Marine methanol engine combustion control method and system

Abstract

The invention relates to the technical field of engines, in particular to a marine methanol engine combustion control method and system which comprises a high-pressure common rail module, an injection quantity control module, an injection time control module, a multi-nozzle layout module and a preheating module. The high-pressure common rail module is electrically connected with the injection quantity control module, the injection time control module, the multi-nozzle layout module and the preheating module, and the multi-nozzle layout module is electrically connected with the injection quantity control module, the injection time control module and the preheating module, so that the injection quantity and the injection time of methanol can be accurately controlled; by accurately controlling the injection amount, a proper amount of methanol fuel can be provided according to the actual demand of an engine, waste and incomplete combustion of the fuel are avoided, the injection time of methanol in an air cylinder can be more reasonable by accurately controlling the injection time, the injection time can be better matched with the processes of air inlet, compression and the like, and the combustion efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to a marine methanol engine combustion control method and system. BACKGROUND

[0002] With the increasing demand for energy and the gradual improvement of environmental protection awareness, finding clean and efficient alternative energy has become a research hotspot in the field of engines. Methanol, as a potential alternative fuel, has the advantages of wide sources, low cost and clean combustion.

[0003] However, the existing methanol engine combustion technology still has some problems, such as low combustion efficiency, leading to energy waste, and poor combustion stability, affecting the normal operation of the engine.

[0004] Therefore, the present application provides a marine methanol engine combustion control method and system, which can improve the combustion efficiency of the methanol engine and enhance the combustion stability. SUMMARY

[0005] The purpose of the present application is to provide a marine methanol engine combustion control method and system, which solves the problems of low combustion efficiency and poor combustion stability of the methanol engine combustion technology.

[0006] To achieve the above-mentioned purpose, the present application provides a marine methanol engine combustion control system, comprising:

[0007] A high-pressure common rail module, a spray quantity control module, a spray time control module, a multi-nozzle layout module and a preheating module, the high-pressure common rail module is electrically connected with the spray quantity control module, the spray time control module, the multi-nozzle layout module and the preheating module, the multi-nozzle layout module is electrically connected with the spray quantity control module, the spray time control module and the preheating module;

[0008] The high-pressure common rail module is used to deliver high-pressure fuel to the multi-nozzle layout module, and to transmit fuel pressure signals in real time, and to feed back the current fuel pressure data to the spray quantity control module and the spray time control module, to provide basic parameters for precise control of the two;

[0009] The spray quantity control module is used to receive the pressure signal of the high-pressure common rail module, calculate the optimal spray quantity in combination with the engine working condition, and send the spray quantity instruction to the multi-nozzle layout module to control the total amount of fuel injection of the nozzle;

[0010] The spray time control module is used to receive the pressure signal of the high-pressure common rail module and the engine running state signal, determine the optimal spray time, and send the spray time instruction to the multi-nozzle layout module to control the opening and closing time of the nozzle.

[0011] The multi-nozzle layout module is configured to receive high-pressure fuel and pressure signals from the high-pressure common rail module, receive injection amount instructions from the injection amount control module and time instructions from the injection time control module, execute specific injection actions, receive preheating state signals from the preheating module, and ensure fuel atomization effect in a low-temperature environment.

[0012] The preheating module is configured to send preheating signals to a fuel input end of the high-pressure common rail module, adjust the temperature of fuel entering the common rail, and feed back fuel preheating states to the multi-nozzle layout module to adjust atomization parameters, thereby improving injection stability in a low-temperature environment.

[0013] The high-pressure common rail module includes a high-pressure oil pump unit, a common rail pipe unit, an electronically controlled fuel injector unit, a pressure sensor unit, and an electronic control unit. The high-pressure oil pump unit is configured to store high-pressure fuel and provide high-pressure fuel for the system.

[0014] The common rail pipe unit is configured to distribute fuel output by the high-pressure oil pump unit to each fuel injector, accumulate high-pressure fuel, and stabilize fuel pressure.

[0015] The electronically controlled fuel injector unit is configured to spray fuel into a combustion chamber by controlling the opening and closing of an electromagnetic valve based on control signals from the electronic control unit.

