set speed, it means that the fuel injector 10 is performing main injection; when the fuel is injected at a speed lower than the preset speed, it means The fuel injector 10 is performing pre-injection.
  • the control method of the combustion system includes: the injector 10 performs the first main injection and the second main injection at intervals, and the injector 10 injects fuel to the first arc ridge 3 during the first main injection , and the fuel can rebound and sputter; the fuel injector 10 injects fuel to the second arc ridge 6 during the second main injection, and the fuel can rebound and sputter, the fuel injected by the first main injection and the second main injection
  • the speed is not less than the set speed.
  • the two arc ridges guide and distribute the fuel of the two main injections, which facilitates the distribution of oil and gas in the cylinder, improves the utilization rate of air in the cylinder cavity, and improves the combustion efficiency, thereby improving the thermal efficiency of the engine.
  • the combustion chamber can also have a third arc ridge that is spaced apart from the first arc ridge 3 and the second arc ridge 6, and the third arc ridge protrudes outward to the combustion chamber to control the fuel injector 10 During the movement of the piston, three main injections are carried out at intervals, and the oil beams of the three main injections respectively fall on the three arc ridges, which can further enhance the effect of oil-gas mixing.
  • the piston moves upward in the cylinder and can compress the gas in the cylinder chamber; when the injector 10 performs the second main injection, the piston moves downward in the cylinder.
  • the symmetry of the upward and downward movement of the piston can be fully used, the position of the landing point of the fuel can be refined, and the diversion effect and rebound sputtering effect of the two arc ridges can be fully utilized.
