Diesel engine, diesel engine control system and adjustment method

Abstract

The present invention discloses a diesel engine, a diesel engine control system, and a diesel engine regulation method. The control system includes a power regulation motor controller, a supplemental combustion device controller, an engine controller, and a comprehensive coordination controller. The comprehensive coordination controller is connected to the other three controllers via a bidirectional high-speed CAN bus. The regulation method is that the comprehensive coordination controller coordinates and controls the other three controllers to achieve comprehensive regulation of the supplemental combustion diesel engine's motor electric / generated power, supercharger boost pressure, supplemental combustion device oil-gas ratio, and engine load. This addresses the shortcomings of the exhaust gas turbocharging systems commonly used in current diesel engines, such as insufficient exhaust energy and insufficient boost under low loads, and excess exhaust energy and reduced bypass discharge efficiency under high loads.

Description

Technical Field

[0001] The invention discloses a diesel engine, a control system and an adjustment method for the diesel engine, and belongs to the field of diesel engine intake pressure adjustment and exhaust energy recovery. Background Art

[0002] At present, diesel engines have been widely used and play an important role in diesel generator sets, automobiles, general aviation aircraft, and small and medium-sized UAV power. However, problems such as diesel engine exhaust pollution, high exhaust temperature, and low waste heat utilization efficiency are becoming increasingly prominent.

[0003] Exhaust gas turbocharging is currently the most common method for utilizing engine exhaust energy. This utilizes the kinetic and internal energy of cylinder exhaust to drive the turbine and compressor, further increasing the engine's intake pressure, temperature, and flow rate, ultimately boosting engine output. The biggest drawback of this method is that under low loads, the engine exhaust energy is insufficient, resulting in insufficient boost pressure. Under high loads, excess engine energy is directly bypassed through the exhaust valve, reducing energy utilization efficiency.

[0004] To fully utilize the high-temperature exhaust energy of traditional exhaust gas turbocharging technology and address the shortcomings of conventional exhaust gas turbocharging systems, a novel solution can be implemented by adding a supplemental combustion device and a power control motor to the turbocharger's compressor. The supplemental combustion device further mixes the engine exhaust for secondary combustion, maintaining a high-efficiency range and ensuring a stable engine intake pressure. The power control motor controller controls the motoring / generating state based on the difference between the engine exhaust power and the power required by the compressor. In the motoring state, the turbocharger is assisted for engine starting and transient acceleration, with power provided by a battery. In the generator state, excess energy is used to charge the battery. Overall, both the supplemental combustion device and the turbocharger are controlled to operate in a high-efficiency range, and the engine's transient performance is improved due to stable intake control. While diesel engines with supplemental combustion systems have significant advantages, the coupling of the supplemental combustion device and the power control motor with the engine requires significant differences in control system design and tuning compared to conventional exhaust gas turbocharged diesel engines. Traditional exhaust gas turbocharged diesel engines rely solely on the exhaust valve for control and regulation, using a single-variable PID control scheme. Control functions exist solely as a submodule of the engine controller. In a diesel engine with a supplemental fuel injection system, the supercharger with a power-regulating motor, the supplemental fuel combustion device, and the engine are three parallel systems in the control system architecture. These three components operate independently, while being comprehensively coordinated and controlled by a top-level coordination controller. Summary of the Invention

[0005] The present invention provides a diesel engine, a control system, and a method for regulating a diesel engine. Based on the basic architecture of a supplemental-fueled supercharged diesel engine comprising a supercharger, a power regulating motor, a supplemental-fueled combustion device, and the engine, the control system employs a layered and modular approach. The control system includes a power regulating motor controller, a supplemental-fueled combustion device controller, an engine controller, and a comprehensive coordination controller, which is connected to the other three controllers via a bidirectional high-speed CAN bus. The regulation method involves the comprehensive coordination controller controlling the other three controllers to achieve comprehensive regulation of the supplemental-fueled supercharged diesel engine's motor / generator power, supercharger boost pressure, supplemental-fueled combustion device oil-gas ratio, and engine load.

[0006] The integrated coordination controller first obtains the control input through the throttle control input signal acquisition, and obtains the power control target value through the throttle power curve; then obtains the status information of the other three controllers from the high-speed bidirectional CAN bus; then, based on the integrated coordination control algorithm, the control information of the electric / generated power target control quantity of the power regulation motor controller, the power change control quantity of the supplementary combustion controller, and the power change control quantity of the engine controller are calculated; finally, it is transmitted to the other three controllers through the high-speed bidirectional CAN bus.

[0007] The power regulation motor controller obtains the motor electric / generating power control target value from the integrated coordination controller through the two-wire high-speed CAN bus, and controls the speed in the electric state or the rectifier current in the generating state according to the positive or negative value, and achieves the above control target through the internal drive circuit and control algorithm; on the other hand, it uploads the current speed or current target value to the integrated coordination controller in real time.

[0008] The supplementary combustion controller obtains the burner power change control target value from the integrated coordination controller through the high-speed CAN interface. The supplementary combustion controller outputs the flow valve opening control and fuel injection quantity control signals according to the combustion control algorithm, and accurately controls the oil-gas ratio in the supplementary combustion device to ensure that the supplementary combustion device is always in the high-efficiency combustion range without overheating. On the other hand, it uploads the burner power and temperature information to the integrated coordination controller in real time.

[0009] The engine controller obtains the target value for engine power variation and throttle opening information from the integrated coordination controller via the high-speed CAN bus. It then interpolates the MAP data (three-dimensional data table interpolation) based on the engine speed and throttle opening to calculate the base injection pulse width and the compensation coefficient for the injection pulse width calculated from the sensor input. The two are multiplied to obtain the final control pulse width signal, which is output to the injector to adjust the engine load. Furthermore, the engine speed and injection pulse width information are uploaded to the integrated coordination controller in real time. The control system adjustment method of the present invention proceeds as follows:

[0010] (1) The integrated coordination controller collects the user's throttle control input opening size and obtains the actual required power target value;

[0011] (2) The integrated controller obtains the current engine speed value from the information uploaded by the engine controller, and determines the current operating point of the engine by combining it with the collected throttle control input opening information; the difference between it and the actual power target value is calculated to obtain the engine power control change target value, which is then sent to the engine controller via the CAN bus.