[0016] The pressure sensor unit is connected to the common rail pipe unit and is configured to sense fuel pressure, convert fuel pressure signals into electrical signals, and transmit the electrical signals to the electronic control unit.

[0017] The electronic control unit is configured to receive engine operating condition information detected by multiple sensors, perform operations and logical judgments on the received data, determine control parameters suitable for the current operating conditions of the engine, and accurately control the fuel injection process.

[0018] The injection amount control module includes an injection amount calculation unit and an instruction generation unit. The injection amount calculation unit is configured to receive fuel pressure signals from the high-pressure common rail module, engine speed signals from an engine speed sensor, and load signals from a load sensor, and calculate the required methanol injection amount under the current operating conditions based on a pre-set control algorithm.

[0019] The instruction generation unit is configured to receive target injection amount data output by the injection amount calculation unit, convert the target injection amount data into executable electrical signal instructions, and send the electrical signal instructions to the multi-nozzle layout module.

[0020] The injection time control module comprises a time calculation unit, a duration calculation unit and an electromagnetic valve driving unit, the time calculation unit is used for receiving engine signal data, and the optimal injection time in the current engine working condition is calculated based on a preset injection timing model;

[0021] The duration calculation unit is used for associating the target injection amount signal output by the injection amount control module with real-time pressure data of the high-pressure common rail module, and calculating the injection duration required to meet the target injection amount;

[0022] The electromagnetic valve driving unit is used for receiving the trigger signal of the time calculation unit and the duration signal of the injection duration calculation unit, and generating a high-response pulse driving current.

[0023] The multi-nozzle layout module comprises a nozzle group unit and a nozzle driving unit, the nozzle group unit is used for receiving high-pressure fuel from the high-pressure common rail module and instruction signals of the injection amount control module and the injection time control module, and high-pressure methanol is injected into the cylinder in an atomized state;

[0024] The nozzle driving unit is used for receiving the electromagnetic valve driving signal output by the injection time control module, and controlling the opening and closing actions of each nozzle.

[0025] The preheating module comprises a temperature sensing unit, a preheating control unit and a preheating execution unit, the temperature sensing unit is used for collecting fuel temperature and cabin environment temperature in real time, and transmitting the temperature signal to the preheating control unit;

[0026] The preheating control unit is used for receiving the temperature data of the temperature sensing unit, and generating a preheating start instruction;

[0027] The preheating execution unit is used for receiving the instruction of the preheating control unit, and heating the methanol fuel through the heating device installed on the fuel pipeline.

[0028] The application also provides a marine methanol engine combustion control method applied to the marine methanol engine combustion control system, and comprises the following steps:

[0029] The preheating module is used for detecting the fuel temperature, starting heating when the fuel temperature is lower than a threshold value, and feeding back to the system when the fuel temperature reaches the threshold value;

[0030] The high-pressure common rail module establishes and stabilizes high-pressure fuel, and the pressure sensor unit feeds back the pressure to the electronic control unit in real time, so that the pressure is stabilized;

[0031] The injection amount control module calculates the required injection amount according to the engine working condition, and generates an instruction and sends the instruction to the multi-nozzle layout module;

[0032] The injection time control module calculates the optimal injection time and duration, and drives the electromagnetic valve driving unit to control the nozzle switch;

[0033] The multi-nozzle layout module receives high-pressure fuel and injection instructions, and accurately injects through symmetrical nozzles.

[0034] The marine methanol engine combustion control method and system of the present application, through the high-pressure common rail module, the injection amount control module, the injection time control module, the multi-nozzle layout module and the preheating module, uses high-pressure common rail fuel injection technology, can accurately control the injection amount and injection time of methanol, through accurate control of injection amount, can provide appropriate amount of methanol fuel according to the actual demand of the engine, avoid waste and incomplete combustion of fuel, accurate control of injection time can make the injection time of methanol in the cylinder more reasonable, better cooperate with the process of intake, compression, etc., improve the combustion efficiency; at the same time, adopt multi-nozzle design, uniformly inject methanol into the cylinder, promote the uniform mixing of the mixture, which is conducive to stable combustion. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0036] Figure 1 is a structural schematic diagram of the marine methanol engine combustion control method and system of the present application.

