A dual fuel injector with variable injection law

Abstract

The purpose of this invention is to provide a dual-fuel injector with variable injection patterns, belonging to the category of fuel injection devices. It includes a diesel injection section and a low-carbon fuel injection section, both located within the injector body. The diesel injection section, from top to bottom, includes a diesel accumulator chamber, a No. 1 injection control pipeline co-control module, a super hysteresis electromagnetic control needle valve limit module, and a diesel nozzle. The low-carbon fuel injection section, from top to bottom, includes a two-stage booster module, a low-carbon fuel thermal management accumulator module, a No. 2 injection control pipeline co-control module, and a low-carbon fuel nozzle. This invention enables independent injection of diesel and low-carbon fuels and effectively controls the phase state of the low-carbon fuel injected into the cylinder. By controlling the injection pressure and needle valve lift, it achieves flexible and variable injection patterns to meet the needs of different engine operating conditions. It also enables high-response needle valve closure and prevents secondary opening of the needle valve due to pressure fluctuations.

Description

Technical Field

[0001] The present invention relates to an engine injector, specifically a dual-fuel injector. Background Technology

[0002] To address the drawbacks of high latent heat of vaporization and poor flammability of low-carbon and carbon-free fuels, diesel fuel is often blended for combustion. However, adding an alternative fuel injector to the existing diesel engine cylinder head is severely limited by space constraints. Therefore, an integrated fuel injector that combines alternative and conventional fuels has become a superior option.

[0003] However, existing dual-fuel integrated injectors often face the following technical challenges:

[0004] (1) In order to improve engine efficiency and increase the substitution rate of clean fuels, advanced combustion control methods are often adopted in dual-fuel engines. This requires the injector to have a variable injection pattern. At present, dual-fuel integrated injectors often achieve variable injection patterns by changing the fuel supply pressure at the fuel pump end. However, this method is not only slow to respond, but also difficult to achieve more complex injection patterns.

[0005] (2) The corrosiveness of low-carbon fuels will greatly reduce the service life of the injector and will be more prone to cavitation erosion than conventional fuels, which will accelerate the damage to the injector.

[0006] (3) The current integrated injector still faces the problem of dripping and leaking oil at the end of the injection, and also faces the problem of the needle valve opening again due to pressure fluctuations at the high-pressure oil pipe. Summary of the Invention

[0007] The purpose of this invention is to provide a dual-fuel injector with variable injection pattern that enables rapid response of the needle valve, eliminates injector leakage, slows down corrosion of low-carbon fuels, and allows for relatively simple implementation of variable injection pattern.

[0008] The objective of this invention is achieved as follows:

[0009] The present invention discloses a dual-fuel injector with variable injection pattern, characterized in that: it includes a diesel injection section and a low-carbon fuel injection section, the diesel injection section and the low-carbon fuel injection section share a fastening cap, a pressure accumulator wall and a thermal management chamber wall, the fastening cap, the pressure accumulator wall and the thermal management chamber wall are arranged from top to bottom, the diesel injection section also includes a No. 1 injection control pipeline coordination control module, a super hysteresis electromagnetic control needle valve limit module and a diesel nozzle section arranged from top to bottom, and the low-carbon fuel injection section also includes a two-stage boosting module, a No. 2 injection control pipeline coordination control module and a low-carbon fuel nozzle section;

[0010] The accumulator chamber wall and the thermal management chamber wall are equipped with diesel accumulator chambers, the thermal management chamber wall is equipped with thermal management chamber and low-carbon fuel accumulator chamber, and the thermal management chamber inlet and thermal management chamber outlet are respectively provided on the side of the thermal management chamber wall;

[0011] The No. 1 injection control pipeline coordinated control module includes a coordinated upper module, a coordinated lower module, a first solenoid valve, a No. 1 armature, and a No. 1 dual-pass valve stem. The first solenoid valve is installed in the coordinated upper module, and the No. 1 dual-pass valve stem is installed in the coordinated lower module. The No. 1 armature is fixed to the top of the No. 1 dual-pass valve stem. The No. 1 armature return spring is installed in the first solenoid valve and is located above the No. 1 armature. The coordinated upper module and the coordinated lower module are equipped with a No. 1 oil inlet pipeline, which connects to the diesel accumulator chamber. The coordinated lower module is equipped with a No. 1 control oil return pipeline, a No. 2 control oil return pipeline, and a No. 2 oil inlet pipeline. The No. 1 dual-pass valve stem has a structure that is thinner at the top and thicker at the bottom. The lower part has a first semi-circular passage on both sides, which cooperates with the No. 1 oil inlet pipeline, the No. 2 oil inlet pipeline, the No. 1 control oil return pipeline, and the No. 2 control oil return pipeline.

[0012] The present invention may also include:

[0013] 1. The super hysteresis electromagnetic control needle valve limiting module includes a super hysteresis upper module, a super hysteresis lower module, main and auxiliary magnetic poles, super hysteresis material, magnetic yoke, hysteresis seat (8-3), piston, and needle valve limiting block. The super hysteresis upper module is located above the super hysteresis lower module. The main and auxiliary magnetic poles are installed in the super hysteresis upper module. The super hysteresis material is set in the main and auxiliary magnetic poles. The upper and lower ends of the super hysteresis material are respectively set with magnetic yoke and hysteresis seat. The needle valve limiting block is set below the hysteresis seat. The lower part of the needle valve limiting block is fitted with a needle valve limiting reset spring. An intermediate cavity is formed between the needle valve limiting block and the hysteresis seat. The super hysteresis upper module is respectively set with a one-way lubrication port inlet, a lubrication oil circuit, an intermediate cavity oil circuit, and a No. 1 one-way control oil inlet. The one-way lubrication port inlet is connected to the lubrication oil circuit, and the intermediate cavity is connected to the intermediate cavity oil circuit.

[0014] 2. The diesel nozzle part includes a diesel needle valve and an intermediate block. A diesel needle valve return spring is fitted on the upper part of the diesel needle valve. The middle part of the diesel needle valve passes through the intermediate block. A diesel control oil inlet pipe is set in the intermediate block. The middle part of the diesel needle valve and the lower part of the intermediate block form a diesel needle valve control oil chamber. The diesel needle valve control oil chamber is connected to the No. 1 one-way control oil inlet and the No. 1 control oil return pipe. The diesel needle valve and its exterior form a diesel pressure chamber. A diesel injection hole is set below the bottom of the diesel needle valve. The diesel pressure chamber is connected to the diesel injection hole and the No. 2 inlet pipe.

