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CN111336006B - Multi-fuel intelligent charge compression combustion engine - Google Patents

Multi-fuel intelligent charge compression combustion engine Download PDF

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Publication number
CN111336006B
CN111336006B CN202010169391.5A CN202010169391A CN111336006B CN 111336006 B CN111336006 B CN 111336006B CN 202010169391 A CN202010169391 A CN 202010169391A CN 111336006 B CN111336006 B CN 111336006B
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fuel
oil
communicated
injection system
injector
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CN111336006A (en
Inventor
吕兴才
赵汶彬
李秭泷
钱勇
何卓遥
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Shanghai Jiao Tong University
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Shanghai Jiao Tong University
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    • 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
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • F02M61/145—Arrangements of injectors with respect to engines; Mounting of injectors the injection nozzle opening into the air intake conduit
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D2041/3052—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the mode being the stratified charge compression-ignition mode

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

本发明公开了一种多燃料智能充量压缩燃烧发动机，涉及内燃机技术领域，包括：汽缸及汽缸盖；活塞，所述活塞设置于所述汽缸内，所述活塞与所述汽缸的内周壁及所述汽缸盖之间划分出燃烧室；至少两套互相独立的直接喷射系统，所述直接喷射系统与所述燃烧室连通以向所述燃烧室中喷射燃料；气道口喷射系统，所述气道口喷射系统与进气道连通，以向所述进气道中喷射燃料，所述进气道与所述燃烧室连通以向所述燃烧室进气；所述燃烧室内的燃烧模式属于ICCI燃烧模式。通过本发明的实施，不仅可以使发动机兼具有较低水平的污染物排放和较高的热效率，还具有较宽的工作负荷范围，在机械工程领域，尤其在汽车发动机领域，具有非常突出的应用价值。

Figure 202010169391

The invention discloses a multi-fuel intelligent charge compression combustion engine, which relates to the technical field of internal combustion engines, comprising: a cylinder and a cylinder head; a piston, the piston is arranged in the cylinder, the piston is connected to the inner peripheral wall of the cylinder and A combustion chamber is divided between the cylinder heads; at least two sets of direct injection systems independent of each other, the direct injection systems communicate with the combustion chamber to inject fuel into the combustion chamber; a port injection system, the gas The port injection system is communicated with an intake port to inject fuel into the intake port, and the intake port is communicated with the combustion chamber for intake air into the combustion chamber; the combustion mode in the combustion chamber belongs to the ICCI combustion mode . Through the implementation of the present invention, the engine can not only have a lower level of pollutant emission and higher thermal efficiency, but also have a wider working load range. In the field of mechanical engineering, especially in the field of automobile engines, it has a very prominent Value.

Figure 202010169391

Description

Multi-fuel intelligent charge compression combustion engine
Technical Field
The invention belongs to the technical field of internal combustion engines, and particularly relates to a multi-fuel intelligent charge compression combustion engine.
Background
The traditional diesel engine adopts a cylinder with high compression ratio, when a piston moves to the vicinity of the top dead center, fuel with high cetane number is directly injected into the cylinder, and high-temperature mixed gas is formed by utilizing the high compression ratio when the piston of the engine is compressed to the position close to the top dead center, so that the working mode of fuel spontaneous combustion and ignition is initiated, and the high-compression-ratio cylinder has the advantages of high thermal efficiency, stable work and low emission of carbon monoxide and hydrocarbon; however, the average in-cylinder mixed gas concentration is relatively thin, the mixing time of the spray and the air is short, and the fuel and the air cannot be uniformly mixed, so that a local high-temperature area and a local rich combustion area always exist in the cylinder in the combustion process, the emission of nitrogen oxides and soot is relatively high, and the emission of the nitrogen oxides and the soot cannot be simultaneously and greatly reduced. For direct injection diesel engines, a common method for reducing soot emissions is to use a particulate trap, but the particulate trap generally suffers from problems of too short system life and regeneration; the common method for reducing the emission of nitrogen oxides adopts selective catalytic reduction and other means, but the above means easily cause the problems of ammonia gas leakage and the like; therefore, the exhaust gas after-treatment device of the direct injection diesel engine has a complex structure, high cost, undesirable effect and poor reliability.
The traditional gasoline engine adopts a cylinder with low compression ratio, injects high-octane fuel through an air passage port and adopts a working mode of ignition and combustion of a spark plug, and because of the propagation process of flame, a flame front generates more nitrogen oxides.
Some gasoline engines adopt a direct injection scheme, but the scheme still has the defect of low thermal efficiency.
In order to improve the high emission problem of a diesel engine and the low thermal efficiency problem of a gasoline engine, a Homogeneous Charge Compression Ignition (HCCI) combustion mode gradually appears, wherein a Homogeneous Charge Compression Ignition combustion mode adopts a Homogeneous mixed gas and is matched with a higher Compression ratio to realize the Compression Ignition of the mixed gas. However, the ignition process of the homogeneous charge compression ignition combustion mode completely depends on the chemical reaction kinetics, and the ignition time and the heat release rate are affected by the temperature, the pressure, the physical and chemical properties of the mixed gas, and the like, so the homogeneous charge compression ignition combustion mode has the technical problem that the combustion phase and the combustion rate are difficult to control, the homogeneous charge compression ignition combustion mode is easy to ignite and unstable in small load, and the homogeneous charge compression ignition combustion mode is easy to knock in large load.
A gasoline/diesel dual fuel engine that uses port injection of a low activity fuel to form a homogeneous charge and then ignites with direct injection of a high activity fuel near top dead center has emerged after the homogeneous charge compression ignition combustion mode. Macroscopically, the gasoline/diesel dual fuel engine is a combustion mode with two fuels simultaneously intensively releasing heat, and has lower nitrogen oxide and soot emission. On one hand, because a mode of injecting low-activity fuel through an air passage opening is adopted, the pumping loss of the engine is high, the charge coefficient is reduced, the knocking tendency is increased, the emission of hydrocarbon and carbon monoxide is high, and further the thermal efficiency is lower than that of a conventional direct injection diesel engine; on the other hand, the excess air coefficient of the whole engine is more than 1, soot emission still exists, nitrogen oxide still exists, and the emission of hydrocarbon, carbon monoxide and nitrogen oxide can not be completely converted by adopting a three-way catalytic converter, so that the emission level can not meet the requirements of modern engines.