  • the injector 10 continues to inject fuel, and the velocity of the injected fuel by the injector 10 is lower than the set velocity.
  • Such setting can further promote the uniformity of oil-air mixing in the cylinder cavity.
  • the ignition delay period of fuel can be regulated by temperature, oil quality, etc.
  • the fuel injection hole of the fuel injector 10 faces the center position of the second arc ridge 6, and the fuel injection hole of the fuel injector 10 and the second arc ridge 6
  • the spacing of the fuel injector 10 is L 2
  • the fuel injection speed of the injector 10 is V 2
  • the fuel delay period of the second main injection is t 2
  • t 2 L 2 /V 2 .
  • This embodiment also provides an engine, including the combustion system in the above solution.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

公开了一种燃烧系统的控制方法、燃烧系统及发动机，该燃烧系统的控制方法包括：喷油器（10）间隔进行第一次主喷和第二次主喷，且喷油器在第一次主喷时将燃油喷射至第一弧脊（3）；喷油器在第二次主喷时将燃油喷射至第二弧脊（6）。通过采用具有两个弧脊的燃烧室，并通过喷油器分别向两个弧脊主喷燃油，能够保证各个弧脊分摊的燃油的量减小，可避免单个弧脊处燃油聚集较多，有利于发挥弧脊对油束末端碰壁射流速度场的改善作用；且通过两个弧脊对两次主喷的燃油进行引导和分配，便于强化缸内的油气分布，提高气缸腔内空气的利用率，并提高燃烧效率，进而提高发动机的热效率。

Description

一种燃烧系统的控制方法、燃烧系统及发动机
本申请要求于2021年06月17日提交中国专利局、申请号为202110669898.1、发明名称为“一种燃烧系统的控制方法、燃烧系统及发动机”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及发动机技术领域，尤其涉及一种燃烧系统的控制方法、燃烧系统及发动机。
背景技术
现有柴油机的燃烧组织方式主要以扩散燃烧为主，燃烧速度很大程度上受限于油气混合速度。此外，现阶段高压共轨柴油机都采用一次主喷，单次高压喷射的卷吸效应主要发生在雾化区域，在油束中段卷吸作用减弱，油气混合效果较差，且一次主喷匹配的燃烧室大都采用单台阶弧脊结构，油束末端分配的燃油量较多，尤其弧脊处燃油聚集较多，不能有效发挥弧脊对油束末端碰壁射流速度场的改善作用。且由于发动机转速较高，对于四冲程发动机，用于组织油气混合的时间非常短，单次主喷喷射产生的射流和液滴在经历破碎雾化之后，很难及时在燃烧室内扩散与空气形成均匀混合气，从而限制燃烧过程快速进行，进一步限制了发动机功率输出。
发明内容
本发明的目的在于：提供一种燃烧系统的控制方法、燃烧系统及发动机，以解决相关技术中的燃烧系统，通常采用单次主喷，不利于油气充分混合的问题。
一方面，本发明提供一种燃烧系统的控制方法，该燃烧系统包括活塞、气缸和喷油器，所述活塞滑动位于所述气缸的气缸腔内，所述活塞的顶部设有与所述气缸腔连通的燃烧室，所述燃烧室的侧壁具有间隔设置的第一弧脊和第二弧脊，所述第一弧脊和所述第二弧脊均向燃烧室内凸出；燃烧系统的控制方法包括：所述喷油器间隔进行第一次主喷和第二次主喷，且所述喷油器在所述第 一次主喷时将燃油喷射至所述第一弧脊；所述喷油器在所述第二次主喷时将燃油喷射至所述第二弧脊，所述第一次主喷和所述第二次主喷喷射的燃油的速度均不小于设定速度。
作为燃烧系统的控制方法的优选技术方案，所述喷油器进行第一次主喷时，所述活塞于所述气缸内上行，且能够压缩所述气缸腔内的气体；所述喷油器进行第二次主喷时，所述活塞于所述气缸内下行。