[0012] (3) The integrated controller obtains the power and temperature information of the supplementary combustion device by uploading information from the supplementary combustion controller; calculates the engine exhaust power according to the target power requirement of the engine; calculates the difference between the two power values ​​to obtain the power change target value of the supplementary combustion device, and sends it to the supplementary combustion controller via the CAN bus.

[0013] (4) The integrated controller obtains the supercharger speed information by uploading information from the power regulating motor controller, and obtains the current supercharger power value by looking up the table according to the supercharger speed power characteristic curve; the difference is calculated with the power calculated by the supplementary combustion device to obtain the motor power distribution size, and the electric or power generation control operation is performed according to the positive or negative value of the motor power distribution value. The speed control is performed in the electric state, and the rectifier current control is performed in the power generation state.

[0014] The advantages of the present invention are:

[0015] 1. The supercharger is independently controlled, the pressure is kept constant, and it always works in the high efficiency range.

[0016] 2. The control of the supercharger power regulation motor solves the problem of insufficient exhaust energy and insufficient boost under low engine load conditions; excess power under high load conditions, direct exhaust valve discharge, and reduced efficiency.

[0017] 3. The supplementary combustion device always operates in the high efficiency range through supplementary combustion.

[0018] 4. The engine air intake is stable and the control and adjustment performance is good.

[0019] 5. High energy utilization efficiency and improved overall machine efficiency.

[0020] The control system adopts a layered and modular structure to facilitate integration and parallel development. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural schematic diagram of the diesel engine of the present invention.

[0022] Figure 2 Schematic diagram of the control system of the present invention.

[0023] Figure 3 Flow chart of the adjustment method of the present invention.

[0024] Figure 4 It is a schematic diagram of the overall structure of the burner of the present invention.

[0025] Figure 5 It is a schematic structural diagram of the jet combustion chamber of the burner and some accessories of the present invention.

[0026] Figure 6 It is a schematic structural diagram of the fuel nozzle of the present invention.

[0027] Figure 7 Schematic diagram of the fuel nozzle core of the present invention.

[0028] Figure 8 It is a cross-sectional view of the fuel injection nozzle of the present invention.

[0029] Figure 9 It is a top partial cross-sectional view of the gas cyclone of the present invention.

[0030] Figure 10 It is a cross-sectional view of the cantilever rotor in the supplementary combustion device of the present invention.

[0031] Figure 11 It is a supplementary combustion device of the present invention.

[0032] Reference numerals:

[0033] 1. Engine exhaust pipe, 2. Afterburner, 3. Turbocharger, 4. Power regulation motor, 5. Thermal insulation seal, 6. Swirl combustion chamber, 7. Jet combustion chamber, 8. Engine exhaust pipe inlet, 9. Afterburner outlet, 10. Turbocharger outlet, 11. Motor bracket, 12. Coupling, 13. Fuel inlet, 14. Air intake, 15. Heating element, 16. Fuel nozzle core, 17. Gas swirler, 18. Mist Cylindrical cavity, 19. Secondary swirl zone, 20. Jet zone, 21. Outlet pipe, 22. First exhaust port, 23. Second exhaust port, 24. Swirl hole, 25. Gas inlet hole, 26. Oil outlet hole, 27. Spiral oil channel, 28. Gas inlet part, 29. Chute, 30. Fuel guide tube, 31. Oil filling space, 32. Mounting hole, 33. Rotating shaft, 34. Radial turbine, 35. Bearing, 36. Centrifugal compressor Impeller, 37. Axial-radial damper, 101. Diesel engine, 102. Fuel tank, 103. Supplemental combustion device, 104. Electronically controlled fuel injector, 105. Electronically controlled flow control valve, 106. Diesel engine throttle, 107. Turbocharger turbine, 108. Turbocharger compressor, 201. Throttle input, 202. Integrated coordination controller, 203. High-speed bidirectional CAN bus, 204. Power regulation motor controller, 205. Three-phase bidirectional inverter, 206. Battery, 207. Temperature sensor, 208. Supplemental combustion controller, 209. First injector, 210. Flow control valve, 211. Second injector, 212. Engine intake air temperature sensor, 213. Engine intake air pressure sensor, 214. Engine fuel pressure sensor, 215. Engine speed sensor, 216. Control switch, 217. Engine controller. DETAILED DESCRIPTION

[0034] To make the purpose, technical solutions and advantages of the present invention clearer and more complete, the present invention is further described in detail below with reference to the accompanying drawings. It should be understood that the described embodiments are only illustrative and are not intended to limit the present invention.

[0035] A specific embodiment of the present invention, as Figure 1 , discloses a diesel engine, comprising: a diesel engine 101, a fuel tank 102, a supplementary combustion device 103, an electronically controlled fuel injector 104, an electronically controlled flow regulating valve 105, a diesel engine throttle 106, a turbocharger 3, a power regulating motor 4 and connecting pipes;

[0036] The turbocharger 3 includes a turbocharger turbine 107 and a turbocharger compressor 108;

[0037] The supercharger compressor 108 is connected to the electronically controlled flow control valve 105 and the diesel engine throttle 106 via connecting pipes. The electronically controlled flow control valve 105 is connected to the head of the supplemental combustion device 103 via a pipe. A portion of the high-pressure gas at the supercharger outlet flows into the supplemental combustion device 103 through the electronically controlled flow control valve 105, while the remaining portion flows into the cylinders of the diesel engine 101 through the cylinder throttle 106. The fuel in the fuel tank 102 is pressurized by the electronically controlled fuel injector 104 and then enters the burner head. After being fully mixed with the air from the electronically controlled flow control valve 105, it enters the secondary combustion zone of the supplemental combustion device 103. The exhaust gas (waste gas) from the diesel engine 101 is discharged through the exhaust valve and enters the secondary combustion zone of the supplemental combustion device 103, where it is fully mixed with the high-temperature fuel gas from the head of the supplemental combustion device 103 and undergoes secondary combustion. The high-temperature combustion gas from the supplementary combustion device 103 flows into the supercharger turbine 107 through the connecting pipeline to expand and perform work. The supercharger turbine 107 is connected to the supercharger compressor 108, which drives the supercharger compressor 108 to compress fresh air and increase the air flow of the diesel engine 101; at the same time, the supercharger compressor 108 is integrated with a power regulation motor 4, which can operate in electric or power generation state. The electric state provides power for engine starting and transient acceleration. In the power generation state, the excess turbine work is recovered for power generation, and the supercharger speed is adjusted to ensure that the supercharger operates in a high-efficiency range.

