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CN-117489483-B - Dual-fuel engine based on variable injection law injector and combustion control method

CN117489483BCN 117489483 BCN117489483 BCN 117489483BCN-117489483-B

Abstract

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

Inventors

  • LI BO
  • ZHANG DIANHAO
  • FAN LIYUN
  • XU JING
  • LI YUMING
  • Gu Yuanqi
  • XU KUI

Assignees

  • 哈尔滨工程大学

Dates

Publication Date
20260512
Application Date
20231116

Claims (11)

  1. 1. The dual-fuel engine based on the variable injection law injector is characterized by comprising a cylinder wall (2), a cylinder cover (3) and a piston (1), wherein the cylinder cover (3) is arranged above the cylinder wall (2), the piston (1) is arranged in the cylinder wall (2), the cylinder cover (3) and the piston (1) form a combustion chamber (6), and an air inlet valve (4), an exhaust valve (5) and an integrated injector (7) are arranged in the cylinder cover (3); The integrated injector (7) comprises a diesel injection module (A), a second fuel injection module (B), a fastening cap (7-15), an accumulation cavity wall (7-19) and a thermal management cavity wall (7-20) which are shared by the diesel injection module (A) and the second fuel injection module (B), wherein the fastening cap (7-15), the accumulation cavity wall (7-19) and the thermal management cavity wall (7-20) are arranged from top to bottom, the diesel injection module (A) further comprises a No. 1 injection control pipeline coordination control module (7-7), an ultra-hysteresis electromagnetic control needle valve limiting module (7-8) and a diesel nozzle part (7-9) which are arranged from top to bottom, and the second fuel injection module (B) further comprises a two-stage supercharging module (7-10), a No. 2 injection control pipeline cooperative control module (7-13) and a low-carbon fuel nozzle part (7-14); The pressure accumulation cavity wall (7-19) and the heat management cavity wall (7-20) are provided with a diesel pressure accumulation cavity (7-2), the heat management cavity wall (7-20) is internally provided with a heat management cavity (7-4) and a low-carbon fuel pressure accumulation cavity (7-12), and the side of the heat management cavity wall (7-20) is respectively provided with a heat management cavity inlet (7-5) and a heat management cavity outlet (7-6); The injection control pipeline cooperative control module (7-7) comprises a cooperative upper module (7-7-11), a cooperative lower module (7-7-12), a first electromagnetic valve (7-7-1), an armature (7-7-2) and a double-passage valve rod (7-7-4) of No. 1, wherein the first electromagnetic valve (7-7-1) is installed in the cooperative upper module (7-7-11), the double-passage valve rod (7-7-4) of No. 1 is installed in the cooperative lower module (7-7-12), the armature (1) is fixed at the top of the double-passage valve rod (7-7-4) of No. 1, an armature return spring (7-7-3) of No. 1 is installed in the armature return spring (7-7-1), the armature return spring (7-7-3) of No. 1 is located above the armature (7-7-2), an oil inlet pipeline (7-5) of No. 1 is arranged in the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the oil inlet pipeline (7-5) of No. 1 is arranged in the oil inlet pipeline (7-5), and the oil return pipeline (7-5) of No. 1 is respectively arranged in the oil return cavity (7-7-7-12) of the cooperative lower module (7-7-7-2), the oil return pipeline (7-7-8) of the No. 2 control oil and the oil inlet pipeline (7-7-6), the No. 1 double-passage valve rod (7-7-4) is of a structure with a thin upper part and a thick lower part, the two sides of the lower part are provided with first half-shaped passages (7-7-9), and the first half-shaped passages (7-7-9) are matched with the No. 1 oil inlet pipeline (7-7-5), the No. 2 oil inlet pipeline (7-7-6), the No. 1 control oil return pipeline (7-7-7) and the No. 2 control oil return pipeline (7-7-8); The dual-fuel engine combustion control method