[0037] Figure 2 is a structural schematic diagram of the high-pressure common rail module of the present application.

[0038] Figure 3 is a structural schematic diagram of the injection amount control module of the present application.

[0039] Figure 4 is a structural schematic diagram of the injection time control module of the present application.

[0040] Figure 5 is a structural schematic diagram of the multi-nozzle layout module of the present application.

[0041] Figure 6 is a structural schematic diagram of the preheating module of the present application.

[0042] Figure 7 is a step flow chart of the marine methanol engine combustion control method of the present application.

[0043] In the figure: 1-high pressure common rail module, 2-injection quantity control module, 3-injection time control module, 4-multi-nozzle layout module, 5-preheating module, 11-high pressure oil pump unit, 12-common rail pipe unit, 13-electronic control injector unit, 14-pressure sensor unit, 15-electronic control unit, 21-injection quantity calculation unit, 22-command production unit, 31-time calculation unit, 32-duration calculation unit, 33-electromagnetic valve driving unit, 41-nozzle group unit, 42-nozzle driving unit, 51-temperature sensing unit, 52-preheating control unit, 53-preheating execution unit. DETAILED DESCRIPTION

[0044] Embodiments of the present application are described below in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and cannot be understood as a limitation of the present application.

[0045] Referring to Figure 1 , it is a structural schematic diagram of the marine methanol engine combustion control method and system of the present application. The present application provides a marine methanol engine combustion control system, comprising a high pressure common rail module 1, an injection quantity control module 2, an injection time control module 3, a multi-nozzle layout module 4 and a preheating module 5, the high pressure common rail module 1 is electrically connected with the injection quantity control module 2, the injection time control module 3, the multi-nozzle layout module 4 and the preheating module 5, the multi-nozzle layout module 4 is electrically connected with the injection quantity control module 2, the injection time control module 3 and the preheating module 5.

[0046] Referring to Figure 2 , it is a structural schematic diagram of the high pressure common rail module of the present application. The high pressure common rail module 1 is used for delivering high pressure fuel to the multi-nozzle layout module 4, and transmitting fuel pressure signals in real time, and feeding back current fuel pressure data to the injection quantity control module 2 and the injection time control module 3, to provide basic parameters for precise control of the two;

[0047] The high pressure common rail module 1 comprises a high pressure oil pump unit 11, a common rail pipe unit 12, an electronic control injector unit 13, a pressure sensor unit 14 and an electronic control unit 15, the high pressure oil pump unit 11 is used for storing high pressure fuel and providing high pressure fuel for the system;

[0048] The common rail pipe unit 12 is used for distributing fuel output by the high pressure oil pump unit 11 to each injector, accumulating high pressure fuel and stabilizing fuel pressure;

[0049] The electrically controlled fuel injector unit 13 sprays fuel into the combustion chamber by controlling the opening and closing of the electromagnetic valve through the control signal sent by the electronic control unit 15.

[0050] The pressure sensor unit 14 is connected with the common rail pipe unit 12, and is used for sensing the fuel pressure and converting the fuel pressure signal into an electric signal to be sent to the electronic control unit 15.

[0051] The electronic control unit 15 is used for receiving the engine operating condition information detected by a plurality of sensors, performing operation and logical judgment on the received data, determining the control parameters suitable for the current operating condition of the engine, and accurately controlling the fuel injection process.