[0038] Alternatively, see Figure 4-11 The supplemental combustion and supercharging device 103 includes an engine exhaust pipe 1, a supplemental combustion burner 2, a turbocharger 3 and a power regulating motor 4.

[0039] The engine exhaust pipe 1 is connected to the afterburner 2; the engine exhaust pipe inlet 8 is connected to the engine exhaust port, the supercharger outlet 10 is connected to the engine air box, and the air inlet portion 14 of the afterburner 2 is connected to the engine air box.

[0040] The power regulating motor 4 is fixed to the supercharger 3 through the motor bracket 11. The shaft of the power regulating motor 4 and the shaft of the turbocharger 3 transmit torque through the coupling 12. When the engine starts, the power regulating motor 4 drags the turbocharger 3 to rotate. The compressed air provided by the turbocharger 3 enters the engine air box through the supercharger outlet 10, providing scavenging pressure for engine starting, which can make it easier to start the engine on the plateau.

[0041] After the engine is started, the engine exhaust enters the swirl combustion chamber 6 of the afterburner 2 through the exhaust pipe inlet 8 and the engine exhaust pipe 1. At the same time, the compressed air provided by the turbocharger 3 enters the jet combustion chamber 7 of the afterburner 2 through the engine air box and the air inlet 14 of the afterburner. The fuel enters the jet combustion chamber 7 of the afterburner 2 through the fuel inlet 13 of the afterburner. Under the action of the silicon nitride heating rod 15, it contacts the air coming from the air inlet 14 of the afterburner to complete the ignition process of the afterburner 2. The ignited high-temperature gas is discharged by the afterburner 2. The jet combustion chamber 7 enters the swirl combustion chamber 6 of the afterburning burner 2 and is mixed with the engine exhaust entering from the engine exhaust pipe 1 for secondary combustion. During the secondary combustion process, HC and CO in the engine exhaust are converted into harmless water and carbon dioxide, while the mass of particulate matter is relatively large. Under the action of the gas swirl, it has a long residence time in the swirl combustion chamber 6 and can be fully burned. It will eventually be converted into harmless substances and discharged through the afterburning burner outlet 9; the turbocharger 3 and the afterburning burner 2 are connected by a flange at the afterburning burner outlet 9 and the flange surface is tightened with a nut.

[0042] Optionally, two engine exhaust pipes 1 are provided, which are respectively connected to the first exhaust interface and the second exhaust flange.

[0043] The high-temperature gas exhausted by the afterburner 2 enters the turbocharger 3, driving its turbine to generate work, allowing the turbocharger 3 to obtain greater energy. At this point, the power regulating motor 4 switches to power generation mode, controlling the amount of power generated to control the turbocharger 3. Controlling the amount of fuel entering the fuel inlet 13 of the afterburner 2 controls the temperature of the high-temperature gas entering the turbocharger 3, ensuring that the turbocharger 3 always operates within a high-efficiency range. The combined regulation of these two control methods allows for precise control of the turbocharger 3 without discharging excess high-temperature gas before the turbocharger 3 turbine, converting the high-temperature gas energy that would otherwise be discharged into electrical output. By utilizing these two regulation methods, the efficiency of exhaust gas energy recovery can be maximized.

[0044] A specific working process example of the present invention is: when a heavy-duty diesel engine is operating at a speed of 1500 rad / min, its supercharger pressure ratio is 1.5, the supercharger speed is 45000 rad / min, and the turbine bypass valve opening is 20%. The original engine emission data is a soot concentration of 2.9 FSN and a CO concentration of 900×10 -6 , THC concentration is 93×10 -6 , NOX concentration is 1450×10 -6 The total number of particles is 1.75×10 8 # / mL, the total mass of particles is 3.5×10 -4μg / mL, the geometric mean diameter of the particles is 102.5nm, the fuel consumption is 180kg / h, and the exhaust temperature is 853K.

[0045] In this case, the afterburner of the present invention was used, with an air flow rate of 0.0125 kg / s and an oil injection rate of 0.000625 kg / s. The fuel-air ratio in the design combustion chamber was 0.0613. The maximum combustion temperature in the jet burner reached 1200 K, and the main combustion zone temperature was 1600 K. After the afterburner of the present invention, the soot concentration was reduced from 2.9 FSN to 1.7 FSN, a reduction of 41.3%; the CO concentration was reduced from 900 × 10 -6 Reduced to 430×10 -6 , decreased by 38.6%; THC concentration increased from 93×10 -6 Reduced to 56×10 -6 , decreased by 39.8%; NO X Concentration from 1450×10 -6 Reduced to 980×10 -6 , decreased by 32.4%; the total number of particulate matter decreased from 1.75×10 8 # / mL decreased to 0.82×10 8 # / mL, a decrease of 53.1%; the total mass of particulate matter was 3.5×10 -4 μg / mL decreased to 2.71×10 -4 μg / mL, a decrease of 22.6%; the geometric mean diameter of particles decreased from 102.5nm to 85.6nm, a decrease of 16.5%.

[0046] Due to the closing of the turbine bypass valve and the energy from the secondary combustion in the afterburner, the energy entering the turbine increases. The supercharger speed increases from 45,000 rad / min to 53,000 rad / min, and the pressure ratio increases from 1.5 to 1.8. At this point, the pressure sensor located in the engine intake manifold detects that the intake pressure ratio exceeds the diesel engine's requirements. The turbocharger system control unit switches the power regulating motor 4 to generator mode and increases the power generation to 0.8 kW, resulting in a power generation of 0.6 kW / h. By increasing the power generation of the power regulating motor, the supercharger speed is reduced from 53,000 rad / min to 45,000 rad / min, and the pressure ratio is reduced to 1.5, returning to the required pressure ratio for diesel engine operation. Compared to traditional supercharger and diesel engine combinations that discharge excess exhaust gas through a wastegate valve, the afterburner proposed in this invention, which improves energy recovery efficiency, achieves greater utilization of exhaust gas energy.

