CN106930850B - Dual-fuel engine system, control method thereof and vehicle - Google Patents

Dual-fuel engine system, control method thereof and vehicle Download PDF

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Publication number
CN106930850B
CN106930850B CN201511019393.1A CN201511019393A CN106930850B CN 106930850 B CN106930850 B CN 106930850B CN 201511019393 A CN201511019393 A CN 201511019393A CN 106930850 B CN106930850 B CN 106930850B
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engine
change rate
controlling
temperature
injector
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CN106930850A (en
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崔亚彬
宋东先
王帅
赵伟博
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/20—Control of the pumps by increasing exhaust energy, e.g. using combustion chamber by after-burning
    • 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
    • F02D41/30—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
    • 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
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • 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
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/032—Producing and adding steam
    • F02M25/035—Producing and adding steam into the charge intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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

Abstract

The invention provides a dual-fuel engine system, a control method thereof and a vehicle, wherein the system comprises: an engine; a diesel injector for injecting diesel fuel into the cylinder; the back-spraying gasoline injector is used for injecting gasoline into the exhaust combustion cavity; a supercharger communicated with the exhaust combustion chamber; an exhaust cooling device located between the exhaust combustion chamber and the supercharger to cool the gas entering the supercharger from the exhaust combustion chamber; and the controller is used for acquiring the water temperature of the engine, the change rate of the accelerator pedal and the pre-vortex temperature of the supercharger, controlling the starting and stopping of the gasoline fuel injector and the starting and stopping of the post-injection of the diesel fuel injector according to the water temperature of the engine and the change rate of the accelerator pedal, and controlling the starting and stopping of the exhaust cooling device according to the pre-vortex temperature of the supercharger. The invention can improve the acceleration performance of the dual-fuel engine, fully utilize the exhaust energy and reduce the transient oil consumption during acceleration, thereby reducing the emission.

Description

Dual-fuel engine system, control method thereof and vehicle
Technical Field
The invention relates to the technical field of automobiles, in particular to a dual-fuel engine system, a control system thereof and a vehicle.
Background
Environmental issues, energy crisis, and stringent emissions and fuel consumption regulations have presented a serious challenge to the internal combustion engine industry. The most central two problems at present are oil consumption reduction and emission reduction.
The traditional engine mainly comprises a gasoline engine and a diesel engine, wherein the gasoline engine has good emission, but the ignition mode of the gasoline engine determines that the fuel economy is poor, and the diesel engine has a compression combustion mode to ensure the fuel economy, but the corresponding NOX and other emissions are high. The technology of gasoline and diesel engine is combined to achieve the double reduction of oil consumption and emission, so that the current new technology is a schedule-improved dual-fuel engine. The dual-fuel engine has higher thermal efficiency than gasoline engine and lower exhaust than diesel engine.
The dual-fuel engine adopts gasoline inlet channel injection and diesel oil in-cylinder injection to pilot gasoline, and the injection mode has great optimization on oil consumption and NOX and Soot emission, but the technology has a defect that the transient performance is slightly poor. In case of rapid acceleration, the acceleration is poorer than that of the conventional diesel engine. Mainly because when accelerating suddenly, the burning is unstable after the first few circulation petrol sprays into, leads to exhaust temperature pressure not to increase by a wide margin, therefore turbo charger can not fine operation, and the boost pressure is not followed up. Therefore, in order to improve the acceleration performance, the boost pressure during acceleration needs to be increased, and therefore the instantaneous exhaust temperature pressure needs to be increased.
Disclosure of Invention
In view of this, the present invention is directed to a dual-fuel engine system, which can improve the acceleration performance of the dual-fuel engine, fully utilize the exhaust energy, and reduce the transient oil consumption during acceleration, thereby reducing the emission.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a dual fuel engine system comprising: an engine; a diesel injector for injecting diesel into a cylinder of the engine; the gasoline post-injection device comprises a gasoline post-injection injector and an exhaust combustion cavity, wherein the exhaust combustion cavity is connected with an exhaust passage of the engine, and the gasoline post-injection injector is used for injecting gasoline into the exhaust combustion cavity; a supercharger in communication with the exhaust combustion chamber; an exhaust cooling device located between the exhaust combustion chamber and the supercharger to cool gas entering the supercharger from the exhaust combustion chamber; and the controller is used for acquiring the water temperature of the engine, the change rate of an accelerator pedal and the pre-vortex temperature of the supercharger, controlling the start and stop of the post-injection gasoline injector and the start and stop of the post-injection of the diesel injector according to the water temperature of the engine and the change rate of the accelerator pedal, and controlling the start and stop of the exhaust cooling device according to the pre-vortex temperature of the supercharger.