[0052] The high-pressure oil pump unit 11 adopts a plunger structure, and generates high pressure through reciprocating motion of the plunger driven by a motor, so as to meet the storage and supply requirements of the system for high-pressure fuel. The high-pressure oil pump unit 11 is provided with a flow adjusting device, and can adjust the fuel supply according to the change of the engine load, so as to ensure the stability of fuel supply. The common rail pipe unit 12 is made of high-strength alloy material, and is provided with a plurality of fuel distribution interfaces inside, so as to uniformly distribute the fuel output by the high-pressure oil pump unit 11 to each electrically controlled fuel injector unit 13. The volume of the common rail pipe unit 12 is designed to effectively accumulate high-pressure fuel, and the built-in pressure buffer structure can control the fuel pressure fluctuation within a small range, so as to ensure the stability of the fuel pressure. The core of the electrically controlled fuel injector unit 13 is a high-speed response electromagnetic valve, which is quickly opened or closed when receiving the control signal of the electronic control unit 15, so as to control the fuel injection action of the fuel injector. The pressure sensor unit 14 is installed at the middle position of the common rail pipe unit 12, and adopts a high-precision piezoelectric sensor, which has high measurement accuracy and can sense the fuel pressure and convert it into an electric signal to be sent to the electronic control unit 15. The electronic control unit 15 adopts a high-performance microprocessor with strong data processing capability, which receives the real-time operating condition information of the engine through a bus, completes operation and logical judgment in a short time, determines the control parameters suitable for the current operating condition of the engine, realizes accurate control of the fuel injection process, and avoids waste and incomplete combustion of fuel.

[0053] Please refer to Figure 3 The injection amount control module 2 is used for receiving the pressure signal of the high-pressure common rail module 1, calculating the optimal injection amount in combination with the engine operating condition, and sending the injection amount instruction to the multi-nozzle layout module 4 to control the total fuel injection amount of the nozzles.

[0054] The injection amount control module 2 comprises an injection amount calculation unit 21 and an instruction production unit 22, the injection amount calculation unit 21 is used for accepting the fuel pressure signal from the high-pressure common rail module 1, the speed signal of the engine speed sensor and the load signal of the load sensor, and calculating the required methanol injection amount under the current working condition based on a preset control algorithm;

[0055] The instruction production unit 22 is used for receiving the target injection amount data output by the injection amount calculation unit 21, converting the target injection amount data into executable electrical signal instructions, and sending the executable electrical signal instructions to the multi-nozzle layout module 4.

[0056] The injection amount calculation unit 21 receives the fuel pressure signal from the high-pressure common rail module 1, the speed signal of the engine speed sensor and the load signal of the load sensor through a dedicated data interface, the injection amount calculation unit 21 is internally provided with a preset control algorithm, after receiving the signals, the injection amount calculation unit 21 completes the calculation in a short time to determine the required methanol injection amount under the current working condition; wherein the instruction production unit 22 receives the target injection amount data output by the injection amount calculation unit 21, converts the digital signal into executable electrical signal instructions through a digital-to-analog conversion circuit, at the same time, the instruction production unit 22 has signal amplification and filtering functions, ensures that the output electrical signal is stable and reliable, and can be accurately transmitted to the multi-nozzle layout module 4, so as to realize accurate control of the total amount of fuel injection.

[0057] Please refer to Figure 4 , which is a structural schematic diagram of the injection time control module of the application. The injection time control module 3 is used for receiving the pressure signal of the high-pressure common rail module 1 and the engine running state signal, determining the optimal injection time, and sending the injection time instructions to the multi-nozzle layout module 4 to control the opening and closing time of the nozzle;

[0058] The injection time control module 3 comprises a time calculation unit 31, a duration calculation unit 32 and an electromagnetic valve driving unit 33, the time calculation unit 31 is used for receiving the engine signal data, calculating the optimal injection time under the current engine working condition based on a preset injection timing model;

[0059] The duration calculation unit 32 is used for associating the target injection amount signal output by the injection amount control module 2 with the real-time pressure data of the high-pressure common rail module 1, and calculating the injection duration required to meet the target injection amount;

[0060] The electromagnetic valve driving unit 33 is used for receiving the trigger signal of the time calculation unit 31 and the duration signal of the injection duration calculation unit 32, and generating a high-response pulse driving current.

[0061] The time calculation unit 31 receives engine signal data such as engine crankshaft position signal, camshaft position signal and the like through a sensor interface. Based on a preset injection timing model, the time calculation unit 31 calculates the optimal injection time under the current engine operating condition in a short time, ensuring the continuity of methanol engine combustion. The duration calculation unit 32 associates the target injection quantity signal output by the injection quantity control module 2 with the real-time pressure data of the high-pressure common rail module 1 through an internal data bus, and calculates the injection duration required to meet the target injection quantity according to the fluid mechanics formula and the injector flow characteristic curve. After receiving the trigger signal of the time calculation unit 31 and the duration signal of the duration calculation unit 32, the solenoid valve driving unit 33 generates a high-response pulse driving current through a power amplifier circuit, which can quickly drive the solenoid valve of the injector to open and close, ensuring that the injector sprays fuel according to the accurate time and duration, so as to realize accurate control of the fuel injection time and duration through the injection time control module 3.