作为燃烧系统的控制方法的优选技术方案，所述喷油器进行第一次主喷时，所述喷油器的喷油孔朝向所述第一弧脊的中心位置，且所述喷油器的喷油孔与所述第一弧脊的中心之间的间距为L 1，所述喷油器的喷油孔喷射燃油的速度为V 1，所述第一次主喷喷射的燃油的滞燃期为t 1，t 1＝L 1/V 1。
作为燃烧系统的控制方法的优选技术方案，所述喷油器进行第二次主喷时，所述喷油器的喷油孔朝向所述第二弧脊的中心位置，所述喷油器的喷油孔与所述第二弧脊之间的间距为L 2，所述喷油器的喷油孔喷射燃油的速度为V 2，所述第二次主喷喷射的燃油的滞燃期为t 2，t 2＝L 2/V 2。
作为燃烧系统的控制方法的优选技术方案，所述第一弧脊的中心和所述第二弧脊的中心之间的垂直间距等于H 1，所述喷油器第一次主喷时所述活塞的位置和所述喷油器第二次主喷时所述活塞的位置之间的位移等于H 2，H 1＝H 2。
作为燃烧系统的控制方法的优选技术方案，所述喷油器进行第一次主喷和第二次主喷之间的时间段内，所述喷油器持续喷射燃油，且所述喷油器喷射的燃油的速度小于所述设定速度。
另一方面，本发明提供一种燃烧系统，用于上述任一方案中的燃烧系统的控制方法，该燃烧系统包括：
气缸，具有气缸腔；
活塞，所述活塞滑动位于所述气缸的所述气缸腔内，所述活塞的顶部设有与所述气缸腔连通的燃烧室，所述燃烧室的侧壁具有间隔设置的第一弧脊和第二弧脊，所述第一弧脊和所述第二弧脊均向燃烧室内凸出；
喷油器，用于向所述燃烧室内喷油；
控制系统，用于控制所述喷油器喷射的燃油的速度，所述控制系统能够控制所述喷油器将燃油以不小于设定速度喷射至所述第一弧脊，且能够控制所述 喷油器将燃油以不小于设定速度喷射至所述第二弧脊。
作为燃烧系统的优选技术方案，所述第一弧脊相对所述第二弧脊靠近所述燃烧室的中心，且所述第二弧脊相对所述第一弧脊靠近所述燃烧室的顶面。
作为燃烧系统的优选技术方案，所述第一弧脊于所述燃烧室的垂直截面内呈第一圆弧，所述第二弧脊于所述燃烧室的垂直截面内呈第二圆弧，所述第一圆弧的半径为R 1，所述第二圆弧的半径为R 2，R 1＝2R 2～3R 2。
再一方面，本发明提供一种发动机，包括任一上述方案中所述的燃烧系统。
本发明的有益效果为：
本发明提供一种燃烧系统的控制方法、燃烧系统及发动机，该燃烧系统的控制方法包括：喷油器间隔进行第一次主喷和第二次主喷，且喷油器在第一次主喷时将燃油喷射至第一弧脊，且燃油能够反弹溅射；喷油器在第二次主喷时将燃油喷射至第二弧脊，且燃油能够反弹溅射，第一次主喷和第二次主喷喷射的燃油的速度均不小于设定速度。通过采用具有两个弧脊的燃烧室，并通过喷油器分别向两个弧脊主喷燃油，能够保证各个弧脊分摊的燃油的量减小，可避免单个弧脊处燃油聚集较多，有利于发挥弧脊对油束末端碰壁射流速度场的改善作用；且通过两个弧脊对两次主喷的燃油进行引导和分配，便于强化缸内的油气分布，提高气缸腔内空气的利用率，并提高燃烧效率，进而提高发动机的热效率。
附图说明
图1为本发明实施例中活塞的燃烧室和喷油器的结构示意图。
图中：
1、底面；2、主圆弧面；3、第一弧脊；4、第一斜面；5、过渡圆弧；6、第二弧脊；7、第二斜面；8、喉口过渡面；9、顶平面；10、喷油器。
具体实施方式
下面将结合附图对本发明的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实 施例，都属于本发明保护的范围。
在本发明的描述中，需要说明的是，术语“中心”、“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，仅是为了便于描述本发明和简化描述，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发明的限制。此外，术语“第一”、“第二”、仅用于描述目的，而不能理解为指示或暗示相对重要性。其中，术语“第一位置”和“第二位置”为两个不同的位置，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。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“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；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
下面详细描述本发明的实施例，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，仅用于解释本发明，而不能理解为对本发明的限制。