based on the variable injection law injector specifically comprises the following steps: under the low load condition, diesel oil is firstly injected into the combustion chamber (6) through the diesel oil injection module (A), and then low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B), wherein the low-carbon and carbon-free fuel adopts the injection rule of boot injection; Under the medium load condition, firstly injecting low-carbon and carbon-free fuel into the combustion chamber (6) through the second fuel injection module (B), adopting single injection or multiple injection to control the mixture, adopting base pressure injection for low-carbon and carbon-free fuel injection earlier than 50 degrees CA of compression top dead center and adopting booster injection for low-carbon and carbon-free fuel injection later than 50 degrees CA of compression top dead center; Under the high load condition, firstly, low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B), the low-carbon and carbon-free fuel injection earlier than the compression top dead center by 50 degrees CA adopts base pressure injection, the low-carbon and carbon-free fuel injection later than the compression top dead center by 50 degrees CA adopts booster injection, then, diesel is injected into the combustion chamber (6) through the diesel injection module (A), the mixed gas in the combustion chamber (6) is ignited, and finally, the low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B).
  2. 2. The dual-fuel engine based on the variable injection law injector of claim 1, wherein the ultra-hysteresis electromagnetic control needle valve limiting module (7-8) comprises an ultra-hysteresis upper module (7-8-14), an ultra-hysteresis lower module (7-8-15), a main magnetic pole (7-8-2), an ultra-hysteresis material (7-8-11), a magnetic yoke (7-8-1), a hysteresis seat (7-8-3), a second piston (7-8-4) and a needle valve limiting block (7-8-6), the ultra-hysteresis upper module (7-8-14) is positioned above the ultra-hysteresis lower module (7-8-15), the main magnetic pole (7-8-2) is arranged in the ultra-hysteresis upper module (7-8-14), the ultra-hysteresis material (7-8-11) is arranged in the main magnetic pole (7-8-2), the upper end and the lower end of the ultra-hysteresis material (7-8-11) are respectively provided with the magnetic yoke (7-8-1) and the seat (7-8-3), the needle valve limiting block (7-8-6) is arranged below the hysteresis seat (7-8-3), the needle valve limiting block (7-8-12) is arranged below the needle valve limiting block (7-8-12), an intermediate cavity (7-8-5) is formed between the needle valve limiting block (7-8-6) and the hysteresis seat (7-8-3), a one-way lubrication port inlet (7-8-9), a lubrication oil path (7-8-8), an intermediate cavity oil path (7-8-7) and a No.1 one-way control oil inlet (7-17) are respectively arranged in the ultra-hysteresis upper module (7-8-14), the one-way lubrication port inlet (7-8-9) is communicated with the lubrication oil path (7-8-8), and the intermediate cavity (7-8-5) is communicated with the intermediate cavity oil path (7-8-7).
  3. 3. The dual-fuel engine based on the variable injection law injector according to claim 1, wherein the diesel nozzle part (7-9) comprises a diesel needle valve (7-9-1) and an intermediate block (7-9-7), a diesel needle valve return spring (7-9-4) is sleeved at the upper part of the diesel needle valve (7-9-1), the middle part of the diesel needle valve (7-9-1) passes through the intermediate block (7-9-7), a diesel control oil inlet pipeline (7-9-2) is arranged in the intermediate block (7-9-7), a diesel needle valve control oil cavity (7-9-3) is formed below the intermediate block (7-9-7) by the middle part of the diesel needle valve (7-9-1), a No. 1 unidirectional control oil inlet and a No. 1 control oil return pipeline (7-7-7) are communicated with the diesel needle valve (7-9-1), a diesel oil spray hole is formed outside the diesel needle valve (7-9-1), a diesel oil control oil injection hole (7-6) is arranged below the bottom of the diesel needle valve (7-9-1), and the diesel spray hole (7-6) is communicated with the diesel oil pressure chamber (7-6).