[0015] 3. The two-stage booster module includes a second solenoid valve, a piston upper module, a dual booster piston, an armature No. 2, an inner control valve stem, and an outer control valve block. The second solenoid valve is installed in a fastening cap, and an armature No. 2 return spring (10-7) is installed inside the second solenoid valve. The armature No. 2 is fixed to the top of the inner control valve stem. The outer control valve block is fitted around the inner control valve stem. The armature No. 2 is located below the armature No. 2 return spring. The dual booster piston is installed below the piston upper module, and a booster piston return spring is fitted around the dual booster piston.

[0016] The piston module is equipped with a main booster oil return line, a first-stage booster oil return line, a second-stage booster oil return line, a booster oil inlet, and a second-stage booster oil inlet. The dual-boost piston and the piston module form a first-stage booster oil chamber and a second-stage booster oil chamber, respectively. A through hole is provided in the inner control valve stem. The main booster oil return line and the first-stage booster oil return line are connected or disconnected with the through hole. The first-stage booster oil chamber is connected to the first-stage booster oil return line and the booster oil inlet. The second-stage booster oil inlet is connected to the second-stage booster oil chamber. The upper space of the outer control valve block is connected to the second-stage booster oil return line and the main booster oil return line. A check valve is provided between the second-stage booster oil return line and the main booster oil return line. Sealing surfaces are provided at the mating positions of the outer control valve block and the inner control valve stem, as well as between the upper and lower contact surfaces of the outer control valve block and the piston module.

[0017] 4. The No. 2 injection control pipeline collaborative control module shares the collaborative upper module and collaborative lower module with the No. 1 injection control pipeline collaborative control module. The No. 2 injection control pipeline collaborative control module also includes a third solenoid valve, (3) armature, and No. 2 dual-pass valve stem. The third solenoid valve is installed in the collaborative upper module. The No. 1 armature return spring is installed in the third solenoid valve. The No. 2 dual-pass valve stem is installed in the collaborative lower module. The No. 1 armature is fixed at the top of the No. 2 dual-pass valve stem. The No. 1 armature return spring is located above the No. 2 dual-pass valve stem. The lower two sides of the No. 2 dual-pass valve stem are provided with a second semi-circular passage. The No. 1 low-carbon fuel inlet pipeline is set in the collaborative upper module. The No. 2 low-carbon fuel inlet pipeline, the No. 3 control oil return pipeline, and the No. 4 control oil return pipeline are set in the collaborative lower module. The second semi-circular passage cooperates with the No. 1 low-carbon fuel inlet pipeline, the No. 2 low-carbon fuel inlet pipeline, the No. 3 control oil return pipeline, and the No. 4 control oil return pipeline.

[0018] 5. The low-carbon fuel nozzle section shares an intermediate block with the diesel nozzle section. The low-carbon fuel nozzle section also includes a low-carbon fuel needle valve, a control chamber valve block, and a raised valve block. The control chamber valve block, the raised valve, and the intermediate block are arranged sequentially from top to bottom. The middle part of the low-carbon fuel needle valve passes through the intermediate block. A raised part is provided on the upper part of the low-carbon fuel needle valve. The raised part is located in the raised valve block. A low-carbon fuel needle valve return spring is sleeved on the outside of the low-carbon fuel needle valve above the raised part. A low-carbon fuel needle valve control chamber is provided in the control chamber valve block. The lower part of the low-carbon fuel needle valve and its outside form a low-carbon fuel pressure chamber. A low-carbon fuel injection hole is provided below the bottom of the low-carbon fuel needle valve. The low-carbon fuel pressure chamber is connected to the No. 2 low-carbon fuel inlet pipeline and the low-carbon fuel injection hole respectively. The low-carbon fuel needle valve control chamber is connected to the No. 2 control oil inlet pipeline and the No. 3 control oil return pipeline respectively.

[0019] 6. The radius of the upper interface of the first semi-circular passage is consistent with the inlet radius of the No. 2 control oil return pipeline and the outlet radius of the No. 1 inlet pipeline, respectively. The radius of the lower interface is consistent with the outlet radius of the No. 1 control oil return pipeline and the inlet radius of the No. 2 inlet pipeline, respectively. The distance between the upper interface of the first semi-circular passage and the inlet of the No. 1 inlet pipeline and the outlet of the No. 2 control oil return pipeline, and the distance between the lower interface of the first semi-circular passage and the inlet of the No. 2 inlet pipeline and the outlet of the No. 1 control oil return pipeline, respectively.

[0020] 7. During the injection preparation stage, the solenoid valves of both the No. 1 injection control pipeline co-control module and the No. 2 injection control pipeline co-control module are de-energized. The No. 1 dual-passage valve stem and the No. 2 dual-passage valve stem are seated, cutting off the inlet and return oil passages of the diesel injection section and the low-carbon fuel injection section. No fuel flows into the diesel pressure chamber and the low-carbon fuel pressure chamber. Pressure is built up in the diesel needle valve control chamber and the low-carbon fuel needle valve control chamber. Under the action of the diesel needle valve return spring force and the diesel liquid pressure in the diesel needle valve control chamber, the diesel needle valve is seated. Under the action of the low-carbon fuel needle valve return spring force and the low-carbon fuel liquid pressure in the low-carbon fuel needle valve control chamber, the low-carbon fuel needle valve is seated, and no injection is performed.

[0021] 8. The diesel injection section adopts low-flow injection. When the super hysteresis electromagnetic control needle valve limiting module is energized, the super hysteresis material elongates, and the hysteresis seat presses the piston downward, increasing the pressure in the intermediate cavity formed by the piston and the needle valve limiting block. This causes the needle valve limiting block to overcome the spring force of the reset needle valve limiting block and move downward. The No. 1 injection control pipeline co-control module is energized, and the No. 1 armature is driven by electromagnetic force to move the No. 1 dual-passage valve stem upward. The semi-circular passages on both sides of the lower end of the No. 1 dual-passage valve stem simultaneously connect the No. 1 oil inlet pipeline and the No. 2 oil inlet pipeline, as well as the No. 1 control oil return pipeline and the No. 2 control oil return pipeline. Diesel in the diesel accumulator chamber flows into the diesel pressure chamber through the No. 1 oil inlet pipeline and the No. 2 oil inlet pipeline. The control oil in the diesel needle valve control oil chamber flows back through the No. 1 control oil return pipeline and the No. 2 control oil return pipeline. In the fuel tank, when the combined force of the pressure in the control chamber of the diesel needle valve and the elastic force of the return spring of the diesel needle valve is less than the upward hydraulic pressure in the diesel pressure chamber, the diesel needle valve lifts upward until the upper surface of the diesel needle valve contacts the lower surface of the needle valve limit block, at which point the diesel needle valve stops moving and the injection channel opens. When injection ends, the No. 1 injection control pipeline and the coordinated control module are de-energized, and the No. 1 armature, under the action of the No. 1 armature return spring, drives the No. 1 dual-pass valve stem downward, simultaneously cutting off the No. 1 inlet pipeline from the No. 2 inlet pipeline and the No. 1 control oil return pipeline from the No. 2 control oil return pipeline. No more fuel flows into the diesel pressure chamber. When the pressure in the control chamber of the diesel needle valve and the elastic force of the return spring of the diesel needle valve are greater than the upward hydraulic pressure of the fuel in the diesel pressure chamber to the diesel needle valve, the diesel needle valve sits back down, and diesel injection ends.