Disclosure of Invention
In view of the above, the present invention provides a compression combustion engine with low emissions, high thermal efficiency and a wide workload range.
The present inventors have made extensive studies and found that in order to achieve a high thermal efficiency at a low level of engine emissions and to satisfy a wide applicable and generalizable workload range, it is necessary to optimize combustion in the engine combustion chamber. According to different working conditions of an engine, concentration and activity layering required by the in-cylinder mixed gas in corresponding working conditions are flexibly realized, so that the optimal activity gradient of fuel in different working conditions is formed, and then a combustion mode of Charge Compression Ignition is carried out, the requirements of maximum thermal efficiency and minimum emission under different working conditions can be met, wherein the combustion mode is called an Intelligent Charge Compression Ignition (ICCI) combustion mode; it would be further advantageous if in-cylinder mixture concentration and activity stratification could be achieved within one engine cycle. The optimal activity gradient refers to the stratified state of the in-cylinder fuel that can bring the engine to the optimal operating state, which means that the thermal efficiency and emissions of the engine are optimal.
In order to achieve the above purpose, the invention is realized by the following technical scheme:
a multi-fuel intelligent charge compression combustion engine comprising: a cylinder and a cylinder head; a piston provided in the cylinder, the piston defining a combustion chamber with an inner peripheral wall of the cylinder and the cylinder head;
at least two mutually independent direct injection systems communicating with said combustion chamber for injecting fuel into said combustion chamber;
the gas channel mouth injection system, gas channel mouth injection system and intake duct intercommunication with to spray fuel in the intake duct, wherein, the intake duct with the combustion chamber intercommunication with to the combustion chamber admits air.
In one aspect of the present invention, the combustion chamber further includes a controller configured to control the direct injection system and the port injection system to operate in an ICCI combustion mode within the combustion chamber.
The controller is configured to inject at any time according to the working condition of the engine by controlling each of the direct injection system and the gas channel port injection system, so that the in-cylinder mixed gas forms reliable concentration and activity layering, the in-cylinder mixed gas with the optimal fuel activity gradient is formed, and an ICCI combustion mode is performed, so that the engine has the characteristics of low emission and high thermal efficiency, and the rated output torque of the engine can be controlled by adjusting the distribution and composition of the mixed gas, so that the transmitter has a wider working load range.
In one aspect of the present invention, the direct injection system includes a first direct injection system configured to be able to inject a first fuel, and a second direct injection system configured to be able to inject a second fuel.
The two sets of independent direct injection systems can realize the injection combination of fuels with different characteristics and concentrations and can also realize the injection combination of the same mixed fuel with different concentrations.
In one preferred embodiment of the present invention, the first fuel and the second fuel are different, and the first fuel includes a low-boiling-point, high-octane fuel; the second fuel comprises a high boiling point, high cetane fuel.
The low-boiling-point and high-octane fuel is fuel which can be combusted only by using a spark plug for ignition; the high boiling point, high cetane fuel refers to a fuel that can be ignited by compression by the piston of an engine.
In a preferred embodiment of the present invention, the first fuel comprises one or more of the following compounds: gasoline, methanol, ethanol, propanol, butanol, isooctane; the second fuel comprises one or more of the following compounds: diesel oil, Fischer-Tropsch synthetic diesel oil, biodiesel, dimethyl ether, n-heptane and polymethoxy dimethyl ether.
The technical scheme utilizes the compression ignition characteristic of the fuel with high cetane number, so that the exothermic reaction occurs in the whole combustion chamber space, the flame propagation process is avoided, and the phenomenon of local over-concentration or local high temperature is avoided.
In one aspect of the present invention, the first direct injection system and the second direct injection system are both common rail injection systems.
The common rail injection system separates the fuel pressure generation from the fuel injection, and adopts an electromagnetic fuel injector controlled by an electromagnetic valve to replace a traditional mechanical fuel injector; the electric control unit acts on pulse signals of an electromagnetic valve of the electromagnetic oil injector to control the injection process of fuel, and the size of the oil injection quantity depends on the oil pressure in a fuel oil rail, the opening time of the electromagnetic valve and the liquid flow characteristic of an oil nozzle.
The common rail injection system is adopted in the technical scheme, so that the pressure fluctuation of an injection system is reduced, the mutual interference of each oil injector is reduced, and the control precision of injection pressure and the control accuracy of oil injection quantity are improved.
In one technical solution of the present invention, the first direct injection system includes a first electronic fuel injector, and the first electronic fuel injector is mounted on the cylinder head.
The second direct injection system comprises a second electronic fuel injector, and the second electronic fuel injector is mounted on the cylinder head.
The first electronic control oil injector and the second electronic control oil injector are arranged on the cylinder cover, so that the structural complexity of the engine can be reduced, and the development cost of the engine can be reduced.
In one technical scheme of the invention, the fuel injected by the gas channel opening injection system comprises a third fuel; the third fuel comprises a secondary fuel and/or an additive; and the third fuel is added according to the working condition of the engine and is used for assisting in adjusting the state of the mixed gas in the combustion chamber.
In one preferable technical solution of the present invention, the injection timing of the third fuel is adjusted according to a state of the engine; injecting the third fuel when the engine knocks particularly severely and even possibly damages the engine, the third fuel including a knock suppressant; the third fuel, which includes a cetane booster, is injected when the activity of the fuel in the engine combustion chamber is too low to compression ignite.
In one technical scheme of the invention, the air passage opening injection system comprises a third electric control oil injector, and the third electric control oil injector is arranged on the air inlet passage. The third electric control oil injector is arranged on the air inlet channel of the combustion chamber and is beneficial to assisting in adjusting the form of the mixed gas corresponding to the combustion chamber.