[0062] Please refer to Figure 5 , which is a structural schematic diagram of the multi-nozzle layout module of the present application. The multi-nozzle layout module 4 is used to receive high-pressure fuel and pressure signals of the high-pressure common rail module 1, receive injection quantity instructions of the injection quantity control module 2 and time instructions of the injection time control module 3, and perform specific injection actions, receive preheating state signals of the preheating module 5, and ensure fuel atomization effect in low-temperature environment.

[0063] The multi-nozzle layout module 4 includes a nozzle group unit 41 and a nozzle driving unit 42. The nozzle group unit 41 is used to receive high-pressure fuel from the high-pressure common rail module 1 and instruction signals of the injection quantity control module 2 and the injection time control module 3, and spray high-pressure methanol into the cylinder in an atomized state.

[0064] The nozzle driving unit 42 is used to receive solenoid valve driving signals output by the injection time control module 3, and control the opening and closing actions of each nozzle.

[0065] The nozzle group unit 41 adopts 4-6 symmetrically arranged nozzle structures, the nozzles are uniformly distributed around the combustion chamber along the cylinder axis, each nozzle adopts a high-pressure sealing structure and can withstand high-pressure fuel, the nozzle orifice is conical, and high-pressure methanol can be sprayed into the cylinder in an atomized state, the nozzle group unit 41 is connected with the high-pressure common rail module 1 through a special fuel pipeline, and receives the instruction signals of the injection amount control module 2 and the injection time control module 3 through a signal cable. The nozzle driving unit 42 is internally provided with a plurality of independent driving channels, each channel corresponds to a nozzle, after receiving the electromagnetic valve driving signal output by the injection time control module 3, the nozzle driving unit 42 controls the opening and closing actions of each nozzle through an isolation circuit and a power driving circuit, the nozzle driving unit 42 has an overcurrent and overvoltage protection function, and can quickly cut off the driving signal when an abnormal condition occurs, thereby protecting the nozzle and related components, so that the fuel atomization and spraying effect is realized through the multi-nozzle layout module 4.

[0066] Please refer to Figure 6 It is a structure schematic view of the preheating module of the application. The preheating module 5 is used for sending a preheating signal to the fuel input end of the high-pressure common rail module 1, adjusting the temperature of the fuel entering the common rail, and feeding back the fuel preheating state to the multi-nozzle layout module 4 to adjust the atomization parameters and report the low-temperature injection stability.

[0067] The preheating module 5 includes a temperature sensing unit 51, a preheating control unit 52 and a preheating execution unit 53, the temperature sensing unit 51 is used for collecting fuel temperature and cabin environment temperature in real time and transmitting the temperature signal to the preheating control unit 52.

[0068] The preheating control unit 52 is used for receiving the temperature data of the temperature sensing unit 51 and producing a preheating start instruction.

[0069] The preheating execution unit 53 is used for receiving the instruction of the preheating control unit 52 and heating the methanol fuel through the heating device installed on the fuel pipeline.

[0070] The temperature sensing unit 51 adopts a platinum resistance temperature sensor, which is respectively installed at the outlet of the fuel tank, the inlet of the high-pressure common rail module 1 and the cabin, and collects the fuel temperature and the cabin ambient temperature in real time. The sensor converts the temperature signal into a resistance signal through a wire and transmits the resistance signal to the preheating control unit 52. The preheating control unit 52 adopts a single-chip microcomputer as a core controller. After receiving the temperature data of the temperature sensing unit 51, the preheating control unit 52 compares the temperature data with a preset temperature threshold value. When the fuel temperature is lower than the threshold value, the preheating control unit 52 generates a preheating start instruction. When the fuel temperature reaches the threshold value, the preheating control unit 52 generates a preheating stop instruction in time. Meanwhile, the preheating control unit 52 has a temperature compensation function and can adjust the preheating threshold value according to the cabin ambient temperature. The preheating execution unit 53 is composed of an electric heating device installed on the fuel pipeline. The heating intensity can be adjusted through a signal. When receiving the instruction of the preheating control unit 52, the heating device starts or stops working quickly to heat the methanol fuel, so that the fuel temperature is maintained within an appropriate range. Through the cooperation of the units, the preheating module 5 adjusts the temperature of the fuel entering the common rail, and the injection stability at low temperature is improved.