[0022] 9. The diesel injection section adopts high-flow injection. The super-hysteresis electromagnetic control needle valve limit module is not energized, the piston remains stationary, and the needle valve limit block is at its highest position under the action of the needle valve limit block reset spring. When the No. 1 injection control pipeline co-control module is energized, the No. 1 armature is driven upwards by electromagnetic force, causing the No. 1 dual-passage valve stem to move upwards. The first half-loop passage at the lower end of the No. 1 dual-passage valve stem simultaneously connects the No. 1 inlet pipeline to the No. 2 inlet pipeline, and the No. 1 control oil return pipeline to the No. 2 control oil return pipeline. The diesel fuel in the diesel accumulator chamber... The oil flows into the diesel pressure chamber through inlet pipes 1 and 2. The control oil in the control chamber of the diesel needle valve flows back to the fuel tank through the return oil pipes 1 and 2. When the combined force of the pressure in the control chamber of the diesel needle valve and the spring force of the diesel needle valve reset spring is less than the upward hydraulic pressure in the diesel pressure chamber, the diesel needle valve lifts up, the injection channel opens, and a large flow injection is performed. When the injection ends, the control module of injection control pipe 1 is de-energized, the diesel needle valve sits down again, and the diesel injection ends.

[0023] 10. The low-carbon fuel injection section uses base pressure injection. The two-stage booster module is not energized. Armature No. 2 is seated. The first-stage booster oil return line and the main booster oil return line are connected through the through hole on the inner control valve stem. The outer control valve block is seated on the lower contact surface of the control valve block seat, forming a sealed cavity. The first-stage booster oil return line and the second-stage booster oil inlet line are not connected. The second-stage booster oil return line and the main return line are connected. Neither the first-stage nor the second-stage booster oil chambers are pressurized. The No. 2 injection control pipeline and the co-control module are energized. Armature No. 3 is driven upward by electromagnetic force, causing the No. 2 dual-pass valve stem to move upward. The second half-loop of the No. 2 dual-pass valve stem simultaneously connects the No. 1 low-carbon fuel inlet line and the No. 2 low-carbon fuel inlet line, and the No. 3 control oil return line and the No. 4 control oil return line. The low-carbon fuel that has exchanged heat with the heating liquid in the heat management chamber is... The low-carbon fuel accumulator flows into the low-carbon fuel pressure chamber through the No. 1 and No. 2 low-carbon fuel inlet pipes. The control oil in the low-carbon fuel needle valve control chamber flows back to the fuel tank through the No. 3 and No. 4 control oil return pipes. When the combined force of the pressure in the low-carbon fuel needle valve control chamber and the elasticity of the low-carbon fuel needle valve return spring is less than the upward hydraulic pressure exerted by the fuel in the pressure chamber on the low-carbon fuel needle valve, the low-carbon fuel needle valve lifts upward and begins injection. When injection ends, the No. 2 injection control pipe and the control module are de-energized, the No. 3 armature sits down, and the No. 2 dual-pass valve stem moves downward, so that no more low-carbon fuel flows into the low-carbon fuel pressure chamber. When the pressure in the low-carbon fuel needle valve control chamber and the elasticity of the low-carbon fuel needle valve return spring are greater than the upward hydraulic pressure in the low-carbon fuel pressure chamber, the low-carbon fuel needle valve sits down again, and injection ends.

[0024] 11. The low-carbon fuel injection section adopts low-pressure injection. The two-stage booster module is at a low potential. The No. 2 armature is driven by electromagnetic force to move the inner control valve rod upward, thereby disconnecting the connection between the first-stage booster oil return circuit and the main booster oil return circuit. The outer control valve block sits on the lower contact surface of the control valve block seat, forming a sealed cavity. The first-stage booster oil return circuit and the second-stage booster oil inlet circuit are not connected, while the second-stage booster oil return circuit is connected to the main return circuit. The first-stage booster oil chamber begins to build pressure, and the dual booster piston moves downward, increasing the pressure in the low-carbon fuel accumulator chamber until the pressure in the low-carbon fuel accumulator chamber reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston Plus the elastic force of the dual-pressure piston return spring Equal to the pressure of the booster oil in the first-stage booster oil chamber Multiplied by the area it acts on the twin-charged piston At that time, the dual-pressure pistons cease to move, i.e. When the No. 2 injection control pipeline co-control module is powered on, the low-carbon fuel needle valve is raised, and low-carbon fuel is injected at low pressure. When the injection ends, the two-stage booster module is de-energized, the No. 2 injection control pipeline co-control module is de-energized, the low-carbon fuel needle valve is seated, and the injection ends.

[0025] 12. The low-carbon fuel injection section adopts high-pressure injection. The two-stage booster module is connected to a high potential. The No. 2 armature is driven by electromagnetic force to move the inner control valve rod upward, which in turn drives the outer control valve block upward, cutting off the connection between the first-stage booster oil return circuit and the main booster oil return circuit. The first-stage booster oil chamber begins to build pressure. At the same time, the second-stage booster oil inlet circuit is connected to the first-stage booster oil return circuit, but disconnected from the upper space of the outer control valve block. The second-stage booster oil chamber begins to build pressure. The dual booster piston moves downward, and the pressure in the low-carbon fuel accumulator increases until the pressure in the low-carbon fuel accumulator reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston Plus the elastic force of the dual-pressure piston return spring equal to the pressure of the booster oil in the booster oil chamber Multiplied by the area it acts on the twin-charged piston At that time, the dual-pressure pistons cease to move, i.e. When the No. 2 injection control pipeline co-control module is powered on, the low-carbon fuel needle valve is raised, and low-carbon fuel is injected at high pressure. When the injection ends, the two-stage booster module is de-energized, the No. 2 injection-control pipeline co-control module is de-energized, the low-carbon fuel needle valve is seated, and the injection ends.