In one preferable aspect of the invention, the injection directions of the first electric fuel injector and the second electric fuel injector are set to facilitate mixing and diffusion of the injected first fuel and the injected second fuel in the combustion chamber.
In one aspect of the present invention, the first direct injection system further includes a first tank configured to store the first fuel; one end of the first pipeline is communicated with the first oil tank; the other end of the first pipeline is communicated with an inlet of the first oil pump; a first oil rail, an outlet of the first oil pump being in communication with an inlet of the first oil rail; one end of the first oil pipe is communicated with an outlet of the first oil rail, and the other end of the first oil pipe is communicated with an oil inlet of the first electric control oil injector; a first filter disposed on the first conduit, the first filter configured to filter the first fuel passing through the first conduit; and one end of the first oil return pipe is communicated with an oil return opening of the first oil rail, and the other end of the first oil return pipe is communicated with the first oil tank.
Through the action of the first oil pump, the first fuel in the first oil tank enters the first oil rail through the first filter and the first pipeline, and then the first fuel is sent to the first electronic control fuel injector through the first oil pipe. The first filter is used for filtering the first fuel entering the first oil rail; and the nozzle of the first electric control fuel injector is arranged in the combustion chamber. The first fuel in the first fuel rail is brought to a pressure by the first oil pump. The first direct injection system further comprises a first oil return pipe, the first oil return pipe is connected with an oil return port of the first oil rail and the first oil tank, and the first oil return pipe returns the redundant first fuel in the first oil rail into the first oil tank.
In one aspect of the present invention, the second direct injection system further includes a second tank configured to store the second fuel; one end of the second pipeline is communicated with the second oil tank; the other end of the second pipeline is communicated with an inlet of the second oil pump; the outlet of the second oil pump is communicated with the inlet of the second oil rail; one end of the second oil pipe is communicated with an outlet of the second oil rail, and the other end of the second oil pipe is communicated with an oil inlet of the second electric control oil injector; a second filter disposed on the second conduit, the second filter configured to filter the second fuel passing through the second conduit; and one end of the second oil return pipe is communicated with an oil return port of the second oil rail, and the other end of the second oil return pipe is communicated with the second oil tank.
And under the action of the second oil pump, the second fuel in the second oil tank enters the second oil rail through the second filter and the second pipeline, and then is delivered to the second electric control fuel injector through the second oil pipe. The second filter is used for filtering the second fuel entering the second oil rail; and the nozzle of the second electric control fuel injector is arranged in the combustion chamber. The second fuel in the second fuel rail is brought to a certain pressure by the second oil pump. The second direct injection system further comprises a second oil return pipe, the second oil return pipe is connected with an oil return port of the second oil rail and the second oil tank, and the second oil return pipe enables the redundant second fuel in the second oil rail to flow back into the second oil tank.
In one technical solution of the present invention, the gas port opening injection system further includes a third oil tank and a third oil pipe, the third oil tank is configured to be capable of storing the third fuel, one end of the third oil pipe is communicated with the third oil tank, and the other end of the third oil pipe is communicated with an oil inlet of the third electronic fuel injector.
The third fuel in the third fuel tank is delivered to the third electric control fuel injector through the third fuel pipe, and the fuel supply pipeline of the gas channel opening injection system in the scheme has the advantages of simplicity, reliability and low maintenance cost.
In another aspect of the present invention, the port injection system further includes a third tank configured to store the third fuel; one end of the third pipeline is communicated with the third oil tank; the other end of the third pipeline is communicated with an inlet of the third oil pump; a third oil rail, an outlet of the third oil pump being in communication with an inlet of the third oil rail; one end of the third oil pipe is communicated with an outlet of the third oil rail, and the other end of the third oil pipe is communicated with an oil inlet of the third electric control oil injector; a third filter disposed on the third conduit, the third filter configured to filter the third fuel passing through the third conduit; and one end of the third oil return pipe is communicated with an oil return port of the third oil rail, and the other end of the third oil return pipe is communicated with the third oil tank.
The third fuel and/or the additive in the third fuel tank enters the third fuel rail through the third filter and the third pipeline by the action of the third oil pump, and then the third fuel and/or the additive are sent to the third electric-controlled fuel injector through the third oil pipe. The third direct injection system further comprises a third oil return pipe, wherein the third oil return pipe is connected with an oil return port of the third oil rail and the third oil tank, and the third oil return pipe enables the redundant third fuel and/or the additive in the third oil rail to flow back into the third oil tank. In the scheme, the third oil rail is added to the oil supply pipeline of the gas channel opening injection system, so that the auxiliary adjustment of the form of the mixed gas corresponding to the combustion chamber is facilitated.
In one aspect of the invention, the controller is configured to control the engine according to a control profile of operation of the multi-fuel intelligent charge compression combustion engine.
Further, the controller is configured to automatically adjust an injection strategy of one or more of the first direct injection system, the second direct injection system, and the port injection system based on an operating state of the multi-fuel intelligent charge compression combustion engine.
The first direct injection system is configured to inject the first fuel at any time from an intake stroke to a compression stroke, the second direct injection system is configured to inject the second fuel at any time from the intake stroke to the compression stroke, and the port injection system is configured to inject the third fuel and/or the additive as needed.
Further, the injection strategy includes an injection strategy in which the first and second direct injection systems employ multi-pulse crossover injection.
In one aspect of the present invention, the present invention further comprises a sensing system, wherein the sensing system is communicatively connected to the controller, and the sensing system is configured to detect the operating state of the multi-fuel intelligent charge compression combustion engine and generate a detection signal, and transmit the detection signal to the controller, so that the controller is configured to perform feedback control adjustment on the closed loop of the combustion process.
In one technical solution of the present invention, the controller is in communication connection with the first electrically controlled fuel injector, the second electrically controlled fuel injector, and the third electrically controlled fuel injector, respectively, and the controller is configured to be capable of controlling the first electrically controlled fuel injector, the second electrically controlled fuel injector, and the third electrically controlled fuel injector; and the control on the injection time, the injection frequency and the injection state of the first electric control oil injector, the second electric control oil injector and the third electric control oil injector is realized.