如图1所示，本实施例提供一种燃烧系统，该燃烧系统包括气缸、活塞、喷油器10和控制系统。
其中，气缸具有气缸腔；活塞滑动位于气缸的气缸腔内，活塞的顶部设有与气缸腔连通的燃烧室，活塞在曲轴等的驱动下，能够于气缸内做往复运动。
燃烧室的侧壁具有间隔设置的第一弧脊3和第二弧脊6，第一弧脊3和第二弧脊6均向燃烧室内凸出。具体地，燃烧室的结构如图1所示，燃烧室大致为w形燃烧室，其中，附图1仅示出了燃烧室的截面的一半，其具有顶平面9、锥形的底面1以及连接顶平面9和底面1的环形的侧壁，侧壁具体包括由下至上依次设置的主圆弧面2、第一弧脊3、第一斜面4、过渡圆弧5、第二弧脊6、 第二斜面7和喉口过渡面8，其中，底面1、主圆弧面2、第一弧脊3、第一斜面4、过渡圆弧5、第二弧脊6、第二斜面7、喉口过渡面8和顶平面9依次相切连接，且主圆弧面2内凹设置、第一弧脊3相对第二弧脊6靠近燃烧室的中心，且第二弧脊6相对第一弧脊3靠近燃烧室的顶面。本实施例中，沿燃烧室的深度方向第一弧脊3相对第二弧脊6靠近燃烧室的中间，优选地，第一弧脊3于燃烧室的垂直截面内呈第一圆弧2，第二弧脊6于燃烧室的垂直截面内呈第二圆弧，第一圆弧2的半径为R 1，第二圆弧的半径为R 2，R 1＝2R 2～3R 2。如此设置，第一弧脊3的受油面积较大且居中，便于将燃油反弹至燃烧室的各个位置，能够充分和燃烧室顶部、中部以及底部的空气混合。
喷油器10用于向燃烧室内喷油，控制系统用于控制喷油器10喷射的燃油的速度，控制系统能够控制喷油器10将燃油以不小于设定速度的速度喷射至第一弧脊3，且能够控制喷油器10将燃油以不小于设定速度的速度喷射至第二弧脊6。其中，喷油器10通过油泵供给燃油，控制系统可包括控制器和调节阀。调节阀设置于供油泵和喷油器10的连接管路上，调节阀与控制器连接，控制器可通过调节阀调节经过的燃油的流速，进而控制由喷油器10喷出的燃油速度。可以理解的是，当喷油器10将燃油以不小于设定速度的速度喷射而出时，代表喷油器10在进行主喷，当燃油以小于预设速度的速度喷射而出时，代表喷油器10在进行预喷射。通过采用具有两个弧脊的燃烧室，并通过喷油器10分别向两个弧脊主喷燃油，能够保证各个弧脊分摊的燃油的量减小，可避免单个弧脊处燃油聚集较多，有利于发挥弧脊对油束末端碰壁射流速度场的改善作用；同时，也有利于燃油液滴和空气充分混合。
本实施例还提供一种燃烧系统的控制方法，该燃烧系统的控制方法可通过上述燃烧系统实施。具体地，该燃烧系统的控制方法包括：喷油器10间隔进行第一次主喷和第二次主喷，且喷油器10在第一次主喷时将燃油喷射至第一弧脊3，且燃油能够反弹溅射；喷油器10在第二次主喷时将燃油喷射至第二弧脊6，且燃油能够反弹溅射，第一次主喷和第二次主喷喷射的燃油的速度均不小于设定速度。通过两个弧脊对两次主喷的燃油进行引导和分配，便于强化缸内的油气分布，提高气缸腔内空气的利用率，并提高燃烧效率，进而提高发动机的热效率。
在其他的实施例中，燃烧室的弧脊还可设置为三个以上。以三个弧脊为例，燃烧室还可具有与第一弧脊3和第二弧脊6均间隔设置的第三弧脊，且第三弧脊外凸向燃烧室，控制喷油器10在活塞的运动期间，间隔进行三次主喷，且三次主喷的油束分别落到三个弧脊，可进一步增强油气混合的效果。
可选地，喷油器10进行第一次主喷时，活塞于气缸内上行，且能够压缩气缸腔内的气体；喷油器10进行第二次主喷时，活塞于气缸内下行。如此可充分用于活塞上、下行运动的对称性，细化燃油的落点位置，充分发挥两个弧脊的分流作用和反弹溅射作用。优选地，第一弧脊3的中心和第二弧脊6的中心之间的垂直间距等于H 1，喷油器10第一次主喷时活塞的位置和喷油器10第二次主喷时活塞的位置之间的位移等于H 2，H 1＝H 2。如此，可保证喷油器10的喷油孔的朝向无需调整，在活塞上、下行的过程中即可准确地将燃油喷射至两个弧脊。
可选地，喷油器10进行第一次主喷和第二次主喷之间的时间段内，喷油器10持续喷射燃油，且喷油器10喷射的燃油的速度小于设定速度。如此设置，可进一步促进气缸腔内的油气混合的均匀性。
可选地，如图1所示，喷油器10进行第一次主喷时，喷油器10的喷油孔朝向第一弧脊3的中心位置，且喷油器10的喷油孔与第一弧脊3的中心之间的间距为L 1，喷油器10的喷油孔喷射燃油的速度为V 1，第一次主喷喷射的燃油的滞燃期为t 1，t 1＝L 1/V 1，如此设置，当燃油由喷油器10喷出后，经过时间t 1将会和第一弧脊3接触，燃油溅射后便会进入至急燃期，不会影响后续燃油于第一弧脊3的溅射效果。其中，燃油的滞燃期可通过温度、油品等进行调控。