[0026] The advantages of this invention are:

[0027] 1. This invention enables the use of a single injector to inject both low-carbon fuel and diesel fuel, and uses diesel fuel as the control oil to reduce the corrosion of the injector by low-carbon fuel.

[0028] 2. This invention achieves variable diesel injection patterns by controlling the maximum lift of the diesel needle valve and variable low-carbon fuel injection patterns by controlling the pressure of the low-carbon fuel through a two-stage booster piston. This allows for simultaneous variable injection patterns for both diesel and low-carbon fuels, meeting the needs of different engine operating conditions. Reducing the maximum lift of the diesel needle valve, rather than decreasing the injection pressure, ensures atomization and stability during low-flow diesel injection, while the booster piston through the two stages ensures high-flow low-carbon fuel injection.

[0029] 3. The design of two layers of nozzles at the low-carbon fuel nozzle not only increases the total flow area of ​​the nozzles, ensuring a large flow rate of low-carbon fuel injection, but also prevents the nozzle wall from becoming thinner and stress concentration caused by setting multiple nozzles in the same layer.

[0030] 4. By utilizing the injection-control pipeline coordinated control module, the fuel supply to the pressure chamber is cut off simultaneously with the end of injection, achieving a faster needle valve closing speed and preventing secondary opening of the needle valve due to pressure fluctuations, thus largely avoiding oil dripping and leakage.

[0031] 5. The low-carbon fuel thermal management accumulator module can fully exchange heat with the low-carbon fuel in the injector. By controlling the temperature of the heating fluid and cooperating with the two-stage pressurization module to control the pressure at the low-carbon fuel, the phase state of the low-carbon fuel can be controlled. It can also realize the injection of low-carbon fuel in a supercritical state, effectively mitigating the adverse effects of the high latent heat of vaporization of low-carbon fuel on the engine. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of the present invention;

[0033] Figure 2 This is a partial structural diagram of the coordinated control module for injection control pipeline No. 1.

[0034] Figure 3 A schematic diagram of a portion of the limit module for a super hysteresis electromagnetic control needle valve.

[0035] Figure 4 This is a schematic diagram of the diesel nozzle section.

[0036] Figure 5 This is a partial structural diagram of the two-stage booster module;

[0037] Figure 6 This is a partial structural diagram of the collaborative control module for injection control pipeline No. 2.

[0038] Figure 7 This is a schematic diagram of the low-carbon fuel nozzle structure.

[0039] Figure 8 for Figure 1 A cross-sectional view along the AA direction.

[0040] Figure reference numerals: Diesel injection section A; Low-carbon fuel injection section B; Injector body 1; Diesel accumulator chamber 2; One-way fuel inlet 3; Thermal management chamber 4; Thermal management chamber inlet 5; Thermal management chamber outlet 6; No. 1 injection control pipeline co-control module 7; Hyperhysteresis electromagnetic control needle valve limit module 8; Diesel nozzle section 9; Two-stage booster module 10; One-way low-carbon fuel inlet 11; Low-carbon fuel accumulator chamber 12; No. 2 injection control pipeline co-control module 13; Low-carbon fuel nozzle section 14; Fastening cap 15; Fastening sleeve 16; No. 1 one-way control oil inlet 17; No. 2 one-way control oil inlet 18; Accumulator chamber wall 19; Thermal management chamber wall 20; First solenoid valve 7-1; No. 1 armature 7-2; No. 1 armature return spring 7- 3; No. 1 dual-pass valve stem 7-4; No. 1 oil inlet pipe 7-5; No. 2 oil inlet pipe 7-6; No. 1 control oil return pipe 7-7; No. 2 control oil return pipe 7-8; First semi-circular passage 7-9; First limit block 7-10; Cooperative upper module 7-11; Cooperative lower module 7-12; Magnetic yoke 8-1; Main and auxiliary magnetic poles 8-2; Hysteresis seat 8-3; Piston 8-4; Intermediate cavity 8-5; Needle valve limit block 8-6; Intermediate cavity oil passage 8-7; Lubricating oil passage 8-8; One-way lubricating oil inlet 8-9; Coil 8-10; Hyperhysteresis material 8-11; Needle valve limit block return spring 8-12; First one-way valve 8-13; Hyperhysteresis upper module 8-14; Diesel needle valve 9-1; Diesel control oil inlet pipe 9-2; Diesel needle valve control oil chamber; 9-3; Diesel needle valve return spring; 9-4; Diesel pressure chamber; 9-5; Diesel injection orifice; 9-6; Intermediate block; 9-7; Second solenoid valve; 10-1; No. 2 armature; 10-2; Inner control valve stem; 10-3; Outer control valve block; 10-4; Control valve block seat; 10-5; Dual booster piston; 10-6; No. 2 armature return spring; 10-7; Through hole; 10-8; First-stage booster oil return circuit; 10-9; Main booster oil return circuit; 10-10; Booster oil inlet; 10-11; First-stage booster oil chamber; 10-12; Second-stage booster oil return circuit; 10-13; Second check valve; 10-14; Second-stage booster oil chamber; 10-15; Second-stage booster oil inlet circuit; 10-16; Booster piston Return spring 10-17; upper piston module 10-18; third solenoid valve 13-1; armature 3 13-2; double-pass valve stem 2 13-3; low-carbon fuel inlet pipe 1 13-4; low-carbon fuel inlet pipe 2 13-5; control oil return pipe 3 13-6; control oil return pipe 4 13-7; second semi-circular passage 13-8; armature 3 return spring 13-9; second limit block 13-10; control oil inlet pipe 2 14-1; low-carbon fuel needle valve control chamber 14-2; low-carbon fuel needle valve 14-3; low-carbon fuel needle valve return spring 14-4; low-carbon fuel pressure chamber 14-5; low-carbon fuel nozzle 14-6; control chamber valve block 14-7; raised valve block 14-8. Detailed Implementation

[0041] The invention will now be described in more detail with reference to the accompanying drawings:

[0042] Combination Figure 1-8 , Figure 1 The diagram illustrates the structure of this invention. A dual-fuel injector with variable injection pattern includes a diesel injection section A, a low-carbon fuel injection section B, an injector body 1, a diesel accumulator chamber 2, a one-way fuel inlet 3, a thermal management chamber 4, a thermal management chamber inlet 5, a thermal management chamber outlet 6, a No. 1 injection-control pipeline collaborative control module 7, a super hysteresis electromagnetic control needle valve limit module 8, a diesel nozzle section 9, a two-stage booster module 10, a one-way low-carbon fuel inlet 11, a low-carbon fuel accumulator chamber 12, a No. 2 injection-control pipeline collaborative control module 13, a low-carbon fuel nozzle section 14, a fastening cap 15, a fastening sleeve 16, a No. 1 one-way control oil inlet 17, and a No. 2 one-way control oil inlet 18. The variable diesel injection pattern is achieved by adjusting the diesel needle valve lift. The low-carbon fuel injection process, combined with pressure and temperature regulation, not only achieves variable injection pattern but also meets the requirements of supercritical low-carbon fuel injection, satisfying the engine's needs under different operating conditions and effectively mitigating the adverse effects of the high latent heat of vaporization of low-carbon fuel on the engine.

