A combustion system, its control method, device and storage medium
By using a cross-type dual-layer injector and a dual-protrusion combustion chamber design, the injection timing is controlled, solving the problem of increased carbon emissions caused by high-flow injectors, and achieving more efficient combustion and reduced carbon emissions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- WEICHAI POWER CO LTD
- Filing Date
- 2023-07-28
- Publication Date
- 2026-05-26
AI Technical Summary
While existing high-flow fuel injectors have improved engine thermal efficiency, they have also led to increased carbon emissions.
It adopts a cross-type double-layer injector and a double-protrusion combustion chamber design. By controlling the injection timing of the injectors and the collision and convergence of fuel in the combustion chamber, it achieves two-stage fuel splitting and mixing, reduces the droplet diameter, and promotes fuel-air mixing.
It effectively reduces carbon soot emissions, improves combustion efficiency, enhances oil-gas mixing, and reduces carbon soot formation.
Smart Images
Figure CN116733595B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engines, and in particular to a combustion system and its control method, device and storage medium. Background Technology
[0002] With societal development, people have raised demands for environmental protection and emission reduction, leading to increasingly stringent emission requirements for engines. As a core subsystem of the engine, the combustion system plays a crucial role in improving thermal efficiency and reducing carbon emissions. Currently, extensive research has been conducted on high-flow-rate fuel injectors. Regarding their impact on engine combustion and performance, there is a consensus that high-flow-rate fuel injectors can effectively improve engine thermal efficiency, but they also inevitably lead to increased carbon emissions.
[0003] Therefore, how to reduce carbon emissions has become a pressing technical problem that needs to be solved in this field. Summary of the Invention
[0004] To address the aforementioned issues, this application provides a combustion system, its control method, device, and storage medium, which can reduce carbon emissions.
[0005] The embodiments of this application disclose the following technical solutions:
[0006] In a first aspect, embodiments of this application provide a combustion system, the combustion system comprising:
[0007] A cross-type dual-layer injector, wherein any nozzle sub-orifice in the cross-type dual-layer injector has a corresponding nozzle sub-orifice in another layer, and the fuel injected from the two corresponding nozzle sub-orifices collides and merges in the combustion chamber to form a fuel jet;
[0008] A double-protrusion combustion chamber, located in the piston, includes two protrusions of different heights.
[0009] Optionally, in the cross-type dual-layer injector, the fuel injected from the two corresponding nozzle sub-orifices collides and converges in the combustion chamber to form a fuel jet, including:
[0010] The angle between the nozzle sub-orifice located in the upper layer and the vertical direction is smaller than the angle between the nozzle sub-orifice located in the lower layer and the vertical direction.
[0011] Optionally, the combustion system further includes:
[0012] A guiding arc is located in the double-protrusion combustion chamber of the piston. The height of the guiding arc is higher than the two protrusions of different heights. The angle between the tangent of the guiding arc and the higher protrusion and the horizontal direction is in the range of 12° to 16°.
[0013] Secondly, this application provides a combustion system control method for controlling the aforementioned combustion system, the method comprising:
[0014] When the piston moves to a position where the oil jets after collision and convergence are sprayed onto the low-positioned boss, the cross-type dual-layer injector is controlled to start injecting oil.
[0015] When the piston moves to a position where the oil jets after collision and convergence are sprayed onto the high-positioned boss, the cross-type dual-layer injector is controlled to stop injecting oil.
[0016] Optionally, controlling the cross-type dual-layer injector to start injecting fuel when the piston moves to a position where the oil jets after collision and convergence are sprayed onto the lower-positioned boss includes:
[0017] The first displacement of the piston is obtained when the piston moves to a position where the oil jets after the collision converge to be sprayed onto the low-lying boss.
[0018] Based on the first motion displacement and the piston's connecting rod ratio, the crankshaft angle at the moment of start of fuel injection is obtained;
[0019] When the crankshaft angle reaches the start injection point, the cross-type dual-layer injector is controlled to start injecting fuel.
[0020] Optionally, controlling the cross-type dual-layer injector to stop injecting fuel when the piston moves to a position where the oil jets after collision and convergence are sprayed onto the high-positioned boss includes:
[0021] The second displacement of the piston is obtained when the piston moves to a position where the oil jets after the collision converge to be sprayed onto the high-positioned boss.
[0022] Based on the second motion displacement and the piston's connecting rod ratio, the crankshaft angle at the moment of stopping fuel injection is obtained;
[0023] When the crankshaft angle reaches the point where fuel injection stops, the cross-type dual-layer fuel injector is controlled to stop injecting fuel.