Further, the controller is used for controlling the exhaust cooling device to be started when the pre-vortex temperature of the supercharger is higher than a first preset temperature.
Further, the controller controls the start and stop of the after-injection gasoline injector and the start and stop of the after-injection of the diesel injector according to the change rate of the water temperature and the accelerator pedal of the engine, and the method specifically comprises the following steps: judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode; if the engine is in a normal temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and inject the diesel oil injector when the change rate of the accelerator pedal is smaller than a first preset change rate, and controlling the delay of the oil injection phase of the post injection, and controlling the diesel oil injector to start the post injection when the change rate of the accelerator pedal is greater than a first preset change rate and less than a second preset change rate, and when the change rate of the accelerator pedal is greater than a second preset change rate and less than a third preset change rate, controlling the rear-injection gasoline injector to start, and when the change rate of the accelerator pedal is greater than the third preset change rate, controlling the diesel oil injector to start and then inject, and controlling the gasoline injector to start, the first preset change rate is smaller than a second preset change rate, and the second preset change rate is smaller than a third preset change rate; and if the engine is in a low-temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and spray after the change rate of the accelerator pedal is greater than 0, controlling the gasoline injector to start, further judging whether the engine is in a starting state or not when the change rate of the accelerator pedal is 0, controlling the diesel oil injector to stop and spray after the engine is in the starting state, and controlling the gasoline injector to stop, otherwise, controlling the diesel oil injector to start and spray after the engine is started and controlling the gasoline injector to start.
Further, still include: and one end of the pressure stabilizing cavity is connected with the exhaust cooling device through a pressure stabilizing cavity one-way valve, the other end of the pressure stabilizing cavity is connected with an engine air inlet system through a control valve, the pressure stabilizing cavity is used for storing water vapor from the exhaust cooling device and leading the water vapor into the engine air inlet system when the control valve is opened, and the pressure stabilizing cavity comprises a pressure stabilizing cavity pressure release valve.
Further, the first preset temperature is 800 ℃.
Further, the second preset temperature is 80 ℃.
Compared with the prior art, the dual-fuel engine system has the following advantages:
the dual-fuel engine system provided by the invention is additionally provided with the post-injection gasoline injector and the supercharger, and can correspondingly control the start and stop of the post-injection gasoline injector and the diesel injector and the exhaust cooling device according to the water temperature of the engine, the change rate of the accelerator pedal and the vortex front temperature of the supercharger, so that the working state of the supercharger is more accurately controlled, the hysteresis phenomenon during acceleration is reduced, and the acceleration performance of the dual-fuel engine is improved. In addition, the exhaust energy is fully utilized, and the transient oil consumption during acceleration is reduced, so that the emission is reduced.
Another objective of the present invention is to provide a control method for a dual-fuel engine system, which can improve the acceleration performance of the dual-fuel engine, and fully utilize the exhaust energy to reduce the transient oil consumption during acceleration, thereby reducing the emission.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a control method of a dual-fuel engine system according to the above embodiment of the present invention includes the steps of: acquiring the water temperature of an engine, the change rate of an accelerator pedal and the pre-vortex temperature of the supercharger; controlling the starting and stopping of the post-injection gasoline injector and the starting and stopping of the post-injection of the diesel injector according to the water temperature of the engine and the change rate of an accelerator pedal; and controlling the start and stop of the exhaust cooling device according to the temperature of the supercharger before the vortex.
Further, the controlling the start and stop of the exhaust cooling device according to the pre-vortex temperature of the supercharger further comprises: judging whether the pre-vortex temperature of the supercharger is higher than a first preset temperature or not; and if the pre-vortex temperature of the supercharger is higher than the first preset temperature, controlling the exhaust cooling device to start, otherwise, controlling the exhaust cooling device to stop.