[0043] Figure 2This is a schematic diagram of the No. 1 injection-control pipeline coordinated control module. It mainly consists of a solenoid valve 7-1, a No. 1 armature 7-2, a No. 1 armature return spring 7-3, a No. 1 dual-pass valve stem 7-4, a No. 1 oil inlet pipeline 7-5, a No. 2 oil inlet pipeline 7-6, a No. 1 control oil return pipeline 7-7, and a No. 2 control oil return pipeline 7-8. The No. 2 control oil return pipeline 7-8 is located to the left of the No. 1 oil inlet pipeline 7-5. The No. 2 oil inlet pipeline 7-6 and the No. 1 control oil return pipeline 7-7 are located below the No. 1 oil inlet pipeline 7-5 and the No. 2 control oil return pipeline 7-8, respectively. The No. 1 armature 7-2 has a No. 1 armature return spring 7-3 on its upper part. The No. 1 dual-pass valve stem 7-4 is fixed to the No. 1 armature 7-2 and can move up and down with the No. 1 armature 7-2. The No. 1 dual-pass valve stem 7-4... 4 is a structure that is thinner at the top and thicker at the bottom, with two semi-circular passages 7-9 on each side of the lower part. A limiting block 7-10 is located above the shoulder of the No. 1 dual-passage valve stem 7-4. The radius of the upper interface of the semi-circular passages 7-9 on the left and right sides of the No. 1 dual-passage valve stem 7-4 is the same as the inlet radius of the No. 2 control oil return line 7-8 and the outlet radius of the No. 1 oil inlet line 7-5, respectively. The radius of the lower interface is the same as the No. 1 control oil return line 7-8 and the outlet radius of the No. 1 control oil return line 7-5, respectively. The outlet radius of the oil return line 7-7 and the inlet radius of the No. 2 oil inlet line 7-6 are the same. Furthermore, the distance between the upper end interface of the semi-circular passage 7-9 on both sides of the No. 1 dual-pass valve stem 7-4 and the inlet of the No. 1 oil inlet line 7-5 and the outlet of the No. 2 control oil return line 7-8, and the distance between the lower end interface of the semi-circular passage 7-9 on both sides of the dual-pass valve stem 7-4 and the inlet of the No. 2 oil inlet line 7-6 and the outlet of the No. 1 control oil return line 7-7, are the same. In other words, the semi-circular passage 7-9 on both sides of the dual-pass valve stem can simultaneously connect and disconnect the No. 1 oil inlet line 7-5 and the No. 2 oil inlet line 7-6, and the No. 1 control oil return line 7-7 and the No. 2 control oil return line 7-8. This ensures that at the end of the injection, the diesel needle valve can build up pressure in the control oil chamber while simultaneously cutting off the oil supply to the diesel pressure chamber, allowing the diesel needle valve to set quickly and ensuring a tight fit between the No. 1 dual-pass valve stem 7-4 and the injector body.

[0044] Figure 3This is a schematic diagram of the super hysteresis electromagnetic control needle valve limiting module, mainly including a magnetic yoke 8-1, main and auxiliary magnetic poles 8-2, hysteresis seat 8-3, piston 8-4, intermediate cavity 8-5, needle valve limiting block 8-6, intermediate cavity oil passage 8-7, lubricating oil passage 8-8, one-way lubricating oil inlet 8-9, a coil 8-10 wound in the main and auxiliary magnetic poles 8-2, and super hysteresis material 8-11 placed in the through hole of the main and auxiliary magnetic poles 8-2. Both piston 8-4 and needle valve limiting block 8-6 are... Below the super hysteresis material 8-11, the intermediate cavity 8-5 is located between the piston 8-4 and the needle valve limiting block 8-6. Below the needle valve limiting block 8-6, there is a needle valve limiting block return spring 8-12. The area of ​​the upper surface of the needle valve limiting block 8-6 is much larger than the area of ​​the equivalent surface of the lower end of the needle valve that bears the upward hydraulic force. Diesel fuel can enter the intermediate cavity oil passage 8-7 and the lubricating oil passage 8-8 from the one-way lubricating oil inlet 8-9. There is a one-way valve 8-13 in the intermediate cavity oil passage.

[0045] Figure 4 This is a schematic diagram of the diesel nozzle structure, which mainly includes a diesel needle valve 9-1, a diesel control oil inlet pipe 9-2, a diesel needle valve control oil chamber 9-3, a diesel needle valve return spring 9-4, a diesel pressure chamber 9-5, a diesel injection hole 9-6, and an intermediate block 9-7. The diesel needle valve 9-1 has an annular cavity in the middle. The space formed by the annular cavity and the lower surface of the intermediate block 9-7 is the diesel needle valve control oil chamber 9-3. The diesel control oil inlet pipe 9-2, the control oil chamber 9-3, and the No. 1 control oil return pipe 7-7 are in a connected state. The diesel needle valve return spring 9-4 is located above the shoulder of the diesel needle valve 9-1.