[0024] Optionally, the method for obtaining the first motion displacement or the second motion displacement includes:
[0025] The first or second motion displacement is obtained based on the height difference between the piston top surface and the center of the low-position boss, the height difference between the cylinder head bottom surface and the center of the low-position boss, and the protrusion height of the fuel nozzle of the cross-type dual-layer injector.
[0026] Optionally, obtaining the crankshaft angle at the start of fuel injection based on the first motion displacement and the piston's connecting rod ratio, or obtaining the crankshaft angle at the stop of fuel injection based on the second motion displacement and the piston's connecting rod ratio, includes:
[0027]
[0028] Where H is the first or second motion displacement, λ is the piston-connecting rod ratio, L is the diesel engine stroke, and θ i Let θ0 be the crankshaft angle corresponding to the moment of fuel injection, and θ1 be the crankshaft angle corresponding to the moment of the moment of the moment of the moment of the start of fuel injection.
[0029] Thirdly, embodiments of this application provide a combustion system control device, the device comprising:
[0030] Memory, used to store computer programs;
[0031] A processor is used to execute the computer program to implement the steps of the combustion system control method described above.
[0032] Fourthly, embodiments of this application provide a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, which, when executed by a processor, is used to implement the steps of the above-described combustion system control method.
[0033] Compared with the prior art, this application has the following beneficial effects:
[0034] This application provides a combustion system comprising: a cross-type dual-layer injector, wherein each nozzle sub-orifice of the cross-type dual-layer injector has a corresponding nozzle sub-orifice in another layer, and the fuel injected from the two corresponding nozzle sub-orifices collides and merges in the combustion chamber to form a fuel jet; and a dual-protrusion combustion chamber located in the piston, comprising two protrusions of different heights. The two diversion protrusions on the inner wall of the dual-protrusion combustion chamber can achieve two separate fuel diversions, thereby achieving better entrainment and mixing; the fuel jets injected from the two layers of nozzles of the cross-type dual-layer injector will cross and mix with each other and collide with the combustion chamber wall at the protrusions. The convergence and mixing after the sub-orifices cross can offset part of the reduction in penetration distance. Under the collision of the two layers of sub-orifices, the droplet diameter can be further reduced, which is beneficial for atomization, accelerating combustion, and reducing soot emissions.
[0035] This application provides a combustion system control method in which, when the piston moves to a position where the converging fuel jet is directed to the lower-positioned boss, the cross-type dual-layer injector is controlled to begin injecting fuel; and when the piston moves to a position where the converging fuel jet is directed to the higher-positioned boss, the cross-type dual-layer injector is controlled to stop injecting fuel. By starting or stopping fuel injection at specific times, the cross-type dual-layer nozzles in the combustion system are better matched with the dual-bore combustion chamber, which helps to fully utilize the diffusion and entrainment capabilities of the fuel jet, promotes fuel-air mixing, and thus further reduces soot emissions.
[0036] The combustion control device and storage medium provided in this application can implement the steps of the above-mentioned combustion control method, and therefore have the same beneficial effects as the above-mentioned combustion control method. Attached Figure Description
[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0038] Figure 1 A schematic diagram of a combustion system structure is provided for an embodiment of this application;
[0039] Figure 2 A schematic diagram of a cross-type dual-layer injector structure in a combustion system is provided for an embodiment of this application;
[0040] Figure 3 This is a schematic flowchart of a combustion system control method provided in an embodiment of this application;
[0041] Figure 4 This application provides a schematic diagram of a combustion system structure at the start of fuel injection, as shown in an embodiment.
[0042] Figure 5 This application provides a schematic diagram of a combustion system structure at the end of fuel injection.
[0043] Figure 6 A comparison diagram of oil and gas diffusion rates provided for embodiments of this application;
[0044] Figure 7 This is a schematic diagram of an electronic device structure provided in an embodiment of this application. Detailed Implementation
[0045] As described earlier, current high-flow fuel injectors can effectively improve engine thermal efficiency, but they also inevitably lead to increased carbon emissions.
[0046] The inventors of this application have, through research, invented a combustion system and its control method, equipment and storage medium, which can effectively reduce carbon soot emissions.
[0047] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0048] System Implementation Examples
[0049] See Figure 1 This figure is a schematic diagram of a combustion system structure provided in an embodiment of this application. The cross-type dual-layer injector is located at the center of the cylinder head bottom surface, and the dual-protrusion combustion chamber is located in the piston, including two protrusions of different heights.
[0050] It should be noted that the combustion system provided in this application may also include a guide arc, which is located in the double-protrusion combustion chamber in the piston. The height of the guide arc is higher than the two protrusions of different heights, and the angle between the tangent of the guide arc and the higher protrusion and the horizontal direction is in the range of 12° to 16°.