Further, the controlling the start and stop of the post-injection gasoline injector and the start and stop of the post-injection of the diesel injector according to the change rate of the water temperature of the engine and the change rate of the accelerator pedal further comprises: judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode; if the engine is in a normal temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and inject the diesel oil injector when the change rate of the accelerator pedal is smaller than a first preset change rate, and controlling the delay of the oil injection phase of the post injection, and controlling the diesel oil injector to start the post injection when the change rate of the accelerator pedal is greater than a first preset change rate and less than a second preset change rate, and when the change rate of the accelerator pedal is greater than a second preset change rate and less than a third preset change rate, controlling the rear-injection gasoline injector to start, and when the change rate of the accelerator pedal is greater than the third preset change rate, controlling the diesel oil injector to start and then inject, and controlling the gasoline injector to start, the first preset change rate is smaller than a second preset change rate, and the second preset change rate is smaller than a third preset change rate; if the engine is in a low-temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and spray after the change rate of the accelerator pedal is greater than 0, controlling the gasoline injector to start, further judging whether the engine is in a starting state or not when the change rate of the accelerator pedal is 0, controlling the diesel oil injector to stop spraying after the engine is in the starting state, and controlling the gasoline injector to stop spraying after the engine is in the starting state, otherwise, controlling the diesel oil injector to start and spray after the engine is in the starting state, and controlling the gasoline injector to start.
The control method of the dual-fuel engine system has the same advantages as the dual-fuel engine system compared with the prior art, and is not repeated herein.
Another object of the present invention is to provide a vehicle, which can improve the acceleration performance of the dual-fuel engine, and fully utilize the exhaust energy to reduce the transient fuel consumption during acceleration, thereby reducing the emission.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle is provided with a dual fuel engine system as described in the above embodiments.
The vehicle and the dual-fuel engine system have the same advantages compared with the prior art, and the detailed description is omitted.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic structural diagram of a dual fuel engine system according to an embodiment of the present invention;
FIG. 2 is a schematic control scheme of a dual fuel engine system according to an embodiment of the present invention; and
fig. 3 is a flowchart of a control method of the dual-fuel engine system according to the embodiment of the invention.
Description of reference numerals:
the system comprises a 1-gasoline injector, a 2-diesel injector, a 3-post-injection gasoline injector, a 4-exhaust combustion cavity, a 5-exhaust cooling device, a 5-1-water sprayer, a 5-2-evaporation radiator, a 6-supercharger, a 7-preswirl temperature sensor, an 8-1 pressure stabilizing cavity one-way valve, an 8-2 pressure stabilizing cavity pressure release valve, an 8-3 pressure stabilizing cavity and a 9-control valve.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 1 is a schematic structural diagram of a dual fuel engine system according to one embodiment of the present invention. FIG. 2 is a control scheme schematic of a dual fuel engine system according to one embodiment of the present invention.
As shown in fig. 1, in conjunction with fig. 2, a dual fuel engine system according to one embodiment of the present invention includes: the engine comprises an engine (not shown in the figure), a diesel oil injector 2, a post-injection gasoline injector 3, an exhaust combustion chamber 4, a supercharger 6, an exhaust cooling device 5 and a controller (not shown in the figure).
The diesel injector 2 is used to inject diesel fuel into a cylinder of the engine. Specifically, the diesel injector 2 has two injection modes, i.e., main injection and after injection. The main injection mode is operated before the after injection to ensure the normal operation of the engine, and the start of the after injection is controlled based on the specific condition, that is, the after injection is started only when needed. The exhaust combustion cavity 4 is connected with an exhaust passage of the engine, the rear-injection gasoline injector 3 is used for injecting gasoline into the exhaust combustion cavity 4, the gasoline is ignited by high-temperature waste gas to generate high-temperature high-pressure gas, and the supercharger 6 is instantly pushed to pressurize. The supercharger 6 communicates with the exhaust combustion chamber 4. The exhaust gas cooling device 5 includes, for example, a water sprayer 5-1 and an evaporative radiator 5-2, and the exhaust gas cooling device 5 is located between the exhaust combustion chamber 4 and the supercharger 6 to cool the gas entering the supercharger 6 from the exhaust combustion chamber 4. The controller is used for acquiring the water temperature of the engine, the change rate of the accelerator pedal and the pre-vortex temperature of the supercharger 6, controlling the start and stop of the post-injection gasoline injector 3 and the start and stop of the post-injection diesel injector 2 according to the water temperature of the engine and the change rate of the accelerator pedal, and controlling the start and stop of the exhaust cooling device 5 according to the pre-vortex temperature of the supercharger 6.