[0046] Figure 5This is a schematic diagram of a two-stage booster module, mainly including a solenoid valve 10-1, armature 10-2 (number 2), an inner control valve stem 10-3, an outer control valve block 10-4, a control valve block seat 10-5, and a dual booster piston 10-6. Armature 10-2 is fixed to the top of the inner control valve stem 10-3. A return spring 10-7 for armature 10-2 is located above armature 10-2. A through hole 10-8 is located at the bottom of the inner control valve stem 10-3. First-stage booster oil... The return oil circuit 10-9 and the main booster oil return oil circuit 10-10 are separated by the inner control valve stem 10-3. When the solenoid valve 10-1 is not energized, they can be connected through the through hole 10-8 on the inner control valve stem. The outer control valve block 10-4 is a hollow structure that fits onto the inner control valve stem 10-3. The mating positions between the interior of the outer control valve block 10-4 and the exterior of the inner control valve stem 10-3, as well as the positions between the outer control valve block 10-4 and the control valve block seat 10-5, are described. Sealing surfaces are provided between the upper and lower contact surfaces. The booster oil inlet 10-11, the first-stage booster oil chamber 10-12, and the first-stage booster oil return line 10-9 are connected. The upper space of the external control valve block 10-4 is connected to the second-stage booster oil return line 10-13 and the main booster oil return line 10-10. A check valve 10-14 is provided between the second-stage booster oil return line 10-13 and the main booster oil return line 10-10 to prevent the main booster oil from entering the chamber. Oil in the return oil circuit 10-10 enters the secondary booster oil chamber 10-15, interfering with the precise control of the two-stage booster module. The secondary booster oil chamber 10-15 is connected to the secondary booster oil inlet circuit 10-16. The dual booster piston 10-6 is located below the inner control valve stem 10-3. The booster piston return spring 10-17 is located below the protrusion in the middle of the dual booster piston 10-6. The booster oil can be selected from high-pressure diesel or carbon-free and low-carbon fuels such as ammonia.

[0047] Figure 6 The diagram shows the structure of the No. 2 injection-control pipeline coordinated control module. It mainly consists of a solenoid valve 13-1, an armature 13-2, a dual-passage valve stem 13-3, a low-carbon fuel inlet pipeline 13-4, a low-carbon fuel inlet pipeline 13-5, a control oil return pipeline 13-6, a control oil return pipeline 13-7, an armature return spring 13-9, and a limit block 13-10. The lower part of the dual-passage valve stem also has two semi-circular passages 13-8. The function and structure of the No. 2 injection-control pipeline coordinated control module are similar to those of the No. 1 injection-control pipeline coordinated control module, so they will not be described in detail.

[0048] Figure 7 This is a schematic diagram of the low-carbon fuel nozzle structure, which mainly includes the No. 2 control oil inlet pipeline 14-1, the low-carbon fuel needle valve control chamber 14-2, the low-carbon fuel needle valve 14-3, the low-carbon fuel needle valve reset spring 14-4, the low-carbon fuel pressure chamber 14-5, and the low-carbon fuel nozzle 14-6. The low-carbon fuel nozzle 14-6 is a double-layered structure, with each layer containing 6 nozzles.

[0049] This invention discloses a dual-fuel injector with variable injection patterns, enabling independent control of diesel and low-carbon fuel injection. Diesel injection section A can achieve two basic modes: low-flow injection and high-flow injection. Low-carbon fuel injection section B can achieve three basic modes: base pressure injection, low-boost injection, and high-boost injection. Furthermore, the basic injection modes of diesel injection section A and low-carbon fuel injection section B can be combined to achieve various advanced injection strategies. The working process of these basic injection modes is as follows:

[0050] During the injection preparation phase, the solenoid valves of both the No. 1 injection-control pipeline coordinated control module 7 and the No. 2 injection-control pipeline coordinated control module 13 are de-energized. The No. 1 dual-passage valve stem 7-4 and the No. 2 dual-passage valve stem 13-3 are seated, cutting off the inlet and outlet oil passages of diesel injection section A and low-carbon fuel injection section B. No fuel flows into the diesel pressure chamber 9-5 and the low-carbon fuel pressure chamber 14-5. Pressure is built up in the diesel needle valve control chamber 9-3 and the low-carbon fuel needle valve control chamber 14-2. Under the action of the elastic force of the diesel needle valve return spring 9-4 and the diesel liquid pressure in the diesel needle valve control chamber 9-3, the diesel needle valve 9-1 is seated. Under the action of the elastic force of the low-carbon fuel needle valve return spring 14-4 and the low-carbon fuel liquid pressure in the low-carbon fuel needle valve control chamber 14-2, the low-carbon fuel needle valve 14-3 is seated, and no injection is performed.

[0051] When diesel injection section A uses low-flow injection, the super hysteresis electromagnetic control needle valve limit module 8 is energized, the super hysteresis material 8-11 elongates, and the hysteresis seat 8-3 presses the piston 8-4 downward, causing the pressure in the intermediate cavity 8-5 formed by the piston 8-4 and the needle valve limit block 8-6 to increase. This causes the needle valve limit block 8-6 to overcome the elastic force of the reset needle valve limit block spring 8-12 and move downward, reducing the maximum lift of the diesel needle valve 9-1. When the No. 1 injection-control pipeline coordinated control module 7 is energized, the No. 1 armature 7-2, under the action of electromagnetic force, drives the No. 1 dual-passage valve stem 7-4 to move upward until it contacts the limit block 7-10. At this point, the No. 1 dual-passage valve stem 7-4 stops moving. Simultaneously, the semi-circular passages 7-9 on both sides of the lower end of the No. 1 dual-passage valve stem 7-4 connect the No. 1 oil inlet pipeline 7-5 and the No. 2 oil inlet pipeline 7-6, and the No. 1 control oil return pipeline 7-7 and the No. 2 control oil return pipeline 7-8. Diesel fuel in the diesel accumulator chamber 2 flows into the diesel pressure chamber 9-5 through the No. 1 oil inlet pipeline 7-5 and the No. 2 oil inlet pipeline 7-6. Control oil in the diesel needle valve control oil chamber 9-3 flows back to the fuel tank through the No. 1 control oil return pipeline 7-7 and the No. 2 control oil return pipeline 7-8. When the combined force of the pressure in the control chamber 9-3 of the diesel needle valve and the elastic force of the return spring 9-4 is less than the upward hydraulic pressure in the diesel pressure chamber 9-5, the diesel needle valve 9-1 rises until its upper surface contacts the lower surface of the needle valve limiting block 8-6. Because the area of ​​the upper surface of the needle valve limiting block 8-6 is much larger than the area of ​​the equivalent surface of the lower end of the diesel needle valve 9-1 that bears the upward hydraulic force, the hydraulic pressure applied to the upper surface of the needle valve limiting block 8-6 is also much greater than the upward hydraulic pressure in the diesel pressure chamber 9-5 that the lower end of the diesel needle valve 9-1 receives. Therefore, the diesel needle valve 9-1 stops moving at this time, and the injection channel opens. Because the needle valve limiting block 8-6 moves the maximum distance downward, the flow area at the diesel nozzle is the smallest at this time, resulting in a small flow rate injection. When injection ends, the No. 1 injection-control pipeline coordinated control module 7 is de-energized. Under the action of the No. 1 armature 7-2 return spring 7-3, the No. 1 dual-passage valve stem 7-4 moves downward, simultaneously cutting off the No. 1 oil inlet pipeline 7-5 and the No. 2 oil inlet pipeline 7-6, the No. 1 control oil return pipeline 7-7 and the No. 2 control oil return pipeline 7-8. No more fuel flows into the diesel pressure chamber 9-5, and the pressure decreases rapidly. Meanwhile, the diesel needle valve control oil chamber 9-3 gradually builds up pressure. When the pressure in the diesel needle valve control oil chamber 9-3 and the elastic force of the diesel needle valve return spring 9-4 are greater than the hydraulic pressure exerted by the fuel in the diesel pressure chamber 9-5 on the diesel needle valve 9-1, the diesel needle valve 9-1 reseats, and diesel injection ends.