  4. 4. A dual-fuel engine based on a variable injection law injector is characterized in that the two-stage supercharging module (7-10) comprises a second electromagnetic valve (7-10-1), an upper piston module (7-10-18), a double supercharging piston (7-10-6), a No. 2 armature (7-10-2), an inner control valve rod (7-10-3) and an outer control valve block (7-10-4), the second electromagnetic valve (7-10-1) is installed in a fastening cap (7-15), a No. 2 armature return spring (7-10-7) is installed in the second electromagnetic valve (7-10-1), the No. 2 armature (7-10-2) is fixed at the top of the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is sleeved outside the inner control valve rod (7-10-3), the No. 2 armature is located below the No. 2 armature return spring, the double supercharging piston (7-10-6) is installed below the piston module (7-10-18), and an oil return circuit is arranged on the outer piston (7-10-10) of the double supercharging module (7-10-6), and the supercharging piston (7-10-10) is sleeved outside the supercharging valve block (7-10-10) The primary pressurizing oil return oil way (7-10-9), the secondary pressurizing oil return oil way (7-10-13), the pressurizing oil inlet (7-10-11) and the secondary pressurizing oil inlet oil way (7-10-16), a primary pressurizing oil cavity (7-10-12) and a secondary pressurizing oil cavity (7-10-15) are respectively formed between the double pressurizing piston (7-10-6) and the upper piston module (7-10-18), a through hole (7-10-8) is arranged in the inner control valve rod (7-10-3), the main pressurizing oil return oil way (7-10-10) and the primary pressurizing oil return oil way (7-10-9) are communicated with or disconnected from the through hole (7-10-8), the primary pressurizing oil cavity (7-10-12) is respectively communicated with the primary pressurizing oil return oil way (7-10-9) and the pressurizing oil inlet (7-10-11), the secondary pressurizing oil inlet oil way (7-10-16) is communicated with the secondary pressurizing oil cavity (7-10-15), the upper space of the outer control valve block (7-10-4) is communicated with the secondary pressurizing oil return oil way (7-10-13) and the main pressurizing oil way (10-13), a one-way valve (7-10-14) is arranged between the secondary pressurized oil return oil way (7-10-13) and the main pressurized oil return oil way (7-10-10), and sealing surfaces are arranged between the inside of the outer control valve block (7-10-4) and the outside matching position of the inner control valve rod (7-10-3) and the upper and lower contact surfaces of the outer control valve block (7-10-4) and the upper piston module (7-10-18).
  5. 5. The dual-fuel engine based on the variable injection law injector according to claim 1, wherein the injection control pipeline cooperative control module No. 2 (7-13) and the injection control pipeline cooperative control module No. 1 (7-7) share the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the injection control pipeline cooperative control module No. 2 (7-13) further comprises a third electromagnetic valve (7-13-1), an armature No. 3 (7-13-2) and a double-passage valve rod No. 2 (7-13-3), the third electromagnetic valve (7-13-1) is installed in the cooperative upper module (7-7-11), the armature return spring No. 3 (7-13-9) is installed in the third electromagnetic valve (7-13-1), the double-passage valve rod No. 2 (7-13-3) is installed in the cooperative lower module (7-7-12), the armature No. 3 (7-13-2) is fixed on the top of the double-passage valve rod No. 2 (7-13-3), the armature return spring No. 3-13-1 is installed in the cooperative upper half-passage valve rod (7-13-3) and the double-passage valve rod (7-13-3) is located on two sides of the double-passage valve rod (7-13) respectively, the upper module (7-7-11) is provided with a No. 1 low-carbon inlet fuel pipeline (7-13-4), the lower module (7-7-12) is provided with a No. 2 low-carbon inlet fuel pipeline (7-13-5), a No. 3 control oil return pipeline (7-13-6) and a No. 4 control oil return pipeline (7-13-7), and the second semi-circular passage (7-13-8) is matched with the No. 1 low-carbon inlet fuel pipeline (7-13-4), the No. 2 low-carbon inlet fuel pipeline (7-13-5), the No. 3 control oil return pipeline (7-13-6) and the No. 4 control oil return pipeline (7-13-7).