More specifically, for example, the controller is configured to control the exhaust gas cooling device 5 to be activated when the temperature of the gas entering the supercharger 6 is higher than a first preset temperature. In some examples, for example, the first preset temperature is 800 ℃, for example, in conjunction with fig. 2, the pre-vortex temperature of the supercharger 6 is detected by the pre-vortex temperature sensor 7, and when the pre-vortex temperature of the supercharger 6 is higher than 800 ℃, the controller controls the exhaust gas cooling device 5 to be activated to cool the gas entering the supercharger 6. The specific operation is as follows: the water sprayer 5-1 sprays water onto the evaporation radiator 5-2, the water is evaporated and absorbs heat after meeting high temperature, the exhaust temperature is reduced, and the water is heated into high-temperature high-pressure water vapor.
In a specific example, as shown in fig. 2, the controller is, for example, an engine ECU, which collects data such as engine water temperature and a change rate of an accelerator pedal, and classifies the state of the engine into a low temperature mode and a normal temperature mode according to the data. Further, the low-temperature mode includes, for example, a cold start mode, a warm-up mode, and a low-temperature acceleration mode; the normal temperature mode includes, for example, the deep supercharging mode A, B, C and the normal temperature supercharging mode.
In one embodiment of the present invention, for example, the controller controls the start and stop of the post-injection gasoline injector 3 and the start and stop of the post-injection diesel injector 2 according to the change rate of the water temperature and the accelerator pedal of the engine, and specifically includes:
firstly, judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode. In some examples, the second preset temperature is, for example, 80 ℃, that is, when the temperature of the engine water is higher than 80 ℃, the engine is determined to be in the normal temperature mode, otherwise, the engine is determined to be in the low temperature mode.
Further, if the engine is in the normal temperature mode, the accelerator pedal change rate is acquired.
And when the change rate of the accelerator pedal is smaller than a first preset change rate and the engine is judged to be in a normal-temperature normal pressurization mode, controlling the diesel oil injector to start post-injection and controlling the delay of the injection phase of the post-injection. Namely, a small amount of diesel oil is injected in a post-injection mode, and the exhaust temperature and pressure are increased after the combustion phase is dragged, because the exhaust temperature is low, the water sprayer 5-1 is not started, and the injection phase of the diesel oil injector 2 is controlled to be delayed.
When the change rate of the accelerator pedal is greater than the first preset change rate and less than the second preset change rate, the engine is judged to be in the normal-temperature deep supercharging mode A, and the supercharging degree is smaller at the moment, so that the diesel oil injector 2 is controlled to be started and then to inject, and the exhaust energy is improved. Further, at this time, the exhaust temperature may exceed the maximum temperature limit of the supercharger 6, and in order to protect the supercharger 6, the water sprayer 5-1 is triggered to spray water for cooling when the exhaust temperature exceeds the limit (i.e., the first preset temperature, for example, 800 ℃).
When the change rate of the accelerator pedal is larger than the second preset change rate and smaller than the third preset change rate, the engine is judged to be in a normal-temperature deep supercharging mode B, the rear-injection gasoline injector 3 is controlled to start, after the gasoline is injected, the high-temperature waste gas is used for igniting the gasoline, the water sprayer 5-1 is triggered at the same time, and when the exhaust temperature exceeds the limit value, water is sprayed for cooling. Wherein the first predetermined rate of change is less than the second predetermined rate of change.
And when the change rate of the accelerator pedal is greater than a third preset change rate, judging that the engine is in a normal-temperature deep supercharging mode C, controlling the diesel oil injector 2 to start the post-injection, controlling the post-injection gasoline injector 3 to start, and starting the water sprayer 5-1. At the moment, gasoline and diesel oil mixed combustion is generated in the exhaust combustion cavity 4, strong high-temperature and high-pressure gas is generated to push the supercharger 6, and the supercharging degree is the maximum at the moment. Wherein the second predetermined rate of change is less than the third predetermined rate of change.
Further, if the engine is in the low temperature mode, the accelerator pedal change rate is obtained.
When the change rate of the accelerator pedal is larger than 0, the engine is judged to be in a low-temperature acceleration mode at the moment, the diesel oil injector 2 is controlled to start and then inject, the gasoline injector 3 is controlled to start, and meanwhile, the water sprayer 5-1 is not started.