[0047] Optionally, the afterburner includes a heating element 15, a nozzle, a jet combustion chamber 7 and a swirl combustion chamber 6;

[0048] The nozzle includes a fuel nozzle core 16 and a gas swirler 17; the gas swirler 3 includes an atomizing cylindrical cavity 18; the atomizing cylindrical cavity constitutes the primary swirl zone of the jet combustion chamber 5; the jet combustion chamber 7 also includes a secondary swirl zone 19 and a jet zone 20; the fuel nozzle core is used to introduce fuel into the primary swirl zone, the primary swirl zone is connected to the secondary swirl zone, and the secondary swirl zone is connected to the jet zone; the heating element is arranged in the secondary swirl zone, for igniting the gas in the secondary swirl zone to mix the atomized fuel; the jet zone is connected to the swirl combustion chamber.

[0049] Optionally, the heating element is a silicon nitride heating rod; the gas introduced is air; the primary cyclone zone, the secondary cyclone zone and the jet zone are all cylindrical cavities.

[0050] Optionally, the swirl combustion chamber includes multiple shell surfaces, with an outlet conduit 21 disposed on the first shell surface, extending from the exterior of the shell into the swirl combustion chamber to the center of the interior of the swirl combustion chamber. The ratio of the diameter of the jet zone to the diameter of the secondary swirl zone is 3:5 to 2:5. A first exhaust port 22 and / or a second exhaust port 23 are respectively disposed on a third shell surface and / or a fourth shell surface adjacent to both the first shell surface and the second shell surface. The ratio of the cross-sectional area of ​​the air inlet portion 14: the cross-sectional area of ​​the first exhaust port: the cross-sectional area of ​​the second exhaust port is 1:1:1. Furthermore, the ratio of the engine displacement to the volume of the dilution combustion chamber is 50:1 to 65:1.

[0051] Furthermore, the cross section of the swirl combustion chamber is a rounded rectangular cavity or a prototype.

[0052] Optionally, the first exhaust interface and the second exhaust interface are respectively connected to the engine exhaust pipe 1, and the exhaust gas generated after the engine combustion enters the swirl combustion chamber tangentially through the first exhaust interface and the second exhaust interface, forming a swirl in the swirl combustion chamber for full mixing, and the HC, CO and carbon core particles in the engine exhaust gas are further burned and converted into CO2 and H2O in the swirl combustion chamber, while releasing chemical energy.

[0053] Optionally, the first exhaust interface and the second exhaust flange are arranged on both sides of the swirl combustion chamber with the outlet pipe 21 as the boundary, and the engine exhaust enters the swirl combustion chamber tangentially from both sides. At this time, the counter-flow facilitates the formation of a swirl in the combustion chamber, and is fully mixed with the high-temperature combustion gas entering the combustion chamber through the jet area, thereby achieving a better secondary combustion effect.

[0054] Optionally, a gas inlet hole 25 is provided on the side of the gas inlet part 14 close to the secondary cyclone zone. The gas inlet hole is a centripetal hole, connecting the air inlet part and the secondary cyclone zone. The axis of the gas inlet hole is set at an angle to the axis of the secondary cyclone zone. When the gas flows through, a tangential velocity can be generated, which facilitates the generation of cyclone. The cross-sectional area of ​​the gas inlet part is equal to that of the cyclone hole 24.

[0055] Optionally, the fuel nozzle core 16 is a detachable nozzle, and the end face of the fuel nozzle is sealed by a sealing gasket, and the heating element 1 is tightly fitted by the pre-tightening force of the bolts to perform cone sealing.

[0056] Optionally, the jet zone is connected to the swirl combustion chamber; the chamber volumes of the primary swirl zone, the jet zone, the secondary swirl zone and the swirl combustion chamber increase in sequence.

[0057] During use, when the burner is running before the engine: the heating rod 1 is preheated first, and the fuel enters the nozzle through the fuel inlet 13, passes through the fuel guide pipe, is ejected through the oil outlet 26, flows through the spiral oil channel 27 on the fuel nozzle core, enters the chute 29 at the end of the spiral oil channel, and is sprayed into the primary swirl area; gas enters the gas inlet 28 from the air inlet, part of which flows into the primary swirl area through the swirl holes of the primary swirl area, and the other part directly enters the secondary swirl area through the gas inlet holes of the secondary swirl area; in the primary swirl area, the fuel is fully mixed with the gas entering from the swirl holes of the primary swirl, enters the secondary swirl area, and is ignited by the heating rod extended into the secondary swirl area, and begins to mix and burn, mixing with the gas from the gas inlet holes of the secondary swirl area and continuing to burn; then it enters the jet area, and the flame propagates in the opposite direction to the primary swirl area, and the heating rod is powered off, completing the ignition process.

[0058] When the engine works before the burner: after the engine is started, the exhaust temperature of the engine reaches the threshold temperature (usually 300°C), the heating rod 1 is preheated, and the fuel enters the nozzle through the fuel inlet and then passes through the fuel guide pipe 30 from the oil outlet 26 into the inclined groove at the end of the spiral oil channel and is sprayed into the primary swirl area. In the primary swirl area, it is mixed with the gas from the air inlet part and then enters the secondary swirl area to start mixed combustion. Then it enters the swirl combustion chamber through the jet area for secondary combustion. It is ignited by the high-temperature exhaust gas in the swirl mixing combustion chamber, and the flame propagates back to the primary swirl area. Then the heating rod 1 is turned off to complete the ignition process.