[0051] See Figure 2 The figure is a schematic diagram of a cross-type double-layer injector structure in a combustion system provided by an embodiment of this application. In this embodiment, the angle α1 between the nozzle sub-orifice in the upper layer and the vertical direction is smaller than the angle α2 between the nozzle sub-orifice in the lower layer and the vertical direction. The oil jets sprayed from the two rows of nozzle sub-orifices will cross and mix with each other and collide with the combustion chamber wall at the protrusion.
[0052] It should be noted that in a cross-type dual-layer injector, any nozzle sub-orifice has a corresponding nozzle sub-orifice in another layer. The fuel injected from the two corresponding nozzle sub-orifices collides and merges in the combustion chamber to form a fuel jet. Figure 2 The cross-sectional view provided in this application shows only one set of corresponding nozzle sub-holes. It is understood that there may be several sets of corresponding nozzle sub-holes in a cross-type dual-layer injector. This application does not limit the number of nozzle sub-holes in a cross-type dual-layer injector.
[0053] This application provides a combustion system comprising: a cross-type dual-layer injector, wherein each nozzle sub-orifice of the cross-type dual-layer injector has a corresponding nozzle sub-orifice in another layer, and the fuel injected from the two corresponding nozzle sub-orifices collides and merges in the combustion chamber to form a fuel jet; and a dual-protrusion combustion chamber located in the piston, comprising two protrusions of different heights. The two diversion protrusions on the inner wall of the dual-protrusion combustion chamber can achieve two separate fuel diversions, thereby achieving better entrainment and mixing; the fuel jets injected from the two layers of nozzles of the cross-type dual-layer injector will cross and mix with each other and collide with the combustion chamber wall at the protrusions. The convergence and mixing after the sub-orifices cross can offset part of the reduction in penetration distance. Under the collision of the two layers of sub-orifices, the droplet diameter can be further reduced, which is beneficial for atomization, accelerating combustion, and reducing soot emissions.
[0054] Method Implementation Examples
[0055] See Figure 3 The figure is a schematic flowchart of a combustion system control method provided in an embodiment of this application, including the following steps:
[0056] S101, when the piston moves to a position where the oil jets after collision and convergence are sprayed onto the low-positioned boss, the cross-type dual-layer injector is controlled to start injecting oil.
[0057] It should be noted that in this step, the first displacement of the piston when it moves to a position where the oil jet after collision and convergence is sprayed onto the low-positioned boss can be obtained; based on the first displacement and the connecting rod ratio of the piston, the crankshaft angle at the start of oil injection can be obtained; when the crankshaft angle at the start of oil injection is reached, the cross-type dual-layer injector is controlled to start injecting oil.
[0058] Specifically, the first motion displacement can be obtained based on the height difference between the piston top surface and the center of the low-position boss, the height difference between the cylinder head bottom surface and the center of the low-position boss, and the protrusion height of the fuel head of the cross-type dual-layer injector.
[0059] More specifically, the crankshaft angle at the start of fuel injection can be obtained using the following formula:
[0060] H = H2 - H1 - H0
[0061]
[0062] Where H is the first displacement, H2 is the height difference between the bottom surface of the cylinder head and the center of the low-position boss, H1 is the height difference between the top surface of the piston and the center of the low-position boss, H0 is the protrusion height of the fuel head of the cross-type dual-layer injector, λ is the piston-connecting rod ratio, L is the diesel engine stroke, and θ0 is the crankshaft angle at the start of fuel injection.
[0063] S102, when the piston moves to a position where the oil jets after collision and convergence are sprayed onto the high-positioned boss, the cross-type double-layer injector is controlled to stop injecting oil.
[0064] It should be noted that in this step, the second displacement of the piston when it moves to a position where the oil jet after collision and convergence is sprayed onto the high-positioned boss can be obtained; based on the second displacement and the connecting rod ratio of the piston, the crankshaft angle at the moment of stopping oil injection can be obtained; when the crankshaft angle at the moment of stopping oil injection is reached, the cross-type dual-layer injector is controlled to stop injecting oil.
[0065] Specifically, the second motion displacement can be obtained based on the height difference between the piston top surface and the center of the low-position boss, the height difference between the cylinder head bottom surface and the center of the low-position boss, and the protrusion height of the fuel head of the cross-type dual-layer injector.