In one embodiment of the present invention, the method further includes: the air inlet pipe is communicated with the air inlet channel; and the intercooler is arranged on the air inlet pipe and is positioned at the upstream of the third electric control oil injector.
Further, the sensing detection system comprises: the air mass flow sensor is arranged on the air inlet pipe and is positioned at the upstream of the intercooler; and the air inlet temperature and pressure sensor is arranged on the air inlet channel and is positioned at the downstream of the third electric control oil injector.
In one aspect of the present invention, the sensing system further includes an air-fuel ratio sensor, a cooling water temperature sensor, and a knock sensor: the signals received by the controller comprise a rotating speed signal, a crank angle signal, a cooling water temperature signal, a knock sensor signal, an air inlet pressure temperature signal, an air mass flow sensor signal, an air-fuel ratio sensor signal, a first oil rail temperature pressure signal, a second oil rail temperature pressure signal, a third oil rail temperature pressure signal, a first oil pump signal, a second oil pump signal, a third oil pump signal, a first electric control oil injector signal, a second electric control oil injector signal and a third electric control oil injector signal.
As described above, compared with the prior art, the present invention has the following beneficial effects:
1) the invention provides a multi-fuel intelligent charge compression combustion engine, which combines a direct injection system and a gas port injection system which are mutually independent, realizes the concentration and activity layering of mixed gas in a combustion chamber through the control of a controller, thereby forming the optimal fuel activity gradient, realizing an ICCI combustion mode in the combustion chamber, improving the thermal efficiency of the engine to the maximum extent, reducing the emission and completely meeting the emission standard of the state VI of nitrogen oxide emission.
2) The invention provides a multi-fuel intelligent charging compression combustion engine, which has a working load range from a small load to a full load, a first direct injection system can inject a first fuel at any time from an intake stroke to a compression stroke, a second direct injection system can inject a second fuel at any time from the intake stroke to the compression stroke, an air passage opening injection system can inject auxiliary fuel and/or additive according to requirements, and the layering mode and the layering degree of in-cylinder mixed gas can be flexibly realized in one engine cycle by adjusting the injection strategies of all injection systems.
3) The multi-fuel intelligent charge compression combustion engine provided by the invention has the advantages of simple structure and low cost, and has a very outstanding application value in the field of mechanical engineering, especially in the field of automobile engines.
4) The multi-fuel intelligent charge compression combustion engine provided by the invention can obviously save petroleum resources.
Drawings
FIG. 1 is a schematic structural diagram of a preferred embodiment of the present invention.
Wherein: 1-cylinder, 2-controller, 3-cylinder head, 4-first direct injection system, 41-first oil tank, 42-first filter, 43-first pipeline, 44-first oil pump, 45-first oil return pipe, 46-first oil rail, 47-first oil pipe, 48-first electric control oil injector, 5-second direct injection system, 51-second oil tank, 52-second filter, 53-second pipeline, 54-second oil pump, 55-second oil rail, 56-second oil return pipe, 57-second oil pipe, 58-second electric control oil injector, 6-gas channel injection system, 61-third oil tank, 62-third oil pipe, 63-third electric control oil injector, 7-combustion chamber, 8-cooling water temperature sensor, 9-exhaust passage, 10-intake passage, 11-air mass flow sensor, 12-intake pipe, 13-intercooler, 14-intake temperature and pressure sensor, 15-exhaust valve, 16-intake valve, 17-knock sensor, 18-first fuel, 19-second fuel and 20-third fuel.
Detailed Description
The technical contents of the preferred embodiments of the present invention will be more clearly and easily understood by referring to the drawings attached to the specification. The present invention may be embodied in many different forms of embodiments and the scope of the invention is not limited to the embodiments set forth herein.
In the drawings, structurally identical elements are represented by like reference numerals, and structurally or functionally similar elements are represented by like reference numerals throughout the several views. The size and thickness of each component shown in the drawings are arbitrarily illustrated, and the present invention is not limited to the size and thickness of each component. The thickness of the components may be exaggerated where appropriate in the figures to improve clarity.
In the description of the embodiments of the present application, it should be clear that the terms "center", "upper", "lower", "left", "right", "inner", "outer", "top", "bottom", "side", "vertical", "horizontal", "upstream", "downstream", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing the embodiments of the present application and simplifying the description, but do not indicate or imply that the described devices or elements must have specific orientations or positional relationships, i.e., cannot be construed as limitations on the embodiments of the present application; furthermore, the terms "first," "second," and the like are used merely to facilitate description or simplify description, and do not indicate or imply importance.
FIG. 1 illustrates an exemplary embodiment of a multi-fuel intelligent charge compression combustion engine (hereinafter engine), comprising: a cylinder 1 and a cylinder head 3; a piston (not shown) disposed in the cylinder 1, and defining a combustion chamber 7 between the piston and an inner peripheral wall of the cylinder 1 and the cylinder head 3; an intake passage 10, the intake passage 10 being provided on the cylinder head 3 and communicating with the combustion chamber 7; an air inlet pipe 12, wherein the air inlet pipe 12 is communicated with the air inlet passage 10; the exhaust passage 9 is arranged on the cylinder cover 3, and the exhaust passage 9 is communicated with the combustion chamber 7; the air inlet valve 16 is arranged at the position where the air inlet passage 10 is communicated with the combustion chamber 7, and the air inlet valve 16 is used for controlling the on-off of the air inlet passage 10 and the combustion chamber 7; the exhaust valve 15 is arranged at the communication position of the exhaust passage 9 and the combustion chamber 7, and the exhaust valve 15 is used for controlling the on-off of the exhaust passage 9 and the combustion chamber 7; only one combustion chamber 7 is shown in fig. 1, the engine may be provided with a plurality of combustion chambers 7, and a plurality of combustion chambers 7 may share one intake pipe 12.