可选地，喷油器10进行第二次主喷时，喷油器10的喷油孔朝向第二弧脊6的中心位置，喷油器10的喷油孔与第二弧脊6之间的间距为L 2，喷油器10的喷油孔喷射燃油的速度为V 2，第二次主喷喷射的燃油的滞燃期为t 2，t 2＝L 2/V 2。如此设置，当燃油由喷油器10喷出后，经过时间t 2将会和第二弧脊6接触，燃油溅射后便会进入至急燃期，不会影响后续燃油于第二弧脊6的溅射效果。
本实施例还提供一种发动机，包括上述方案中的燃烧系统。
显然，本发明的上述实施例仅仅是为了清楚说明本发明所作的举例，而并非是对本发明的实施方式的限定。对于所属领域的普通技术人员来说，在上述说明的基础上还可以做出其它不同形式的变化或变动。这里无需也无法对所有的实施方式予以穷举。凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种燃烧系统的控制方法，燃烧系统包括活塞、气缸和喷油器(10)，所述活塞滑动位于所述气缸的气缸腔内，所述活塞的顶部设有与所述气缸腔连通的燃烧室，所述燃烧室的侧壁具有间隔设置的第一弧脊(3)和第二弧脊(6)，所述第一弧脊(3)和所述第二弧脊(6)均向燃烧室内凸出；其特征在于，燃烧系统的控制方法包括：所述喷油器(10)间隔进行第一次主喷和第二次主喷，且所述喷油器(10)在所述第一次主喷时将燃油喷射至所述第一弧脊(3)；所述喷油器(10)在所述第二次主喷时将燃油喷射至所述第二弧脊(6)，所述第一次主喷和所述第二次主喷喷射的燃油的速度均不小于设定速度。
  2. 根据权利要求1所述的燃烧系统的控制方法，其特征在于，所述喷油器(10)进行第一次主喷时，所述活塞于所述气缸内上行，且能够压缩所述气缸腔内的气体；所述喷油器(10)进行第二次主喷时，所述活塞于所述气缸内下行。
  3. 根据权利要求2所述的燃烧系统的控制方法，其特征在于，所述喷油器(10)进行第一次主喷时，所述喷油器(10)的喷油孔朝向所述第一弧脊(3)的中心位置，且所述喷油器(10)的喷油孔与所述第一弧脊(3)的中心之间的间距为L 1，所述喷油器(10)的喷油孔喷射燃油的速度为V 1，所述第一次主喷喷射的燃油的滞燃期为t 1，t 1＝L 1/V 1。
  4. 根据权利要求2所述的燃烧系统的控制方法，其特征在于，所述喷油器(10)进行第二次主喷时，所述喷油器(10)的喷油孔朝向所述第二弧脊(6)的中心位置，所述喷油器(10)的喷油孔与所述第二弧脊(6)之间的间距为L 2，所述喷油器(10)的喷油孔喷射燃油的速度为V 2，所述第二次主喷喷射的燃油的滞燃期为t 2，t 2＝L 2/V 2。
  5. 根据权利要求2所述的燃烧系统的控制方法，其特征在于，所述第一弧脊(3)的中心和所述第二弧脊(6)的中心之间的垂直间距等于H 1，所述喷油器(10)第一次主喷时所述活塞的位置和所述喷油器(10)第二次主喷时所述活塞的位置之间的位移等于H 2，H 1＝H 2。
  6. 根据权利要求2所述的燃烧系统的控制方法，其特征在于，所述喷油 器(10)进行第一次主喷和第二次主喷之间的时间段内，所述喷油器(10)持续喷射燃油，且所述喷油器(10)喷射的燃油的速度小于所述设定速度。
  7. 一种用于实施权利要求1-6任一项所述的燃烧系统的控制方法的燃烧系统，其特征在于，包括：
    气缸，具有气缸腔；
    活塞，所述活塞滑动位于所述气缸的所述气缸腔内，所述活塞的顶部设有与所述气缸腔连通的燃烧室，所述燃烧室的侧壁具有间隔设置的第一弧脊(3)和第二弧脊(6)，所述第一弧脊(3)和所述第二弧脊(6)均向燃烧室内凸出；
    喷油器(10)，用于向所述燃烧室内喷油；
    控制系统，用于控制所述喷油器(10)喷射的燃油的速度，所述控制系统能够控制所述喷油器(10)将燃油以不小于设定速度喷射至所述第一弧脊(3)，且能够控制所述喷油器(10)将燃油以不小于设定速度喷射至所述第二弧脊(6)。
  8. 根据权利要求7所述的燃烧系统，其特征在于，所述第一弧脊(3)相对所述第二弧脊(6)靠近所述燃烧室的中心，且所述第二弧脊(6)相对所述第一弧脊(3)靠近所述燃烧室的顶面。
  9. 根据权利要求7所述的燃烧系统，其特征在于，所述第一弧脊(3)于所述燃烧室的垂直截面内呈第一圆弧(2)，所述第二弧脊(6)于所述燃烧室的垂直截面内呈第二圆弧，所述第一圆弧(2)的半径为R 1，所述第二圆弧的半径为R 2，R 1＝2R 2～3R 2。
  10. 一种发动机，其特征在于，包括权利要求7-9任一项所述的燃烧系统。
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