[0071] The marine methanol engine combustion control system provided by the application uses a high-pressure common rail fuel injection technology, can accurately control the injection amount and injection time of methanol, can provide appropriate methanol fuel according to the actual demand of the engine through accurate control of the injection amount, avoids waste and incomplete combustion of fuel, accurately controls the injection time, makes the injection time of methanol in the cylinder more reasonable, better cooperates with the processes of air intake and compression, and improves the combustion efficiency. Meanwhile, the multiple-nozzle design is adopted to uniformly inject methanol into the cylinder, promotes the uniform mixing of the mixed gas, and is beneficial to stable combustion.

[0072] Please refer to Figure 7 The application further provides a marine methanol engine combustion control method applied to the marine methanol engine combustion control system and comprising the following steps.

[0073] S1: The preheating module 5 detects the fuel temperature first, starts heating when the fuel temperature is lower than a threshold value, and feeds back to the system when the fuel temperature reaches the threshold value.

[0074] S2: The high-pressure common rail module 1 establishes and stabilizes high-pressure fuel, and the pressure sensor unit 14 feeds back the pressure to the electronic control unit 15 in real time to ensure that the pressure is stable.

[0075] S3: The injection amount control module 2 calculates the required injection amount according to the engine working condition, generates an instruction and sends the instruction to the multiple-nozzle layout module 4.

[0076] S4: The injection time control module 3 calculates the optimal injection time and duration, drives the electromagnetic valve driving unit 33 to control the nozzle switch;

[0077] S5: The multi-nozzle layout module 4 receives high-pressure fuel and injection instructions, and accurately sprays the symmetrical nozzles.

[0078] The above only discloses one preferred embodiment of the present application, of course, cannot be limited by this, and those skilled in the art can understand that the above-mentioned embodiment can be implemented by all or part of the process, and the equivalent changes made according to the claims of the present application still belong to the scope covered by the present application.

Claims

1. A combustion control system for a marine methanol engine, characterized in that, include: The system includes a high-pressure common rail module, an injection quantity control module, an injection time control module, a multi-nozzle layout module, and a preheating module. The high-pressure common rail module is electrically connected to the injection quantity control module, the injection time control module, the multi-nozzle layout module, and the preheating module. The multi-nozzle layout module is also electrically connected to the injection quantity control module, the injection time control module, and the preheating module. The high-pressure common rail module is used to deliver high-pressure fuel to the multi-nozzle layout module, transmit fuel pressure signals in real time, and feed back current fuel pressure data to the injection quantity control module and the injection time control module, providing basic parameters for the precise control of both. The injection quantity control module is used to receive the pressure signal from the high-pressure common rail module, calculate the optimal injection quantity in combination with the engine operating conditions, and send the injection quantity command to the multi-nozzle layout module to control the total amount of fuel injected by the nozzles. The injection timing control module is used to receive the pressure signal from the high-pressure common rail module and the engine operating status signal, determine the optimal injection time, and send an injection timing command to the multi-nozzle layout module to control the opening and closing timing of the nozzles. The multi-nozzle layout module is used to receive high-pressure fuel and pressure signals from the high-pressure common rail module, receive injection quantity commands from the injection quantity control module and time commands from the injection time control module, execute specific injection actions, and receive preheating status signals from the preheating module to ensure fuel atomization effect in low-temperature environments. The preheating module is used to send a preheating signal to the fuel input terminal of the high-pressure common rail module to regulate the temperature of the fuel entering the common rail, and to feed back the fuel preheating status to the multi-nozzle layout module to adjust the atomization parameters and prevent injection stability at low temperatures.