[0066] More specifically, the crankshaft angle at the moment of stopping fuel injection can be obtained using the following formula:
[0067] H = H2 - H1 - H0
[0068]
[0069] Where H is the second motion displacement, H2 is the height difference between the bottom surface of the cylinder head and the center of the low-position boss, H1 is the height difference between the top surface of the piston and the center of the low-position boss, H0 is the protrusion height of the fuel head of the cross-type dual-layer injector, λ is the piston-connecting rod ratio, L is the diesel engine stroke, and θ1 is the crankshaft angle at the moment of stopping fuel injection.
[0070] Specific combination Figure 4 and Figure 5 To explain, Figure 4 This application provides a schematic diagram of a combustion system structure at the start of fuel injection, as shown in an embodiment. Figure 5 This is a schematic diagram of a combustion system structure at the end of fuel injection, provided as an embodiment of this application.
[0071] First, see Figure 4 At time θ0, fuel is injected into the combustion chamber through the fuel nozzle of the cross-type double-layer injector, passing through the upper and lower nozzle sub-orifices. During injection, the fuel injected from the corresponding two nozzle sub-orifices collides and merges to form a fuel jet. The fuel jet converges at a horizontal angle α3 onto the combustion chamber boss 5. It should be noted that boss 5 is the lower-positioned boss, and α3 is in the angle range of 107° to 110°. The convergence of the fuel jets, to some extent, offsets the problem of the sharp decrease in penetration distance caused by the reduction in orifice diameter. Boss 5 is closest to the injector, which can fully utilize the kinetic energy of the converging fuel jet. The angle range of α3 (107° to 110°) is more conducive to the flow and entrainment of the fuel jet.
[0072] See Figure 5 After the fuel flame collides with the combustion chamber at boss 5, it spreads upwards and downwards. As the piston moves downwards, the contact position between the fuel jet and the combustion chamber gradually changes. At the moment the fuel injection stops (θ1), it reaches boss 6, which further promotes the diffusion of fuel and gas. Simultaneously, the angle between the tangent of the guide arc 7 and the horizontal line at the connection point of boss 6 and the horizontal equation is α4. α4, within the range of 12° to 16°, further guides the air-fuel mixture towards the center of the combustion chamber, facilitating the full utilization of in-cylinder air. Furthermore, guide arc 7 effectively suppresses fuel from entering the clearance, reducing soot formation.
[0073] This application provides a combustion system control method in which, when the piston moves to a position where the converging fuel jet is directed to the lower-positioned boss, the cross-type dual-layer injector is controlled to begin injecting fuel; and when the piston moves to a position where the converging fuel jet is directed to the higher-positioned boss, the cross-type dual-layer injector is controlled to stop injecting fuel. By starting or stopping fuel injection at specific times, the cross-type dual-layer nozzles in the combustion system are better matched with the dual-bore combustion chamber, which helps to fully utilize the diffusion and entrainment capabilities of the fuel jet, promotes fuel-air mixing, and thus further reduces soot emissions.
[0074] See Figure 6 This figure is a comparison diagram of oil-gas diffusion rate provided by an embodiment of this application. Specifically, it compares the oil-gas mixing situation of the original combustion system and the combustion system and control method provided in this application under different crankshaft angles. The comparison shows that the oil-gas diffusion rate and air utilization rate of the combustion system and control method provided in this application are superior to those of existing combustion systems.
[0075] Electronic device examples
[0076] See Figure 7 The figure is a schematic diagram of an electronic device structure provided in an embodiment of this application, including:
[0077] Memory 11 is used to store computer programs;
[0078] The processor 12 is used to implement the steps of the combustion system control method described in any of the above method embodiments when executing the computer program.
[0079] In this embodiment, the device can be an in-vehicle computer, a PC (Personal Computer), or a terminal device such as a smartphone, tablet computer, handheld computer, or portable computer.
[0080] The device may include a memory 11, a processor 12, and a bus 13.
[0081] The memory 11 includes at least one type of readable storage medium, such as flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the device, such as the hard disk of the device. In other embodiments, the memory 11 can also be an external storage device of the device, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, Flash Card, etc. Furthermore, the memory 11 can include both internal and external storage units of the device. The memory 11 can be used not only to store application software and various types of data installed on the device, such as program code executing combustion system control methods, but also to temporarily store data that has been output or will be output.
[0082] In some embodiments, processor 12 may be a central processing unit (CPU), controller, microcontroller, microprocessor or other data processing chip, used to run program code stored in memory 11 or process data, such as program code for executing combustion system control methods.
[0083] This bus 13 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.
[0084] Furthermore, the device may also include a network interface 14, which may optionally include a wired interface and / or a wireless interface (such as a Wi-Fi interface, a Bluetooth interface, etc.), typically used to establish communication connections between the device and other electronic devices.