[0052] When diesel injection section A uses high-flow injection, the super hysteresis electromagnetic control needle valve limit module 8 is not energized, the piston 8-4 remains stationary, and the needle valve limit block 8-6 is at its highest position under the action of the needle valve limit block return spring 8-12. At this time, the distance between the diesel needle valve 9-1 and the needle valve limit block 8-6 is at its maximum. The No. 1 injection-control pipeline coordination control module 7 is energized, and the No. 1 armature 7-2 is driven by electromagnetic force to move the No. 1 dual-passage valve stem 7-4 upward until it contacts the limit block 7-10. The No. 1 dual-passage valve stem 7-4 then stops moving. At this time, the semi-circular passages 7-9 on both sides of the lower end of the No. 1 dual-passage valve stem 7-4 simultaneously connect the No. 1 oil inlet pipeline 7-5 and the No. 2 oil inlet pipeline 7-6, and the No. 1 control oil return pipeline 7-7 and the No. 2 control oil return pipeline 7-6. Diesel fuel in diesel accumulator chamber 2 flows into diesel pressure chamber 9-5 via inlet lines 1 (7-5) and 2 (7-6). Control oil in diesel needle valve control chamber 9-3 flows back to the fuel tank via return lines 1 (7-7) and 2 (7-8). When the combined force of the pressure in control chamber 9-3 and the spring force of the return spring 9-4 is less than the upward hydraulic pressure in diesel pressure chamber 9-5, diesel needle valve 9-1 rises until its upper surface contacts the lower surface of the valve limit block 8-6. At this point, the injection channel opens, and the needle valve 9-1 reaches its maximum lift, maximizing the flow area at the nozzle for high-flow injection. Upon completion of injection, the No. 1 injection-control line coordination control module 7 is de-energized, and diesel needle valve 9-1 returns to its seat, ending the diesel injection process.

[0053] When the low-carbon fuel injection section B uses base pressure injection, the two-stage booster module 10 is not energized, the No. 2 armature 10-2 is seated, the first-stage booster oil return line 10-9 and the main booster oil return line 10-10 are connected through the through hole 10-8 on the inner control valve stem, the outer control valve block 10-4 is seated on the lower contact surface of the control valve block seat 10-5, forming a sealed cavity between them, the first-stage booster oil return line 10-9 and the second-stage booster oil inlet line 10-16 are not connected, the second-stage booster oil return line 10-13 is connected to the main return line 10-10, the first-stage booster oil chamber 10-12 and the second-stage booster oil chamber 10-15 are not pressurized, and the dual booster piston 10-6 does not have a boosting effect. When the No. 2 injection-control pipeline coordinated control module 13 is energized, the No. 3 armature 13-2 is driven by electromagnetic force to move the No. 2 dual-passage valve stem 13-3 upward until it contacts the limit block 13-10. At this time, the semi-circular passages 13-8 on both sides of the dual-passage valve stem 13-3 simultaneously connect the No. 1 low-carbon fuel inlet pipeline 13-4 and the No. 2 low-carbon fuel inlet pipeline 13-5, the No. 3 control oil return pipeline 13-6 and the No. 4 control oil return pipeline 13-7. The low-carbon fuel, which has been fully heat-exchanged with the heating liquid in the heat management chamber 4, flows out from the low-carbon fuel accumulator chamber. 12. The fuel flows into the low-carbon fuel pressure chamber 14-5 through the No. 1 low-carbon fuel inlet pipe 13-4 and the No. 2 low-carbon fuel inlet pipe 13-5. The control oil in the low-carbon fuel needle valve control chamber 14-2 flows back to the fuel tank through the No. 3 control oil return pipe 13-6 and the No. 4 control oil return pipe 13-7. When the combined force formed by the pressure in the low-carbon fuel needle valve control chamber 14-2 and the elastic force of the low-carbon fuel needle valve return spring 14-4 is less than the hydraulic pressure of the fuel in the pressure chamber 14-5 to the low-carbon fuel needle valve 14-3, the low-carbon fuel needle valve 14-3 is lifted upward and injection begins. When injection ends, the No. 2 injection-control pipeline coordinated control module 13 is de-energized, the No. 3 armature 13-2 sits down, driving the dual-passage valve stem 13-3 to move downwards. Low-carbon fuel no longer flows into the low-carbon fuel pressure chamber 14-5, the pressure decreases rapidly, and pressure gradually builds up in the low-carbon fuel needle valve control chamber 14-2. When the pressure in the low-carbon fuel needle valve control chamber 14-2 and the elastic force of the low-carbon fuel needle valve return spring 14-4 are greater than the upward hydraulic pressure in the low-carbon fuel pressure chamber 14-5, the low-carbon fuel needle valve 14-3 sits down again, and injection ends.

[0054] When the low-carbon fuel injection section B uses low-pressure injection, the two-stage booster module 10 is at a low potential. The No. 2 armature 10-2, under electromagnetic force, drives the inner control valve stem 10-3 upwards, thus disconnecting the connection between the first-stage booster oil return circuit 10-9 and the main booster oil return circuit 10-10. Meanwhile, the outer control valve block 10-4 remains seated on the lower contact surface of the control valve block seat 10-5, forming a sealed cavity. The first-stage booster oil return circuit 10-9 and the second-stage booster oil inlet circuit 10-6 are not connected, while the second-stage booster oil return circuit 10-13 is connected to the main return circuit 10-10. At this time, the second-stage booster oil chamber 10-15 still cannot build pressure, while the first-stage booster oil chamber 10-12 begins to build pressure. The dual-boost piston 10-6 moves downwards, increasing the pressure in the low-carbon fuel accumulator chamber 12 until the pressure in the low-carbon fuel accumulator chamber 12 reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston 10-6 With the added force of the dual-pressure piston return spring 10-17 Equal to the pressure of the booster oil in the first-stage booster oil chamber 10-12 Multiplied by the area it acts on the twin-charged piston 10-6 When the dual-boost piston 10-6 stops moving, that is... When the No. 2 injection-control pipeline co-control module 13 is powered on, the low-carbon fuel needle valve 14-3 is raised, and low-carbon fuel is injected at low pressure. When the injection ends, the two-stage boost module 10 is de-energized, the No. 2 injection-control pipeline co-control module 13 is de-energized, the low-carbon fuel needle valve 14-3 is seated, and the injection ends.