[0059] The high-temperature combustion gas in the primary swirl zone enters the secondary swirl zone and continues to mix with the gas to burn, then enters the jet zone to expand and accelerate, enters the swirl combustion chamber, and mixes with the piston engine exhaust gas entering the swirl combustion chamber from the first exhaust interface for secondary combustion. During the secondary combustion process, HC, CO and carbon core particles continue to burn and are converted into CO2 and H2O, releasing energy. The completely burned gas is discharged through the outlet pipe of the swirl combustion chamber.

[0060] The primary swirl zone in the present invention achieves full mixing of gas and fuel through the swirl holes opposite to the inclined groove. At the same time, since the gas and fuel flow rates in the primary swirl zone are slower than those in the secondary swirl zone, the mixed air flow can be fully burned in the primary swirl zone, which is the main combustion zone after stable combustion. The secondary swirl zone realizes ignition at startup and performs combustion reaction as a secondary combustion zone. First, the gas enters the burner along the tangential direction, forming a pre-swirl effect in the cavity of the air inlet part. A part of it passes through the swirl holes on the side wall of the cavity of the primary swirl zone and enters the primary swirl zone along the tangential direction to form a primary swirl; the other part passes through the gas inlet holes on the side wall of the gas inlet part and enters the secondary swirl zone along the tangential direction of the burner to generate a secondary swirl; the jet zone accelerates the expansion of the high-temperature combustion gas and enters the swirl combustion chamber.

[0061] When the primary cyclone zone enters the secondary cyclone zone, it forms a primary cyclone. When the gas enters the secondary cyclone zone from the air inlet portion, it passes through the gas inlet hole (shaped as a cyclone hole) and naturally generates a cyclone. Since the gas inlet holes are evenly distributed in a circular shape along the cross section, a secondary cyclone is formed when the gas merges with the primary cyclone in the secondary cyclone zone, thereby strengthening the primary cyclone.

[0062] The jet is realized through the jet zone, which connects the secondary swirl zone and the swirl combustion chamber. The internal space of the secondary swirl zone is smaller than that of the swirl combustion chamber, which creates a pressure difference on both sides of the jet zone. The swirl accelerates when passing through the jet zone. After entering the swirl combustion chamber, it breaks away from the constraints of the jet zone tube wall to form a jet.

[0063] Optionally, the nozzle is a fuel atomizing nozzle; the fuel nozzle core 16 includes a first fixed end and a fuel conduction column; the gas swirler 17 includes a fuel inlet part, an air inlet part 14 and an atomizing cylindrical cavity 18; a fuel inlet 13 is provided at the first fixed end; the fuel conduction column is sequentially provided with a first column section, a swirl groove 31 and a second column section, the first column section is close to the first fixed end, and the second column section is far away from the first fixed end; an oil outlet hole 26 is provided inside the first column section, and a spiral oil channel 27 is provided on the periphery, and the oil outlet hole is close to the first fixed end; the spiral oil channel is spirally provided on the periphery of the first column section between the oil outlet hole and the swirl groove; the spiral oil channel is used to spirally transmit the fuel output from the oil outlet hole to the swirl groove; the swirl groove is a radial annular groove along the fuel conduction column; the swirl groove is used to rotate the fuel here and then spray it into the inclined groove; an inclined groove is provided on the periphery of the second column section, and the inclined groove connects the swirl groove and the atomizing cylindrical cavity cavity; the angle between the axis of the inclined groove and the axis of the second column section and / or the axis of the atomizing cylindrical cavity is α; the inclined groove is used to spray fuel into the atomizing cylindrical cavity; the fuel inlet is connected to the oil outlet; the fuel inlet is connected to the atomizing cylindrical cavity, and includes a accommodating cavity and a second fixed end; the accommodating cavity is used to accommodate the fuel conduction column, and the second fixed end is used to connect the first fixed end; the accommodating cavity is sequentially provided with a first accommodating section and a second accommodating section; the first accommodating section is close to the first fixed end, and the diameter of the first accommodating section is larger than that of the first column section, and an oil filling space 31 is formed between the first accommodating section and the first column section, and the oil outlet is provided in the area of ​​the first column section located in the oil filling space; the fuel flows out of the oil outlet and flows into the spiral oil channel through the oil filling space; the atomizing cylindrical cavity is connected to the gas inlet section 28 through the swirl hole 24; the compressed air in the gas inlet section is rotated through the swirl hole and then introduced into the atomizing cylindrical cavity 18.

[0064] Optionally, m oil outlet holes 26 are provided, where m>=1, and the m oil outlet holes are provided along the radial direction of the first column segment.

[0065] Optionally, the axial length a of the first column segment is 6.5-7.5 mm, preferably 7.25 mm, the axial length c of the swirl groove is 4.5-5.5 mm, preferably 5.25 mm, the axial length e of the second column segment is 0.5-1 mm, preferably 1 mm, the diameters of the first column segment and the second column segment are equal, d0 is 3-6 mm, and the diameter d0 can be selected according to the required number of chute grooves, 3-4 mm when the number of chute grooves is less than 4, preferably 3.5 mm, and 4-6 mm when the number of chute grooves is more than 4; the radial depth d1 of the swirl groove is 0.15-0.45 mm, preferably 0.3 mm; the cross-sectional area s1 of the chute is 0.01 mm 2 -0.03mm 2 , preferably 0.015mm 2, radial depth d2 is 0.05-0.15mm, preferably 0.1mm; cross-sectional area s2 of spiral oil channel is 2ns1-3ns1, preferably s2 is 2.5ns1, preferably 0.098mm 2 , where n is the number of inclined grooves, the radial depth d3 of the spiral oil channel is 0.125-0.375 mm, preferably 0.25 mm; the total cross-sectional area s3 of the multiple oil outlet holes is 4 ms2-5 ms2, preferably 0.40 mm 2 , the diameter d4 is 0.25-0.75mm, preferably 0.5mm; the axial length h of the atomizing cylindrical cavity is 12-14mm, preferably 12mm, and the diameter d5 is 2d0-5d0, preferably 13mm; the axial distance b between the swirl hole and the end face of the second column section away from the first fixed end is b=L / d5=1 / 2, preferably 6.5mm; the cross-sectional area s4 of the swirl hole is 8mm 2 -12mm 2 , preferably 10mm 2 The axial distance L between the midpoint of the swirl hole and the corresponding radial plane of the atomizing cylindrical cavity is 5-7 mm, preferably 5.25 mm; the angle α between the axis of the chute and the axis of the second column section and / or the axis of the atomizing cylindrical cavity satisfies α=arctan(L / (b-1 / 2d0), preferably 30 degrees.