The engine also comprises two sets of mutually independent direct injection systems, namely a first direct injection system 4 and a second direct injection system 5, wherein the first direct injection system 4 and the second direct injection system 5 both inject fuel into the combustion chamber 7; the gas passage opening injection system 6, the gas passage opening injection system 6 injects fuel into the gas inlet passage 10; the fuel injected by the first direct injection system 4 is the first fuel 18, the fuel injected by the second direct injection system 5 is the second fuel 19, the fuel injected by the port opening injection system 6 is the third fuel 20 and/or additive, and the first fuel 18, the second fuel 19 and the third fuel 20 can be the same or different.
In some embodiments, the first fuel 18 is a low boiling point, high octane fuel; the second fuel 19 is a high boiling point, high cetane fuel; the third fuel 20 is a secondary fuel and/or an additive.
By utilizing the compression ignition characteristic of the fuel with high cetane number, the exothermic reaction is generated in the whole combustion chamber 7, and the flame propagation process and the local over-concentration or local high temperature phenomenon do not exist.
In some embodiments, the first fuel 18 is a combination of one or more of gasoline, methanol, ethanol, propanol, butanol, isooctane; the second fuel 19 is one or a combination of diesel, Fischer-Tropsch (F-T) diesel, biodiesel, dimethyl ether, n-heptane, polyoxymethylene dimethyl ether (PODE).
In some preferred embodiments, the first fuel 18 is gasoline and the second fuel 19 is diesel.
The engine also comprises a controller 2, the controller 2 is configured to control each direct injection system and the air port injection system 6 according to the working state of the engine, the first direct injection system 4 and the second direct injection system 5 can realize injection combination of fuels with different characteristics and concentrations and injection combination of different concentrations of the same mixed fuel, so that in-cylinder mixed gas with optimal fuel activity gradient and concentration is formed in the combustion chamber 7 to be layered, and further an ICCI combustion mode is carried out, so that the engine has the characteristics of low emission and high thermal efficiency, and the rated output torque of the engine can be controlled by adjusting the distribution and composition of the mixed gas, so that the transmitter has a wider working load range.
The first direct injection system 4 and the second direct injection system 5 are both common rail injection systems. The common rail injection system is favorable for reducing the pressure fluctuation of an oil injection system, reducing the mutual interference of each oil injector and improving the control precision of injection pressure and the control accuracy of oil injection quantity. In other embodiments, the first direct injection system 4 and the second direct injection system 5 may also employ non-common rail injection systems.
In some preferred embodiments, the injection pressure of the first direct injection system 4 ranges from 20MPa to 120MPa, and the injection pressure of the second direct injection system 5 ranges from 120MPa and above.
The first fuel 18 injected by the first direct injection system 4 is a low activity fuel having relatively high volatility and relatively low viscosity, requiring the use of relatively low injection pressures, which if too high an injection pressure is used, would cause the first fuel 18 to vaporize in the nozzle. The injection pressure of the first direct injection system 4 is selected in the range of 20MPa to 120MPa depending on the specific first fuel 18.
The second fuel 19 injected by the second direct injection system 5 is a highly active fuel, which has the characteristics of relatively low volatility and relatively high viscosity, and if the injection pressure is low, the large molecular droplets are not easy to form small molecular droplets, so that the combustion of the second fuel 19 is incomplete; the injection pressure of the second direct injection system 5 is selected in the range of 120MPa and above depending on the specific second fuel 19.
According to actual tests, when the injection pressure of the first direct injection system 4 is in the range of 20MPa to 120MPa, the first fuel 18 can achieve the best atomization effect; when the injection pressure range of the second direct injection system 5 is 120MPa or more, the second fuel 19 can be atomized optimally.
The first direct injection system 4 includes a first electronic fuel injector 48, a first fuel tank 41, a first filter 42, a first fuel pump 44, a first fuel pipe 47, a first fuel rail 46, a first pipeline 43, and a first fuel return pipe 45; the first electronic control fuel injector 48 is mounted on the cylinder head 3, the nozzle of the first electronic control fuel injector 48 is arranged in the combustion chamber 7, the first fuel 18 is stored in the first fuel tank 41, the first fuel pump 44 is respectively communicated with the first fuel tank 41 and the first fuel rail 46 through the first pipeline 43, the pipeline of the first fuel pump 44 communicated with the first fuel tank 41 is provided with a first filter 42, the first filter 42 is used for filtering the first fuel 18 from the first fuel tank 41, the first fuel 18 in the first fuel rail 46 can have certain pressure through the first fuel pump 44, the first fuel pipe 47 is communicated with one output port of the first fuel rail 46 and the first electronic control fuel injector 48, and the first fuel 18 in the first fuel pipe 47 is conveyed to the first electronic control fuel injector 48; the first oil rail 46 can be provided with a plurality of parallel output ports, and the output ports of the first oil rail 46 can be communicated with corresponding electronic control oil injectors through oil pipes; the first return pipe 45 communicates the return port of the first rail 46 with the first tank 41, and returns the excess first fuel 18 in the first rail 46 to the first tank 41.
The second direct injection system 5 comprises a second electronic fuel injector 58, a second fuel tank 51, a second filter 52, a second fuel pump 54, a second fuel pipe 57, a second fuel rail 55, a second pipeline 53 and a second fuel return pipe 56; the second electronic control fuel injector 58 is mounted on the cylinder head 3, the nozzle of the second electronic control fuel injector 58 is arranged in the combustion chamber 7, the second fuel 19 is stored in the second fuel tank 51, the second fuel pump 54 is respectively communicated with the second fuel tank 51 and the second fuel rail 55 through a second pipeline 53, a second filter 52 is arranged on a pipeline communicated with the second fuel tank 51 by the second fuel pump 54, the second filter 52 is used for filtering the second fuel 19 from the second fuel tank 51, the second fuel 19 in the second fuel rail 55 can have certain pressure through the second fuel pump 54, the second fuel pipe 57 is communicated with one output port of the second fuel rail 55 and the second electronic control fuel injector 58, and the second fuel 19 in the second fuel pipe 57 is conveyed to the second electronic control fuel injector 58; the second oil rail 55 may have a plurality of parallel output ports, and the output port of each second oil rail 55 may be communicated with a corresponding electronic control oil injector through an oil pipe; the second return pipe 56 communicates the return port of the second oil rail 55 with the second tank 51, and returns the excess second fuel 19 in the second oil rail 55 to the second tank 51.