When the change rate of the accelerator pedal is 0, further judging whether the engine is in a starting state, controlling the diesel oil injector 2 to stop post-injection and controlling the post-injection gasoline injector 3 to stop when the engine is judged to be in the starting state, and simultaneously not starting the water sprayer 5-1, otherwise, judging that the engine is in a warming mode when the change rate of the accelerator pedal is 0 and the engine is not in the starting state, controlling the diesel oil injector 2 to start post-injection and controlling the post-injection gasoline injector 3 to start to accelerate the supercharger 6 to enter the state, and rapidly heating the post-processor, but not starting the water sprayer 5-1.
It should be noted that, in the above control process, the exhaust cooling device 5 (including the water sprayer 5-1 and the evaporative radiator 5-2) and the pre-vortex temperature sensor 7 are in closed-loop control, and after the water sprayer 5-1 is started, when the exhaust temperature is about to reach the pre-vortex temperature limit (i.e. the first preset temperature), the water is sprayed to cool, and the exhaust temperature is kept lower than the pre-vortex temperature limit value of 800 ℃, so as to ensure that the supercharger 6 is always in the high-efficiency region.
As shown in FIG. 1, in one embodiment of the present invention, the dual fuel engine system further includes, for example, a surge chamber 8-3. One end of a pressure stabilizing cavity 8-3 is connected with the exhaust cooling device 5 through a pressure stabilizing cavity one-way valve 8-1, the other end of the pressure stabilizing cavity is connected with an engine air inlet system through a control valve 9, the pressure stabilizing cavity 8-3 is used for storing water vapor from the exhaust cooling device 5 and inputting the water vapor to the engine air inlet system when the control valve 9 is opened, wherein the pressure stabilizing cavity 8-3 comprises a pressure stabilizing cavity pressure release valve 8-2 to ensure the pressure in the pressure stabilizing cavity 8-3 to be stable, and the pressure stabilizing cavity one-way valve 8-1 can prevent the water vapor from flowing back to the exhaust cooling device 5. Specifically, in general, the water vapor generated by the exhaust gas cooling device 6 is stored in the pressure stabilizing cavity 8-3, and when needed (such as a region with a large engine load and a large amount of NOx), the control valve 9 is opened to introduce the water vapor into a cylinder of the engine to participate in combustion, so that the combustion temperature is reduced, and the NOx emission is reduced.
According to the dual-fuel engine system provided by the embodiment of the invention, the post-injection gasoline injector and the supercharger are added, and the start and stop of the post-injection gasoline injector and the diesel injector and the start and stop of the exhaust cooling device can be correspondingly controlled according to the water temperature of the engine, the change rate of the accelerator pedal and the vortex front temperature of the supercharger, so that the working state of the supercharger can be more accurately controlled, the hysteresis phenomenon during acceleration is reduced, and the acceleration performance of the dual-fuel engine is improved. In addition, the exhaust energy is fully utilized, and the transient oil consumption during acceleration is reduced, so that the emission is reduced.
Further, as shown in fig. 3, an embodiment of the present invention discloses a control method of a dual fuel engine system. Such as the dual fuel engine system described in the above embodiments of the present invention. Based on this, the method comprises the following steps:
step S1: and acquiring the water temperature of the engine, the change rate of an accelerator pedal and the pre-vortex temperature of the supercharger.
Step S2: and controlling the start and stop of the post-injection gasoline injector and the start and stop of the post-injection diesel injector according to the water temperature of the engine and the change rate of the accelerator pedal.
Step S3: and controlling the start and stop of the exhaust cooling device according to the temperature of the supercharger before the vortex.
In an embodiment of the present invention, the controlling the start and the stop of the post-injection gasoline injector and the start and the stop of the post-injection diesel injector according to the engine water temperature and the accelerator pedal change rate in step S2 further includes:
firstly, judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode. In some examples, the second preset temperature is, for example, 80 ℃, that is, when the temperature of the engine water is higher than 80 ℃, the engine is determined to be in the normal temperature mode, otherwise, the engine is determined to be in the low temperature mode.
If the engine is in a normal temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start post-injection when the change rate of the accelerator pedal is smaller than a first preset change rate, controlling the fuel injection phase delay of the post-injection, controlling the diesel oil injector to start post-injection when the change rate of the accelerator pedal is larger than the first preset change rate and smaller than a second preset change rate, controlling the post-injection gasoline injector to start when the change rate of the accelerator pedal is larger than the second preset change rate and smaller than a third preset change rate, controlling the diesel oil injector to start post-injection when the change rate of the accelerator pedal is larger than the third preset change rate, and controlling the post-injection gasoline injector to start, wherein the first preset change rate is smaller than the second preset change rate, and the second preset change rate is smaller than the third preset change rate.