[0066] Optionally, a:b:c:e=7.25:6.5:5.25:1; d1:d2:d3:d4:d5=0.3:0.1:0.25:0.5:13. The number and cross-sectional area of ​​the chute are related to the total amount of fuel. The fuel flow rate used in this embodiment is about 20 mg / s, and correspondingly, two chute are used. The orientation of the chute outlet is opposite to that of the swirl hole outlet, which can fully mix the fuel and air and improve the combustion quality. The fuel inlet is connected to the atomizing cylindrical cavity. The first fixed end is threadedly connected to the second fixed end. The first fixed end is a columnar structure, and the second fixed end is a columnar accommodating cavity. A sealing gasket 33 is provided at the transition contact surface between the first fixed end and the fuel conduction column, and the first fixed end is connected to the fuel conduction column. The threaded fastening of the second fixed end presses the sealing gasket against the axial contact surface between the first fixed end and the second fixed end to achieve fuel sealing and prevent leakage; the fuel inlet is a multi-stage stepped cylindrical cavity, and the end stepped cylindrical cavity section close to one end of the first column section is connected to the oil outlet; the end stepped cylindrical cavity section is a fuel guide tube, the diameter of which is greater than or equal to the diameter of the oil outlet; the oil outlet is perpendicular to the axis of the end stepped cylindrical cavity section; multiple swirl holes are provided, and the multiple swirl holes are evenly arranged along the circumference of the atomizing cylindrical cavity; the gas inlet part 28 is an annular chamber, and the gas inlet part is provided on the atomizing cylindrical cavity. The outer ring of the cavity; the wall thickness between the gas inlet portion and the atomizing cylindrical cavity is 0.5-1 times the cross-sectional area s4 of the swirl hole; it also includes a shell, which is arranged on the outside of the gas inlet portion for further sealing the gas inlet portion; the air inlet portion is connected to the gas inlet portion for inputting compressed air; the air inlet direction of the air inlet portion is arranged parallel to the tangential direction of the gas inlet portion for inputting compressed air into the gas inlet portion along the tangential direction of the gas inlet portion; the side of the atomizing cylindrical cavity away from the second fixed end is open for releasing atomized fuel; the gas inlet portion The gas cyclone further comprises a mounting fitting hole 32, which is provided on the inner wall of the fuel inlet portion of the gas cyclone. The fitting clearance between the fuel nozzle core and the mounting fitting hole is less than or equal to twice the boundary layer thickness during fuel flow. Together with the swirl groove and the inclined groove, the mounting fitting hole forms a fuel channel. The small clearance prevents fuel leakage during passage. The fuel conduction column is colinear with the axis of the atomizing cylindrical cavity. The swirl hole 24 is a centripetal hole. The interface between the swirl hole and the gas inlet portion is arranged at an angle to the axis of the swirl hole. The swirl hole is a spiral centripetal hole or a radial plane centripetal hole.

[0067] During use, the fuel nozzle core 16 is fastened to the gas swirler 17 via threads, and the sealing gasket 33 is compressed to ensure a leak-proof fuel seal. The gas swirler is integrally connected to the housing, ensuring airtightness between the housing and the gas swirler. The air pipe of the air inlet is connected to the housing. During use, the fuel inlet on the fuel nozzle core is connected to an external fuel connector via a threaded connection, and the air pipe at the air inlet is connected to an external air source, thus achieving a complete fuel nozzle structure and function. Fuel enters the oil filling space through the fuel inlet and the oil outlet, and then enters the swirl groove through the spiral oil channel on the fuel nozzle core, where it rotates. At this time, the fuel acquires a rotational speed and is balanced by the spiral oil channel to enter the chute. After entering the chute, it is sprayed into the atomizing cylindrical cavity in a conical shape. At the same time, compressed air enters the gas inlet tangentially through the air inlet, rotates, and then enters the atomizing cylindrical cavity tangentially through the swirl hole. Since the angle α of the inclined groove 11 satisfies α=arctan(L / (b-1 / 2d0)) in structure and is preferably 30 degrees, the high-speed fuel injected through the inclined groove and the high-speed air entering through the swirl hole 24 are directly impacted and mixed in the atomizing cylindrical cavity, and the fuel and air are mixed more evenly through the direct collision of the gas-liquid two phases.

[0068] Optionally, a cantilever rotor device is also included, which is used in the turbocharger 3. The outlet 9 of the supplementary combustion burner is connected to the turbocharger and can drive the turbine of the turbocharger 3 to work. The turbocharger outlet 33 of the turbocharger is connected to the engine air box, and the engine air box is connected to the air inlet 14 of the supplementary combustion burner 2. The power regulation motor 4 is connected to the turbocharger shaft through a coupling and transmits torque.

[0069] The cantilever rotor device includes a rotating shaft 33 and a radial turbine 34. A bearing 35, a centrifugal compressor impeller 36, an axial radial damper 37 and the radial turbine 34 are arranged on the rotating shaft 33 in sequence from front to back.

[0070] The thermal insulation sealing device 5 is located between the centrifugal compressor impeller and the radial turbine. One side of the centrifugal compressor impeller is connected to the bearing in an end-face matching manner, and the other end face of the centrifugal compressor impeller is connected to the axial radial damper. The front end nut is used to press the bearing, centrifugal compressor impeller, and axial radial damper onto the shoulder of the rotating shaft to realize the assembly of the rotor system.

[0071] The centrifugal compressor impeller and radial turbine are arranged back-to-back, separated by axial and radial dampers and thermal insulation seals. The bearings, located at the front end of the shaft, support the entire rotor system, and are cantilevered. When the rotor system rotates at high speed, air entering the front end of the centrifugal compressor impeller partially passes through the bearings for cooling.