The first electronic control fuel injector 48 and the second electronic control fuel injector 58 are arranged on the cylinder cover 3, so that the structural complexity of the engine can be reduced, and the development cost of the engine can be reduced.
In some embodiments, the injection directions of the first and second electronically controlled injectors 48 and 58 are set in the combustion chamber 7 to facilitate mixing and diffusion of the injected first and second fuels 18 and 19 in the combustion chamber 7.
The air channel port injection system 6 comprises a third electric control oil injector 63, a third oil tank 61 and a third oil pipe 62, wherein the third electric control oil injector 63 is installed on the air inlet channel 10, a nozzle of the third electric control oil injector 63 is arranged in the air inlet channel 10, a third fuel 20 and/or an additive is stored in the third oil tank 61, and the third oil pipe 62 is directly communicated with the third electric control oil injector 63.
In some embodiments (not shown in fig. 1), based on the above technical solution, the gas channel port injection system 6 further includes a third filter, a third oil pump, a third oil rail, a third pipeline, and a third oil return pipe; the third oil pump is respectively communicated with a third oil tank 61 and a third oil rail through a third pipeline, a third filter is arranged on the pipeline communicated with the third oil tank 61, the third filter is used for filtering third fuel 20 and/or additives from the third oil tank 61, the third fuel and/or additives in the third oil rail can have certain pressure through the third oil pump, and a certain output port of the third oil rail and a third electric control oil injector 63 are communicated through a third oil pipe 62 to convey the third fuel 20 and/or additives in the third oil pipe 62 to the third electric control oil injector 63; the third oil rail can be provided with a plurality of parallel output ports, and the output ports of the third oil rails can be communicated with corresponding electric control oil injectors through oil pipes; the third return pipe communicates the return port of the third oil rail with the third oil tank 61, and returns the excess third fuel 20 and/or additive in the third oil rail to the third oil tank 61.
The engine further includes an intercooler 13, and the intercooler 13 is provided in the intake pipe 12 upstream of the third electronically controlled fuel injector 63.
The engine further includes a sensing system including a mass air flow sensor 11, an intake air temperature pressure sensor 14, an air-fuel ratio sensor (not shown), a cooling water temperature sensor 8, a knock sensor 17, a crankshaft position sensor (not shown), a camshaft position sensor (not shown), a cylinder pressure sensor (not shown), the crankshaft position sensor configured to detect crankshaft position information, the camshaft position sensor configured to detect camshaft position information, the cylinder pressure sensor configured to detect in-cylinder pressure information, the knock sensor configured to detect knock information; as shown in fig. 1, a mass air flow sensor 11 is disposed in an intake pipe 12 upstream of an intercooler 13, an intake air temperature and pressure sensor 14 is disposed in an intake passage 10 downstream of a third electronically controlled injector 63, and a cooling water temperature sensor 8 and a knock sensor 17 are disposed in the engine, where "upstream" and "downstream" in the present embodiment are divided according to the gas flow direction.
The sensing system is electrically connected to the controller 2, and is configured to detect a signal reflecting an operating state of the engine and transmit the detected signal to the controller 2. The sensing detection system is used for assisting the controller 2 to obtain the working state of the engine and promoting the realization of closed loop feedback control and regulation of the combustion process of the engine in the full working condition range.
The controller 2 stores a control curve graph of the engine operation on one hand, and receives various signals including detection signals transmitted by a sensing detection system on the other hand to realize real-time monitoring of the working state of the engine; the signals accessed from the input end of the controller 2 include a rotation speed signal, a crank angle signal, a cooling water temperature signal, a knock sensor 17 signal, an intake pressure temperature signal, an air mass flow sensor 11 signal, an air-fuel ratio sensor signal, a first oil rail 46 temperature pressure signal, a second oil rail 55 temperature pressure signal, a third oil rail temperature pressure signal, a first oil pump 44 signal, a second oil pump 54 signal, a third oil pump signal, a first electric control oil injector 48 signal, a second electric control oil injector 58 signal and a third electric control oil injector 63 signal.
The controller 2 is electrically connected to the first electrically controlled fuel injector 48, the second electrically controlled fuel injector 58, and the third electrically controlled fuel injector 63, respectively, and the controller 2 is configured to control the first electrically controlled fuel injector 48, the second electrically controlled fuel injector 58, and the third electrically controlled fuel injector 63. The output end of the controller 2 is respectively connected with the control ends of the first electric control fuel injector 48, the second electric control fuel injector 58 and the third electric control fuel injector 63, and the feedback ends of the first electric control fuel injector 48, the second electric control fuel injector 58 and the third electric control fuel injector 63 are respectively connected with the input end of the controller 2, so that the controller 2 can control the injection time, the injection times and the injection state of the first electric control fuel injector 48, the second electric control fuel injector 58 and the third electric control fuel injector 63.
On the basis of the above, the controller 2 is configured to automatically adjust the injection strategy of one or more of the first direct injection system 4, the second direct injection system 5 or the port injection system 6 depending on the real-time operating state of the engine.
In the invention, the working conditions of the engine are divided, the injection system can be regulated and controlled at any time in the whole engine cycle process in the cycle period of the cylinder, and different injection strategies are adopted, thereby being beneficial to realizing the optimal distribution of fuel in the combustion chamber. The working condition of the engine can be divided into idling, starting, small load, medium load, large load or full load, and the idling working condition refers to the no-load running state of the engine; the starting working condition refers to the working condition that the output torque of the engine is within 10% of the rated torque; the low-load working condition refers to the working condition that the output torque of the engine is within 10-25% of the rated torque; the medium-load working condition refers to the working condition that the output torque of the engine is within 25% -85% of the rated torque; the high load or full load operation state refers to an operation state in which the output torque of the engine is 85% or more of the rated torque.