  6. 6. The dual fuel engine based on the variable injection law injector of claim 1, wherein the low carbon fuel nozzle part (7-14) and the diesel nozzle part (7-9) share an intermediate block (7-9-7), the low carbon fuel nozzle part (7-14) further comprises a second fuel needle valve (7-14-3), a control cavity valve block (7-14-7) and a bulge valve block (7-14-8), the control cavity valve block (7-14-7), the bulge valve and the intermediate block (7-9-7) are sequentially arranged from top to bottom, the middle part of the second fuel needle valve (7-14-3) passes through the intermediate block (7-9-7), the bulge is arranged at the upper part of the second fuel needle valve (7-14-3), the bulge is positioned in the bulge valve block (7-14-8), a second fuel return spring (7-14-4) is sleeved outside the second fuel needle valve (7-14-3) above the bulge, a second fuel control cavity (7-14-7) is arranged in the control cavity valve block (7-14-7), and the second fuel needle valve (7-14-7) and the second fuel needle valve (7-7) and the outer part (14-5) form a second fuel chamber below the second needle valve (7-7), the lower part of the bottom of the second fuel needle valve (7-14-3) is provided with a second fuel spray hole (7-14-6), a second fuel pressure chamber (7-14-5) is respectively communicated with a No.2 low-carbon fuel inlet pipeline (7-13-5) and the second fuel spray hole (7-14-6), and a second fuel needle valve control cavity (7-14-2) is respectively communicated with a No.2 control oil inlet pipeline (7-14-1) and a No. 3 control oil return pipeline (7-13-6).
  7. 7. A dual-fuel engine based on a variable injection law injector according to claim 1, wherein the radius of an upper end interface of a first semi-circular passage (7-7-9) is respectively consistent with the radius of an inlet of a No. 2 control oil return pipeline (7-7-8) and the radius of an outlet of a No. 1 oil inlet pipeline (7-7-5), the radius of a lower end interface is respectively consistent with the radius of an outlet of the No. 1 control oil return pipeline (7-7-7) and the radius of an inlet of a No. 2 oil inlet pipeline (7-7-6), the distance between the upper end interface of the first semi-circular passage (7-7-9) and the inlet of the No. 1 oil inlet pipeline (7-7-5), the distance between the outlet of the No. 2 control oil return pipeline (7-7-8) and the distance between the lower end interface of the first semi-circular passage (7-9) and the inlet of the No. 2 oil inlet pipeline (7-7-6) and the distance between the outlets of the No. 1 control oil return pipeline (7-7-7-7).
  8. 8. The dual-fuel engine based on the variable injection regular injector according to claim 1, wherein when the second fuel injection module (B) selects a base pressure mode, the two-stage pressurizing module (7-10) is not electrified, the No. 1 armature (7-7-2) is seated, the one-stage pressurizing oil return oil passage (7-10-9) and the main pressurizing oil return oil passage (7-10-10) are communicated through a through hole (7-10-8) on the inner control valve rod (7-10-3), the outer control valve block (7-10-4) is seated on a lower contact surface of the control valve block seat (7-10-5), a sealing cavity is formed between the two-stage pressurizing oil return oil passages (7-10-9) and the two-stage pressurizing oil inlet oil passage (7-10-16), the one-stage pressurizing oil return oil passage (7-10-13) and the main pressurizing oil passage (7-10-10), the one-stage pressurizing oil cavity (7-10-15) cannot be pressurized, and the two-stage pressurizing oil cavity (7-10-15) cannot be pressurized, and the double-stage pressurizing piston (7-10-6) cannot act.