2. The marine methanol engine combustion control system as described in claim 1, characterized in that, The high-pressure common rail module includes a high-pressure fuel pump unit, a common rail unit, an electronic fuel injector unit, a pressure sensor unit, and an electronic control unit. The high-pressure fuel pump unit is used to store high-pressure fuel and provide high-pressure fuel to the system. The common rail unit is used to distribute the fuel output from the high-pressure fuel pump unit to each injector, accumulate high-pressure fuel, and stabilize fuel pressure. The electronic fuel injector unit injects fuel into the combustion chamber by controlling the opening and closing of the solenoid valve through the control signal issued by the electronic control unit. The pressure sensor unit is connected to the common rail unit and is used to sense fuel pressure and convert the fuel pressure signal into an electrical signal, which is then transmitted to the electronic control unit. The electronic control unit is used to receive engine operating condition information detected by numerous sensors, perform calculations and logical judgments on the received data, determine control parameters suitable for the engine's current operating conditions, and precisely control the fuel injection process.

3. The marine methanol engine combustion control system as described in claim 1, characterized in that, The injection quantity control module includes an injection quantity calculation unit and an instruction production unit. The injection quantity calculation unit is used to receive fuel pressure signals from the high-pressure common rail module, speed signals from the engine speed sensor, and load signals from the load sensor, and calculate the methanol injection quantity required under the current operating conditions based on a preset control algorithm. The instruction production unit is used to receive the target injection volume data output by the injection volume calculation unit, convert it into an executable electrical signal instruction, and send it to the multi-nozzle layout module.

4. The marine methanol engine combustion control system as described in claim 3, characterized in that, The injection timing control module includes a timing calculation unit, a duration calculation unit, and a solenoid valve drive unit. The timing calculation unit is used to receive engine signal data and calculate the optimal injection timing under the current engine operating conditions based on a preset injection timing model. The duration calculation unit is used to correlate the target injection quantity signal output by the injection quantity control module with the real-time pressure data of the high-pressure common rail module to calculate the injection duration required to meet the target injection quantity. The solenoid valve drive unit is used to receive the trigger signal from the timing calculation unit and the duration signal from the injection duration calculation unit, and generate a high-response pulse drive current.

5. The marine methanol engine combustion control system as described in claim 4, characterized in that, The multi-nozzle layout module includes a nozzle group unit and a nozzle drive unit. The nozzle group unit is used to receive high-pressure fuel from the high-pressure common rail module, as well as command signals from the injection quantity control module and the injection time control module, and to inject high-pressure methanol into the cylinder in an atomized state. The nozzle drive unit is used to receive the solenoid valve drive signal output by the injection time control module and control the opening and closing actions of each nozzle.

6. The marine methanol engine combustion control system as described in claim 1, characterized in that, The preheating module includes a temperature sensing unit, a preheating control unit, and a preheating execution unit. The temperature sensing unit is used to collect fuel temperature and cabin ambient temperature in real time and transmit the temperature signal to the preheating control unit. The preheating control unit is used to receive temperature data from the temperature sensing unit and generate a preheating start command; The preheating execution unit is used to receive instructions from the preheating control unit and heat the methanol fuel through a heating device installed in the fuel pipeline.

7. A combustion control method for a marine methanol engine, applied to the combustion control system of a marine methanol engine as described in claim 6 above, characterized in that, Includes the following steps: The preheating module first detects the fuel temperature; if it is below the threshold, heating is started; once the threshold is reached, feedback is sent to the system. The high-pressure common rail module establishes and stabilizes high-pressure fuel, and the pressure sensor unit feeds back the pressure to the electronic control unit in real time to ensure pressure stability. The injection quantity control module calculates the required injection quantity based on the engine operating conditions and generates a command to send to the multi-nozzle layout module. The injection time control module calculates the optimal injection time and duration, and drives the solenoid valve drive unit to control the nozzle switching. The multi-nozzle layout module receives high-pressure fuel and injection commands, and the symmetrical nozzles inject fuel precisely.

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