Depending on the range of desired engine output torques, idle operating conditions and pull-off operating conditions may be combined into one category, and high load operating conditions and full load operating conditions may be combined into one category in some embodiments.
The first direct injection system 4 injects the first fuel 18 and the second direct injection system 5 injects the second fuel 19 in a single injection during each cycle of the cylinder when the engine is operating in idle or take-off operating conditions; the injection timing range of the first direct injection system 4 is-350 ° CA ATDC to-280 ° CA ATDC; the injected quantity of the first fuel 18 is in the range of 30% to 50% of the total fuel injected quantity of the engine at the operating condition; the injection timing of the second direct injection system 5 ranges from-50 ° CA ATDC to-30 ° CA ATDC; and meanwhile, the air inlet temperature of the air inlet passage 10 is controlled within the range of 40-60 ℃, so that the ignition reliability and the heat efficiency of the engine are improved.
In the present invention, TDC represents the crankshaft top dead center, ATDC represents the crank angle after the top dead center, and ° CA represents the crank angle unit.
When the engine is operated in a light load operating condition, the first direct injection system 4 injects the first fuel 18 once and the second direct injection system 5 injects the second fuel 19 once during each cycle of the cylinder; the injection timing range of the first direct injection system 4 is-350 ° CA ATDC to-280 ° CA ATDC; the injected quantity of the first fuel 18 is in the range of 60% to 80% of the total fuel injected quantity of the engine at the operating condition; the injection timing of the second direct injection system 5 ranges from-70 ° CA ATDC to-50 ° CA ATDC.
The first direct injection system 4 injects the first fuel 18 once or twice and the second direct injection system 5 injects the second fuel 19 once or twice during each cycle of the cylinder when the engine is operating at medium load operating conditions; the injected quantity of the first fuel 18 is in the range of 70% to 90% of the total fuel injected quantity of the engine under the operating condition.
When the engine is operated under a large load or full load operating condition, the first direct injection system 4 injects the first fuel 18 once and the second direct injection system 5 injects the second fuel 19 twice during each cycle of the cylinder; the injection timing range of the first direct injection system 4 is-350 ° CA ATDC to-280 ° CA ATDC; the injection time range of the first injection of the second direct injection system 5 is-60 ° CA ATDC to-40 ° CA ATDC, and the injection time range of the second injection of the second direct injection system 5 is-10 ° CA ATDC to-1 ° CA ATDC; the injected quantity of the first fuel 18 is in the range of 40% to 60% of the total fuel injected quantity of the engine; the injection quantity of the first injection of the second fuel 19 accounts for 20-30% of the total fuel injection quantity of the engine under the working condition, and the injection quantity of the second injection of the second fuel 19 accounts for 20-30% of the total fuel injection quantity of the engine under the working condition.
The auxiliary fuel or additive may be injected through the port injection system 6 as needed while the engine is in the various operating conditions described above.
In some embodiments, the injection timing of the third fuel 20 is adjusted according to the state of the engine; when the engine knocks particularly severely and even possibly damages the engine, injecting a third fuel 20, the third fuel 20 including a knock suppressant; when the activity in the engine combustion chamber is too low to allow compression ignition, a third fuel 20 is injected, the third fuel 20 including a cetane booster.
In other embodiments, the injection strategy may employ a multi-pulse crossover injection for first and second electronically controlled fuel injectors 48, 58; in other embodiments, other combinations of spray patterns may be used as desired.
The embodiment also discloses a working process of the multi-fuel intelligent charge compression combustion engine, which comprises the following steps:
(1) the engine controller 2 firstly reads and collects signals, judges the operation condition and the load of the engine, and determines the injection quantity and the injection time of the first fuel 18 and the second fuel 19 and the injection quantity of the third fuel 20 or the additive;
(2) when the engine is operated in a light load condition, a single injection of the first fuel 18 is performed in the intake stroke cylinder, a single injection of the second fuel 19 is performed in the earlier compression stroke cylinder, and the injection timing and the injection amount of the first fuel 18 and the second fuel 19 are read by the controller 2;
(3) when the engine operates under the working conditions of medium and large loads, the first direct injection system 4 injects the first fuel 18 once or twice or more at any time in the range from an intake stroke to a compression stroke, the second direct injection system 5 injects the second fuel 19 once or twice or more at any time in the range from the intake stroke to the compression stroke, and the injection time and the injection quantity of the first fuel 18 and the second fuel 19 and the injection quantity of the third fuel 20 or the additive are read by the controller 2;
(4) during the operation of the engine, whether the engine is close to knocking or not is judged through a knock sensor, if the engine is close to knocking, the injection time of the second fuel 19 is delayed, and the injection amount of the third fuel 20 or the additive, the first fuel 18 and the second fuel 19 is reduced;
the multi-fuel intelligent charge compression combustion engine has a very outstanding application value in the field of mechanical engineering, particularly in the field of automobile engines.
The foregoing detailed description of the preferred embodiments of the invention has been presented. It should be understood that numerous modifications and variations could be devised by those skilled in the art in light of the present teachings without departing from the inventive concepts. Therefore, the technical solutions available to those skilled in the art through logic analysis, reasoning and limited experiments based on the prior art according to the concept of the present invention should be within the scope of protection defined by the claims.