Further, if the engine is in a low-temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to move for post-injection and controlling the post-injection gasoline injector to start when the change rate of the accelerator pedal is greater than 0, further judging whether the engine is in a starting state or not when the change rate of the accelerator pedal is 0, controlling the diesel oil injector to stop post-injection and controlling the post-injection gasoline injector to stop when the engine is in the starting state, and otherwise controlling the diesel oil injector to start for post-injection and controlling the post-injection gasoline injector to start.
In an embodiment of the present invention, the controlling the start and stop of the exhaust cooling device according to the pre-vortex temperature of the supercharger in step S3 further includes: and judging whether the pre-vortex temperature of the supercharger is higher than a first preset temperature, if so, controlling the exhaust cooling device to start, and otherwise, controlling the exhaust cooling device to stop. In some examples, for example, the first preset temperature is 800 ℃.
According to the control method of the dual-fuel engine system, the post-injection gasoline injector and the supercharger are added, and the start and stop of the post-injection gasoline injector and the diesel injector and the start and stop of the exhaust cooling device can be correspondingly controlled according to the water temperature of the engine, the change rate of the accelerator pedal and the vortex front temperature of the supercharger, so that the working state of the supercharger can be more accurately controlled, the hysteresis phenomenon during acceleration is reduced, and the acceleration performance of the dual-fuel engine is improved. In addition, the exhaust energy is fully utilized, and the transient oil consumption during acceleration is reduced, so that the emission is reduced.
It should be noted that the specific implementation manner of the control method of the dual-fuel engine system according to the embodiment of the present invention is similar to the specific implementation manner of the dual-fuel engine system according to the embodiment of the present invention, and please refer to the description of the system part specifically, and no further description is given for reducing redundancy.
Further, the embodiment of the invention discloses a vehicle which is provided with the dual-fuel engine system of the embodiment. The vehicle is additionally provided with the rear-injection gasoline injector and the supercharger, and the starting and stopping of the rear-injection gasoline injector and the rear-injection diesel injector and the exhaust cooling device can be correspondingly controlled according to the water temperature of the engine, the change rate of an accelerator pedal and the vortex front temperature of the supercharger, so that the working state of the supercharger is more accurately controlled, the retardation phenomenon during acceleration is reduced, and the acceleration performance of the dual-fuel engine is improved. In addition, the exhaust energy is fully utilized, and the transient oil consumption during acceleration is reduced, so that the emission is reduced.
In addition, other configurations and functions of the vehicle according to the embodiment of the present invention are known to those skilled in the art, and are not described in detail in order to reduce redundancy.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. A dual fuel engine system, comprising:
an engine;
a diesel injector for injecting diesel into a cylinder of the engine;
the gasoline post-injection device comprises a gasoline post-injection injector and an exhaust combustion cavity, wherein the exhaust combustion cavity is connected with an exhaust passage of the engine, and the gasoline post-injection injector is used for injecting gasoline into the exhaust combustion cavity;
a supercharger in communication with the exhaust combustion chamber;
an exhaust cooling device located between the exhaust combustion chamber and the supercharger to cool gas entering the supercharger from the exhaust combustion chamber; and
the controller is used for acquiring the water temperature of the engine, the change rate of an accelerator pedal and the pre-vortex temperature of the supercharger, controlling the starting and stopping of the post-injection gasoline injector and the starting and stopping of the post-injection of the diesel injector according to the water temperature of the engine and the change rate of the accelerator pedal, and controlling the starting and stopping of the exhaust cooling device according to the pre-vortex temperature of the supercharger.
2. The dual fuel engine system of claim 1, wherein the controller is configured to control the exhaust cooling device to activate when a pre-vortex temperature of the supercharger is greater than a first preset temperature.