[0072] At the same time, the axial-radial damper can generate axial and radial damping when the rotor system is running, dissipating the rotor vibration energy; a first small gap is formed between the axial end face of the axial-radial damper and the stationary component, and a second small gap is formed between the radial outer cylindrical surface of the axial-radial damper and the stationary component; as the rotating shaft rotates at high speed, the air flow in the first small gap and the second small gap rotates and squeezes at high speed, and dissipates the rotor vibration energy, ensuring the stable operation of the cantilever rotor device.

[0073] The thermal insulation seal is fixed to the stationary component and has internal ventilation, which removes heat radiated and transferred from the gas, achieving thermal isolation. The inner cylindrical surface of the thermal insulation seal cooperates with the rotating shaft to seal high-pressure gas leaks from the static and dynamic interface. Furthermore, the inner cylindrical surface of the thermal insulation seal cooperates with the outer cylindrical surface of the rotating shaft to form a third small gap. The high-speed rotation of the rotating shaft 1 drives the airflow within this third small gap at high speed, acting as a rotary seal and sealing the high-pressure gas.

[0074] The gap width is related to the rotational speed and the pressure value in the disc cavity. Under the working conditions of an operating speed of 120,000-16,000 rpm and a disc cavity pressure of 1.1 standard atmospheric pressures, the width of the first small gap and the second small gap is 0.4mm-0.5mm, which can achieve a better vibration reduction effect.

[0075] The width of the gap between the inner cylindrical surface of the thermal insulation sealing device and the outer cylindrical surface of the rotating shaft is related to the design speed and pressure. Under the working conditions of an operating speed of 120,000-16,000 rpm and a pressure of 1.1 atmospheres, the width of the third smallest gap is 0.4mm-0.5mm, which can achieve a better effect of maintaining rotor stability.

[0076] It can be understood that the head of the supplementary combustion device 103 is provided with an outlet pipeline 21 .

[0077] Another specific embodiment of the present invention is as follows Figure 2As shown, a diesel engine control system is disclosed, including a throttle input 201, an integrated coordination controller 202, a high-speed bidirectional CAN bus 203, a power regulation motor controller 204, a three-phase bidirectional inverter 205, a battery 206, a temperature sensor 207, a supplemental combustion controller 208, a first injector 209, a flow control valve 210, a supplemental combustion device 103, an engine intake air temperature sensor 212, an engine intake air pressure sensor 213, an engine fuel pressure sensor 214, an engine speed sensor 215, a control switch 216, an engine controller 217, and a second injector 211. The throttle input 201 is a user control input that reflects the power demand. The power target value can be obtained based on the set throttle power curve. The integrated coordination controller 202 runs a coordination algorithm for the power regulating motor, supplemental combustion device, and engine. The core of the algorithm is to calculate the power control target values ​​for the power regulating motor, supplemental combustion device, and engine based on the status information of the power regulating motor, supplemental combustion device, and engine uploaded via the bidirectional high-speed CAN bus 203. The algorithm first calculates the engine power, then the supplemental combustion device power, and finally the power regulating motor power. The algorithm then transmits the target values ​​to the power regulating motor controller 204, the supplemental combustion device controller 208, and the engine controller 217 via the bidirectional high-speed CAN bus 203. Based on the power regulation control information received by the coordination controller 202, the power regulating motor controller 204 drives the power regulating motor 4 via the three-phase bidirectional inverter 205, either driving the power regulating motor 4 or generating electricity to charge the battery 206. Based on the power control information received by the integrated coordination controller 202 and combined with information from the temperature sensor 207, the supplemental combustion controller 208 controls the injector 209 and flow control valve 210 to ensure that the supplemental combustion device 103 operates within a high-efficiency range (combustion efficiency above 80%) while maintaining a temperature below 800°C. The engine controller 217 controls the second injector 211 based on the control information obtained from the integrated coordination controller 202, combined with the sensor information such as the intake temperature sensor 212, the intake pressure sensor 213, the fuel pressure sensor 214, the speed sensor 215, and the control switch 216, to achieve engine load regulation.

[0078] In a third aspect, the present invention discloses a control and adjustment method for a diesel engine control system, which is used to control the control system of the aforementioned oil production engine, such as Figure 3 As shown, the specific implementation is as follows:

[0079] (1) The integrated coordination controller 202 collects the user's throttle control input opening size and obtains the actual required power target value;

[0080] (2) The integrated coordination controller 202 obtains the current engine speed value by uploading information from the engine controller, and determines the current operating point of the engine by combining it with the collected throttle control input opening information to obtain the current power value; the difference between the current speed value and the actual power target value is calculated to obtain the engine power control change target value, which is sent to the engine controller through the bidirectional high-speed CAN bus 203, and the engine controller implements power control.

[0081] (3) The integrated coordination controller obtains the power and temperature information of the supplementary combustion device by uploading information from the supplementary combustion controller; the engine exhaust power is estimated and calculated based on the target power requirement of the engine; the difference between the two power values ​​is calculated to obtain the power change target value of the supplementary combustion device, which is sent to the supplementary combustion controller through the CAN bus, and the supplementary combustion controller realizes combustion power control.

[0082] (4) The integrated coordination controller obtains the supercharger speed information by uploading information from the power regulation motor controller, and obtains the current power value of the supercharger according to the supercharger speed power characteristic curve; the difference is calculated with the power calculated by the supplementary combustion device to obtain the motor power distribution size, and the electric or power generation control operation is performed according to the positive or negative value of the motor power distribution value. The speed control is performed in the electric state, and the rectifier current control is performed in the power generation state. The motor control realizes speed or current control.

[0083] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection of the present invention.