Claims (10)

1. A multi-fuel intelligent charge compression combustion engine, comprising: a cylinder and a cylinder head; a piston provided in the cylinder, the piston defining a combustion chamber with an inner peripheral wall of the cylinder and the cylinder head;
at least two mutually independent direct injection systems communicating with said combustion chamber for injecting fuel into said combustion chamber;
an air port injection system in communication with an air intake port to inject fuel into the air intake port, wherein the air intake port is in communication with the combustion chamber to admit air to the combustion chamber;
a controller configured to control the direct injection system and the port injection system to operate in an intelligent charge compression ignition combustion mode within the combustion chamber; the controller is further configured to control the engine according to a control profile of operation of the multi-fuel intelligent charge compression combustion engine;
the direct injection system comprises a first direct injection system configured to be capable of injecting a first fuel, a second direct injection system configured to be capable of injecting a second fuel; the first direct injection system comprises a first electric control oil injector, and the first electric control oil injector is arranged on the cylinder cover; the second direct injection system comprises a second electric control oil injector, and the second electric control oil injector is arranged on the cylinder cover;
the port injection system is configured to inject a third fuel; the air passage opening injection system comprises a third electric control oil injector, and the third electric control oil injector is arranged on the air passage;
the controller is in communication connection with the first electrically-controlled oil injector, the second electrically-controlled oil injector and the third electrically-controlled oil injector respectively, and the controller is configured to control the first electrically-controlled oil injector, the second electrically-controlled oil injector and the third electrically-controlled oil injector; the controller is configured to automatically adjust an injection strategy of one or more of the first direct injection system, the second direct injection system, and the port injection system in accordance with an operating state of the multi-fuel intelligent charge compression combustion engine; the injection strategies comprise an injection strategy that the first direct injection system and the second direct injection system adopt multi-pulse cross injection; the injection strategy further comprises:
when the operating condition of the engine is idling or starting, the injection timing of the first fuel ranges from-350 ° CA ATDC to-280 ° CA ATDC, and the injection timing of the second fuel ranges from-50 ° CA ATDC to-30 ° CA ATDC,
when the operating condition of the engine is a small load, the injection timing of the first fuel ranges from-350 ° CA ATDC to-280 ° CA ATDC, and the injection timing of the second fuel ranges from-70 ° CA ATDC to-50 ° CA ATDC,
when the operating condition of the engine is a large load or a full load, the injection timing of the first fuel ranges from-350 ° CA ATDC to-280 ° CA ATDC; the injection timing of the first injection of the second fuel ranges from-60 ° CA ATDC to-40 ° CA ATDC, and the injection timing of the second injection of the second fuel ranges from-10 ° CA ATDC to-1 ° CA ATDC.
2. The multi-fuel intelligent charge compression combustion engine of claim 1, wherein the first fuel and the second fuel are different.
3. The multi-fuel intelligent charge compression combustion engine of claim 2, wherein the first and second direct injection systems are both common rail injection systems.
4. The multi-fuel intelligent charge compression combustion engine of claim 2, wherein the first direct injection system further comprises a first tank configured to store the first fuel; one end of the first pipeline is communicated with the first oil tank; the other end of the first pipeline is communicated with an inlet of the first oil pump; a first oil rail, an outlet of the first oil pump being in communication with an inlet of the first oil rail; one end of the first oil pipe is communicated with an outlet of the first oil rail, and the other end of the first oil pipe is communicated with an oil inlet of the first electric control oil injector; a first filter disposed on the first conduit, the first filter configured to filter the first fuel passing through the first conduit; and one end of the first oil return pipe is communicated with an oil return opening of the first oil rail, and the other end of the first oil return pipe is communicated with the first oil tank.
5. The multi-fuel intelligent charge compression combustion engine of claim 2, wherein the second direct injection system further comprises a second fuel tank configured to store the second fuel; one end of the second pipeline is communicated with the second oil tank; the other end of the second pipeline is communicated with an inlet of the second oil pump; the outlet of the second oil pump is communicated with the inlet of the second oil rail; one end of the second oil pipe is communicated with an outlet of the second oil rail, and the other end of the second oil pipe is communicated with an oil inlet of the second electric control oil injector; a second filter disposed on the second conduit, the second filter configured to filter the second fuel passing through the second conduit; and one end of the second oil return pipe is communicated with an oil return port of the second oil rail, and the other end of the second oil return pipe is communicated with the second oil tank.
6. The multi-fuel intelligent charge compression combustion engine of claim 2, wherein the port injection system further comprises a third oil tank configured to store the third fuel, a third oil pipe having one end in communication with the third oil tank and the other end in communication with an inlet of the third electronically controlled fuel injector.
7. The multi-fuel intelligent charge compression combustion engine of claim 2, wherein the port injection system further comprises a third oil tank configured to store the third fuel; one end of the third pipeline is communicated with the third oil tank; the other end of the third pipeline is communicated with an inlet of the third oil pump; a third oil rail, an outlet of the third oil pump being in communication with an inlet of the third oil rail; one end of the third oil pipe is communicated with an outlet of the third oil rail, and the other end of the third oil pipe is communicated with an oil inlet of the third electric control oil injector; a third filter disposed on the third conduit, the third filter configured to filter the third fuel passing through the third conduit; and one end of the third oil return pipe is communicated with an oil return port of the third oil rail, and the other end of the third oil return pipe is communicated with the third oil tank.
8. The multi-fuel intelligent charge compression combustion engine of claim 2 further comprising a sensing detection system communicatively coupled to the controller, the sensing detection system configured to detect an operating condition of the multi-fuel intelligent charge compression combustion engine and generate a detection signal, and communicate the detection signal to the controller.
9. The multi-fuel intelligent charge compression combustion engine of claim 8, further comprising:
the air inlet pipe is communicated with the air inlet channel; and
and the intercooler is arranged on the air inlet pipe and is positioned at the upstream of the third electric control oil injector.
10. The multi-fuel intelligent charge compression combustion engine of claim 9, wherein the sensing system comprises:
the air mass flow sensor is arranged on the air inlet pipe and is positioned at the upstream of the intercooler; and
and the air inlet temperature and pressure sensor is arranged on the air inlet channel and is positioned at the downstream of the third electric control oil injector.
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CN102278189A (en) * 2011-04-28 2011-12-14 上海交通大学 Direct injection engine with diesel-gasoline dual-fuel sequence combustion
CN102278216A (en) * 2011-05-26 2011-12-14 上海交通大学 Multimode multi-fuel combustion system
CN104806352A (en) * 2015-03-18 2015-07-29 上海交通大学 Gasoline and natural gas double-fuel double-jetting type engine
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CN110821661A (en) * 2018-08-07 2020-02-21 大连理工大学 Dual-fuel compression-ignition four-stroke engine based on reformed gas and combustion control method

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