  9. 9. A dual-fuel engine based on a variable injection regular injector according to claim 1 is characterized in that when a low pressurizing mode is selected by a second fuel injection module (B), a low potential is conducted to a two-stage pressurizing module (7-10), a 1-size armature (7-7-2) is driven by electromagnetic force to move an inner control valve rod (7-10-3) upwards, so that communication between a first-stage pressurizing oil return oil passage (7-10-9) and a main pressurizing oil return oil passage (7-10-10) is disconnected, an outer control valve block (7-10-4) is still seated on a lower contact surface of a control valve block seat (7-10-5), a sealing cavity is formed between the first-stage pressurizing oil return oil passage (7-10-9) and the two-stage pressurizing oil return oil passage (7-10-16), the two-stage pressurizing oil return oil passage (7-10-13) is not communicated with the main pressurizing oil return oil passage (7-10-10), at the moment, the two-stage pressurizing oil chamber (7-10-15) still cannot build pressure, the first-stage pressurizing oil return oil passage (7-10-12) starts to build pressure, the double-10-6 moves downwards until the pressure of the dual-pressurizing oil return passage (7-10-10) is up to the low pressure of the low-carbon pressure fuel chamber (7-12), and the high pressure pressurizing fuel is achieved in the low-pressure chamber (7-12) Multiplying the area of the lower surface of the double booster piston (7-10-6) Adding the elastic force of the return spring of the double pressurizing pistons (7-10-6) Is equal to the pressure of pressurized oil in the first-stage pressurizing oil cavity (7-10-12) Multiplying the area of the piston acting on the double booster piston (7-10-6) The double booster pistons (7-10-6) no longer move, i.e. 。
  10. 10. The method of claim 1, wherein when the second fuel injection module (B) selects the high-pressure-increasing mode, the two-stage pressurizing module (7-10) is connected with high potential, the No. 1 armature (7-7-2) is driven by electromagnetic force to drive the inner control valve rod (7-10-3) to move upwards and further drive the outer control valve block (7-10-4) to move upwards, the first-stage pressurizing oil return oil channel (7-10-9) is cut off from being communicated with the main pressurizing oil return oil channel (7-10-10), the first-stage pressurizing oil channel (7-10-12) is started to build pressure, the two-stage pressurizing oil inlet channel (7-10-16) is communicated with the first-stage pressurizing oil return oil channel (7-10-9), the upper space of the outer control valve block (7-10-4) is disconnected, the two-stage pressurizing oil channel (7-10-15) is started to build pressure, the double pressurizing piston (7-10-6) moves downwards, the pressure in the low-carbon fuel cavity (7-12) is stopped until the pressure in the low-carbon fuel cavity (7-12) is increased, and the pressure in the low-carbon cavity (7-12) is maintained Multiplying the area of the lower surface of the double booster piston (7-10-6) Adding the elastic force of the return spring of the double pressurizing pistons (7-10-6) Is equal to the pressure of pressurized oil in the pressurized oil cavity Multiplying the area of the piston acting on the double booster piston (7-10-6) The double booster pistons (7-10-6) no longer move, i.e. 。
  11. 11. The method of combustion control of a dual fuel engine based on a variable injection schedule injector of claim 1, wherein the base pressure injection mode is first performed when the second fuel injection module (B) performs the boot injection, and the injection pressure is increased during the injection in the low-boost or high-boost injection mode to achieve a low-to-high injection rate.