[0085] Optionally, the device may further include a user interface 15, which may include a display, an input unit such as a keyboard, and optionally, a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen, etc. The display may also be appropriately referred to as a screen or display unit, used to display information processed in the device and to display a visual user interface.
[0086] Figure 7 Only devices with components 11-15 are shown; those skilled in the art will understand that... Figure 7 The structure shown does not constitute a limitation on the device and may include fewer or more components than shown, or combine certain components, or have different component arrangements.
[0087] Readable storage medium embodiments
[0088] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the combustion system control method described in any of the above method embodiments.
[0089] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the embodiments of apparatus, devices, and storage media, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The apparatus, devices, and storage embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components indicated as modules may or may not be physical modules, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.
[0090] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A combustion system characterized by, The combustion system includes: A cross-type dual-layer injector, wherein any nozzle sub-orifice in the cross-type dual-layer injector has a corresponding nozzle sub-orifice in another layer, and the fuel injected from the two corresponding nozzle sub-orifices collides and merges in the combustion chamber to form a fuel jet; The combustion chamber has two protrusions at different heights and is located in the piston. The cross-type dual-layer injector starts injecting fuel when the fuel jet hits the lower protrusion and stops injecting fuel when the fuel jet hits the higher protrusion.
2. The combustion system of claim 1, wherein In the cross-type dual-layer injector, the fuel injected from the two corresponding nozzle sub-orifices collides and converges in the combustion chamber to form a fuel jet, including: The angle between the nozzle sub-orifice located in the upper layer and the vertical direction is smaller than the angle between the nozzle sub-orifice located in the lower layer and the vertical direction.
3. The combustion system of claim 1, wherein, The combustion system also includes: A guiding arc is located in the double-protrusion combustion chamber of the piston. The height of the guiding arc is higher than the two protrusions of different heights. The angle between the tangent of the guiding arc and the higher protrusion and the horizontal direction is in the range of 12° to 16°.
4. A combustion system control method characterized by, Applied to the combustion system according to any one of claims 1-3, the method comprises: When the piston moves to a position where the oil jets after collision and convergence are sprayed onto the low-positioned boss, the cross-type dual-layer injector is controlled to start injecting oil. When the piston moves to a position where the oil jets after collision and convergence are sprayed onto the high-positioned boss, the cross-type dual-layer injector is controlled to stop injecting oil.
5. The combustion system control method of claim 4, wherein When the piston moves to a position where the oil jets after collision and convergence are directed to the lower-positioned boss, controlling the cross-type dual-layer injector to start injecting oil includes: The first displacement of the piston is obtained when the piston moves to a position where the oil jets after the collision converge to be sprayed onto the low-lying boss. Based on the first motion displacement and the piston's connecting rod ratio, the crankshaft angle at the moment of start of fuel injection is obtained; When the crankshaft angle reaches the start injection point, the cross-type dual-layer injector is controlled to start injecting fuel.
6. The combustion system control method of claim 5, wherein The step of controlling the cross-type dual-layer injector to stop injecting fuel when the piston moves to a position where the oil jets after collision and convergence are sprayed onto the high-positioned boss includes: The second displacement of the piston is obtained when the piston moves to a position where the oil jets after the collision converge to be sprayed onto the high-positioned boss. Based on the second motion displacement and the piston's connecting rod ratio, the crankshaft angle at the moment of stopping fuel injection is obtained; When the crankshaft angle reaches the point where fuel injection stops, the cross-type dual-layer fuel injector is controlled to stop injecting fuel.
7. The combustion system control method of claim 6, wherein The methods for obtaining the first motion displacement or the second motion displacement include: The first or second motion displacement is obtained based on the height difference between the piston top surface and the center of the low-position boss, the height difference between the cylinder head bottom surface and the center of the low-position boss, and the protrusion height of the fuel nozzle of the cross-type dual-layer injector.
8. The combustion system control method according to claim 6, characterized in that, The step of obtaining the crankshaft angle at the start of fuel injection based on the first motion displacement and the piston-connecting rod ratio, or the step of obtaining the crankshaft angle at the stop of fuel injection based on the second motion displacement and the piston-connecting rod ratio, includes: ； where H is the first or second motion displacement, λ is the piston connecting rod ratio, L is the diesel engine stroke, and θ is the crank angle i is the crank angle corresponding to the fuel injection timing, where θ0 is the crank angle corresponding to the start of fuel injection timing, and θ1 is the crank angle corresponding to the stop of fuel injection timing.
9. A combustion system control device, characterized in that, The device includes: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the combustion system control method as described in any one of claims 4-8.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, is used to implement the steps of the combustion system control method as described in any one of claims 4-8.