Claims

1. A method for adjusting a control system of a diesel engine, characterized in that: Control systems for diesel engines; The diesel engine control system includes a power regulation motor controller, a supplemental combustion device controller, an engine controller, and an integrated coordination controller. The integrated coordination controller coordinates the power regulation motor controller, the supplemental combustion device controller, and the engine controller via a high-speed bidirectional CAN bus to achieve comprehensive regulation of the engine's motor power or power generation, the boost pressure at the turbocharger compressor outlet, the fuel-gas ratio of the supplemental combustion device, and the engine load. The diesel engine is used to control the diesel engine, which includes a diesel engine, a fuel tank, a supplementary combustion device, an electronically controlled fuel injector, an electronically controlled flow control valve, a diesel engine throttle, a turbocharger and a power regulation motor; The turbocharger includes a supercharger turbine and a supercharger compressor; The turbocharger compressor is connected to the electronically controlled flow regulating valve and the diesel engine throttle through connecting pipes respectively, and the electronically controlled flow regulating valve is connected to the head of the supplementary combustion device through a pipe. A part of the high-pressure gas at the outlet of the turbocharger compressor flows into the supplementary combustion device through the electronically controlled flow regulating valve, and the other part flows into the cylinder of the diesel engine through the cylinder throttle; the fuel in the fuel tank is pressurized by the electronically controlled fuel injector and enters the burner head, where it is fully mixed with the air from the electronically controlled flow regulating valve and then enters the secondary combustion zone of the supplementary combustion device; the exhaust gas of the diesel engine is discharged through the exhaust valve into the secondary combustion zone of the supplementary combustion device, where it is fully mixed and secondary-burned with the high-temperature combustion gas from the head of the supplementary combustion device to form high-temperature exhaust gas; the high-temperature exhaust gas discharged from the secondary combustion zone of the supplementary combustion device flows into the turbocharger turbine through the connecting pipe to expand and perform work, and the turbocharger turbine is connected to the turbocharger compressor to drive the turbocharger compressor to compress fresh air; a power regulating motor is provided on the turbocharger compressor; The specific steps are as follows: Step 1: The integrated coordination controller collects the user's throttle control input opening size to obtain the actual required power target value; Step 2: The integrated coordination controller obtains the current engine speed value from the information uploaded by the engine controller, combines the collected throttle control input opening information, determines the current operating point of the engine, and obtains the current power value; The difference between the actual power target value and the target value is calculated to obtain the engine power control change target value, which is sent to the engine controller via the CAN bus, and the engine controller implements power control; Step 3: The integrated coordination controller obtains the power and temperature information of the supplementary combustion device from the information uploaded by the supplementary combustion controller; estimates and calculates the engine exhaust power based on the target power requirement of the engine; calculates the difference between the two power values ​​to obtain the power change target value of the supplementary combustion device, and sends it to the supplementary combustion controller via the CAN bus, which implements combustion power control; Step 4: The integrated coordination controller obtains the supercharger speed information from the information uploaded by the power regulation motor controller, and obtains the current power value of the supercharger according to the supercharger speed power characteristic curve by looking up the table; the difference is calculated with the power calculated by the supplementary combustion device to obtain the motor power distribution size, and the electric or power generation control operation is performed according to the positive or negative value of the motor distribution power value. The speed control is performed in the electric state, and the rectifier current control is performed in the power generation state. The motor control realizes speed or current control.

2. A method for adjusting a control system of a diesel engine as claimed in claim 1, characterized in that: The power regulation motor controller is connected to the three-phase winding of the three-phase high-speed brushless motor at the compressor end of the turbocharger through a three-wire interface, is connected to the battery through a two-wire interface, and is connected to the integrated coordination controller through a high-speed bidirectional CAN bus.

3. A method for adjusting a control system of a diesel engine as claimed in claim 1, characterized in that: The power regulation motor controller obtains the motor electric or power generation control target value from the integrated coordination controller through the high-speed bidirectional CAN bus, and controls the speed in the electric state or the rectifier current in the power generation state according to the positive or negative value, and achieves the above control targets through the internal drive circuit and control algorithm; at the same time, the current speed or current target value of the power regulation motor is uploaded to the integrated coordination controller in real time.

4. A method for adjusting a control system of a diesel engine as claimed in claim 1, characterized in that: The supplementary combustion controller is connected to the injector through a two-wire interface, to the flow control valve through a three-wire interface, to the temperature sensor through a two-wire interface, and to the integrated coordination control through a two-wire bidirectional high-speed CAN interface.

5. The method for adjusting a control system of a diesel engine as claimed in claim 1, characterized in that: The supplementary combustion controller obtains the target value for the burner power variation control from the integrated coordination controller via the high-speed bidirectional CAN interface. The supplementary combustion controller outputs flow valve opening control and fuel injection quantity control signals according to the combustion control algorithm, and precisely controls the oil-gas ratio in the supplementary combustion device, ensuring that the supplementary combustion device is always in a high-efficiency combustion range without overheating. At the same time, the current burner power and temperature information is uploaded to the integrated coordination controller in real time.

6. A method for adjusting a diesel engine control system as claimed in claim 1, characterized in that: The engine controller is connected to the intake air temperature, intake air pressure, fuel pressure, speed and control switch sensors through the sensor harness, is connected to the injectors of each cylinder through the actuator harness, and is connected to the integrated coordination controller through the high-speed bidirectional CAN interface; the integrated coordination controller is connected to the power regulation motor controller, supplementary combustion controller and engine controller through the high-speed bidirectional CAN bus, and is connected to the throttle control input through the sensor harness.

7. A method for adjusting a diesel engine control system as claimed in claim 1, characterized in that: The engine controller obtains the engine power change control target value and throttle opening information from the integrated coordination controller through the high-speed bidirectional CAN bus. It interpolates and calculates the basic injection pulse width based on the engine speed and throttle opening MAP data, and calculates the compensation coefficient of the injection pulse width through sensor input. The two are multiplied together to obtain the final control pulse width signal, which is output to the injector to achieve engine load regulation. At the same time, the engine speed and injection pulse width information are uploaded to the integrated coordination controller in real time.

8. A method for adjusting a diesel engine control system as claimed in claim 1, characterized in that: The integrated coordination controller obtains control input by processing the throttle control input signal, and obtains status information of the regulating motor controller, the supplementary combustion device controller and the engine controller through the high-speed bidirectional CAN bus; calculates the target control quantity of the electric or generating power of the power regulating motor controller, the power change control quantity of the supplementary combustion controller and the power change control quantity of the engine controller according to the integrated coordination control algorithm; and then transmits them to the regulating motor controller, the supplementary combustion device controller and the engine controller through the high-speed bidirectional CAN bus.

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