3. The dual-fuel engine system of claim 2, wherein the controller controls the start and stop of the post-injection gasoline injector and the start and stop of the post-injection of the diesel injector according to the engine water temperature and the accelerator pedal change rate, and specifically comprises:
judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode;
if the engine is in a normal temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and inject the diesel oil injector when the change rate of the accelerator pedal is smaller than a first preset change rate, and controlling the delay of the oil injection phase of the post injection, and controlling the diesel oil injector to start the post injection when the change rate of the accelerator pedal is greater than a first preset change rate and less than a second preset change rate, and when the change rate of the accelerator pedal is greater than a second preset change rate and less than a third preset change rate, controlling the rear-injection gasoline injector to start, and when the change rate of the accelerator pedal is greater than the third preset change rate, controlling the diesel oil injector to start and then inject, and controlling the gasoline injector to start, the first preset change rate is smaller than a second preset change rate, and the second preset change rate is smaller than a third preset change rate; and
if the engine is in a low-temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and spray after the change rate of the accelerator pedal is greater than 0, controlling the gasoline injector to start, further judging whether the engine is in a starting state or not when the change rate of the accelerator pedal is 0, controlling the diesel oil injector to stop and spray after the engine is in the starting state, and controlling the gasoline injector to stop if the change rate of the accelerator pedal is 0, otherwise controlling the diesel oil injector to start and spray after the engine is started.
4. The dual fuel engine system of claim 1, further comprising:
and one end of the pressure stabilizing cavity is connected with the exhaust cooling device through a pressure stabilizing cavity one-way valve, the other end of the pressure stabilizing cavity is connected with an engine air inlet system through a control valve, the pressure stabilizing cavity is used for storing water vapor from the exhaust cooling device and leading the water vapor into the engine air inlet system when the control valve is opened, and the pressure stabilizing cavity comprises a pressure stabilizing cavity pressure release valve.
5. The dual fuel engine system of claim 2, wherein the first preset temperature is 800 ℃.
6. The dual fuel engine system of claim 3, wherein the second preset temperature is 80 ℃.
7. A control method of a dual fuel engine system, characterized in that the dual fuel engine system is a dual fuel engine system according to any one of claims 1-6, the control method comprising the steps of:
acquiring the water temperature of an engine, the change rate of an accelerator pedal and the pre-vortex temperature of the supercharger;
controlling the start and stop of the after-injection gasoline injector and the start and stop of the after-injection of the diesel injector according to the change rate of the water temperature and the accelerator pedal of the engine
And controlling the start and stop of the exhaust cooling device according to the temperature of the supercharger before the vortex.
8. The control method of the dual fuel engine system as claimed in claim 7, wherein the controlling the start and stop of the exhaust cooling device according to the pre-vortex temperature of the supercharger further comprises:
judging whether the pre-vortex temperature of the supercharger is higher than a first preset temperature or not;
and if the pre-vortex temperature of the supercharger is higher than the first preset temperature, controlling the exhaust cooling device to start, otherwise, controlling the exhaust cooling device to stop.
9. The method of controlling a dual fuel engine system of claim 8, wherein the controlling the start and stop of the post injection gasoline injector and the start and stop of the post injection of the diesel injector according to the engine water temperature and the accelerator pedal change rate further comprises:
judging the working mode of the engine according to the water temperature of the engine, wherein when the water temperature of the engine is higher than a second preset temperature, the engine is judged to be in a normal-temperature mode, and when the water temperature of the engine is lower than the second preset temperature, the engine is judged to be in a low-temperature mode;
if the engine is in a normal temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and inject the diesel oil injector when the change rate of the accelerator pedal is smaller than a first preset change rate, and controlling the delay of the oil injection phase of the post injection, and controlling the diesel oil injector to start the post injection when the change rate of the accelerator pedal is greater than a first preset change rate and less than a second preset change rate, and when the change rate of the accelerator pedal is greater than a second preset change rate and less than a third preset change rate, controlling the rear-injection gasoline injector to start, and when the change rate of the accelerator pedal is greater than the third preset change rate, controlling the diesel oil injector to start and then inject, and controlling the gasoline injector to start, the first preset change rate is smaller than a second preset change rate, and the second preset change rate is smaller than a third preset change rate; and
if the engine is in a low-temperature mode, acquiring the change rate of an accelerator pedal, controlling the diesel oil injector to start and spray after the change rate of the accelerator pedal is greater than 0, controlling the gasoline injector to start, further judging whether the engine is in a starting state or not when the change rate of the accelerator pedal is 0, controlling the diesel oil injector to stop spraying after the engine is in the starting state, and controlling the gasoline injector to stop spraying after the engine is in the starting state, otherwise, controlling the diesel oil injector to start and spray after the engine is in the starting state, and controlling the gasoline injector to start.
10. A vehicle characterized in that a dual fuel engine system according to any one of claims 1-6 is provided.
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