Description

Dual-fuel engine based on variable injection law injector and combustion control method Technical Field The invention relates to an engine and a control method thereof, in particular to a dual-fuel engine and a combustion control method. Background The low-carbon and carbon-free fuel is widely applied to the most direct technical means for reducing carbon emission of an engine, such as green methanol, green ammonia fuel and the like. However, the low-carbon and carbon-free fuel is generally low in activity, so that the low-carbon and carbon-free fuel is generally used in a double-direct injection low-carbon and carbon-free fuel/diesel mode, the substitution rate of the low-carbon and carbon-free fuel is improved, and the carbon emission can be effectively reduced. However, the low-carbon and carbon-free fuel has high vaporization latent heat, and a large amount of high-pressure direct-injection low-carbon and carbon-free fuel is injected into a combustion chamber to instantly reduce the temperature of a working medium, so that combustion lag or combustion slowing is caused, and particularly under medium-low load conditions, the cycle variation of an engine is increased, the thermal efficiency is reduced and unburned hydrocarbon emission is increased. In order to alleviate the combustion inhibition effect caused by low-carbon and carbon-free fuel injection, the existing combustion control method of the dual-fuel engine generally adopts a means of expanding the injection interval or reducing the injection pressure, but also leads to the prolongation of the combustion duration, which is not beneficial to the improvement of the engine performance. Disclosure of Invention The invention aims to provide a dual-fuel engine based on a variable injection rule injector and a combustion control method, wherein the dual-fuel engine can realize low-carbon, high-efficiency, clean and stable combustion in the whole working condition range of the dual-fuel engine. The purpose of the invention is realized in the following way: The invention relates to a dual-fuel engine based on a variable injection law injector, which is characterized by comprising a cylinder wall (2), a cylinder cover (3) and a piston (1), wherein the cylinder cover (3) is arranged above the cylinder wall (2), the piston (1) is arranged in the cylinder wall (2), the cylinder cover (3) and the piston (1) form a combustion chamber (6), and an intake valve (4), an exhaust valve (5) and an integrated injector (7) are arranged in the cylinder cover (3); The integrated injector (7) comprises a diesel injection module (A) and a second fuel injection module (B), wherein the diesel injection module (A) and the second fuel injection module (B) share a fastening cap (7-15), an accumulation cavity wall (7-19) and a thermal management cavity wall (7-20), the fastening cap (7-15), the accumulation cavity wall (7-19) and the thermal management cavity wall (7-20) are arranged from top to bottom, the diesel injection module (7-A) further comprises a No.1 injection control pipeline coordination control module (7-7), a super hysteresis electromagnetic control needle valve limiting module (7-8) and a diesel nozzle part (7-9) which are arranged from top to bottom, and the second fuel injection module (B) further comprises a two-stage supercharging module (7-10), a No. 2 injection control pipeline cooperative control module (7-13) and a low-carbon fuel nozzle part (7-14); The pressure accumulation cavity wall (7-19) and the heat management cavity wall (7-20) are provided with a diesel pressure accumulation cavity (7-2), the heat management cavity wall (7-20) is internally provided with a heat management cavity (7-4) and a low-carbon fuel pressure accumulation cavity (7-12), and the side of the heat management cavity wall (7-20) is respectively provided with a heat management cavity inlet (7-5) and a heat management cavity outlet (7-6); the injection control pipeline cooperative control module (7-7) comprises a cooperative upper module (7-7-11), a cooperative lower module (7-7-12), a first electromagnetic valve (7-7-1), an armature (7-7-2) and a double-passage valve rod (7-7-4) of No. 1, wherein the first electromagnetic valve (7-7-1) is installed in the cooperative upper module (7-7-11), the double-passage valve rod (7-7-4) of No. 1 is installed in the cooperative lower module (7-7-12), the armature (1) is fixed at the top of the double-passage valve rod (7-7-4) of No. 1, an armature return spring (7-7-3) of No. 1 is installed in the armature return spring (7-7-1), the armature return spring (7-7-3) of No. 1 is located above the armature (7-7-2), an oil inlet pipeline (7-5) of No. 1 is arranged in the cooperative upper module (7-7-11) and the cooperative lower module (7-7-12), the oil inlet pipeline (7-5) of No. 1 is arranged in the oil inlet pipeline (7-5), and the oil return pipeline (7-5) of No. 1 is respectively arranged in the oil return cavity (7-7-7-12) of the cooperativ