[0055] When the low-carbon fuel injection section B uses high-pressure injection, the two-stage booster module 10 is at a high potential. The No. 2 armature 10-2, under electromagnetic force, drives the inner control valve rod 10-3 upwards, further driving the outer control valve block 10-4 upwards. This disconnects the first-stage booster oil return line 10-9 from the main booster oil return line 10-10, causing the first-stage booster oil chamber 10-12 to begin pressurization. Simultaneously, the second-stage booster oil inlet line 10-16 connects to the first-stage booster oil return line 10-9, disconnecting from the upper space of the outer control valve block 10-4, allowing the second-stage booster oil chamber 10-15 to begin pressurization. The dual-boost piston 10-6 moves downwards, increasing the pressure in the low-carbon fuel accumulator chamber 12 until the pressure in the low-carbon fuel accumulator chamber 12 reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston 10-6 With the added force of the dual-pressure piston return spring 10-17 equal to the pressure of the booster oil in the booster oil chamber Multiplied by the area it acts on the twin-charged piston 10-6 When the dual-boost piston stops moving, that is... When the No. 2 injection-control pipeline co-control module 13 is powered on, the low-carbon fuel needle valve 14-3 is raised, and the low-carbon fuel is injected at high pressure. When the injection ends, the two-stage boost module 10 is de-energized, the No. 2 injection-control pipeline co-control module 13 is de-energized, the low-carbon fuel needle valve 14-3 is seated, and the injection ends.

[0056] As described above, this invention uses a super hysteresis electromagnetic control needle valve limiting module 8 and a two-stage booster module 10 to control the flow area of ​​diesel fuel and the pressure of low-carbon fuel, thereby flexibly controlling the injection patterns of diesel and low-carbon fuel respectively. By combining the thermal management chamber 4 and the low-carbon fuel accumulator chamber 12, sufficient heat exchange is achieved with the low-carbon fuel. The phase state of the low-carbon fuel is controlled by adjusting the temperature of the heating fluid in the thermal management chamber 4 and the pressure of the low-carbon fuel in the low-carbon fuel accumulator chamber 12, enabling the injector to inject supercritical low-carbon fuel. This accelerates the atomization of the low-carbon fuel in the cylinder and overcomes the disadvantage of low engine efficiency due to excessive latent heat of vaporization of the low-carbon fuel. Simultaneously, an injection-control pipeline coordinated control module is designed to ensure a clean fuel cut-off at the end of fuel supply and prevent secondary opening of the needle valve.

Claims

1. A dual-fuel injector with variable injection pattern, characterized in that: It includes a diesel injection section (A) and a low-carbon fuel injection section (B). The diesel injection section (A) and the low-carbon fuel injection section (B) share a fastening cap (15), a pressure accumulator wall, and a thermal management chamber wall. The fastening cap (15), the pressure accumulator wall, and the thermal management chamber wall are arranged from top to bottom. The diesel injection section (A) also includes a No. 1 injection control pipeline collaborative control module (7), a super hysteresis electromagnetic control needle valve limit module (8), and a diesel nozzle section (9), arranged from top to bottom. The low-carbon fuel injection section (B) also includes a two-stage booster module (10), a No. 2 injection control pipeline collaborative control module (13), and a low-carbon fuel nozzle section (14). The pressure accumulator wall and the heat management chamber wall are provided with a diesel pressure accumulator (2), the heat management chamber wall is provided with a heat management chamber (4) and a low-carbon fuel pressure accumulator (12), and the heat management chamber inlet (5) and heat management chamber outlet (6) are respectively provided on the side of the heat management chamber wall. The No. 1 injection control pipeline coordinated control module (7) includes a coordinated upper module, a coordinated lower module, a first solenoid valve (7-1), a No. 1 armature (7-2), and a No. 1 dual-pass valve stem (7-4). The first solenoid valve (7-1) is installed in the coordinated upper module, and the No. 1 dual-pass valve stem (7-4) is installed in the coordinated lower module. The No. 1 armature is fixed to the top of the No. 1 dual-pass valve stem (7-4). The No. 1 armature return spring (7-3) is installed in the first solenoid valve (7-1). The No. 1 armature return spring (7-3) is located above the No. 1 armature (7-2). The coordinated upper module and the coordinated lower module are equipped with... No. 1 oil inlet pipe (7-5) is connected to the diesel accumulator chamber (2). In the lower module, No. 1 control oil return pipe (7-7), No. 2 control oil return pipe (7-8), and No. 2 oil inlet pipe (7-6) are respectively set. No. 1 dual-pass valve stem (7-4) has a structure that is thinner at the top and thicker at the bottom. The first half-loop passage (7-9) is provided on both sides of the lower part. The first half-loop passage (7-9) cooperates with No. 1 oil inlet pipe (7-5), No. 2 oil inlet pipe (7-6), No. 1 control oil return pipe (7-7), and No. 2 control oil return pipe (7-8). The super hysteresis electromagnetic control needle valve limiting module (8) includes a super hysteresis upper module, a super hysteresis lower module, main and auxiliary magnetic poles (8-2), super hysteresis material (8-11), magnetic yoke (8-1), hysteresis seat (8-3), piston (8-4), and needle valve limiting block (8-6). The super hysteresis upper module is located above the super hysteresis lower module. The main and auxiliary magnetic poles (8-2) are installed in the super hysteresis upper module. The super hysteresis material (8-11) is set in the main and auxiliary magnetic poles (8-2). The magnetic yoke (8-1) and hysteresis seat (8-3) are respectively set at the upper and lower ends of the super hysteresis material (8-11). A needle valve limiting block (8-6) is set below the hysteresis seat (8-3). A needle valve limiting reset spring (8-12) is sleeved on the lower part of the needle valve limiting block (8-6). An intermediate cavity (8-5) is formed between the needle valve limiting block (8-6) and the hysteresis seat (8-3). A one-way lubrication port inlet (8-9), a lubrication oil circuit (8-8), an intermediate cavity oil circuit (8-7), and a No. 1 one-way control oil inlet (17) are respectively set in the super hysteresis upper module. The one-way lubrication port inlet (8-9) is connected to the lubrication oil circuit (8-8), and the intermediate cavity (8-5) is connected to the intermediate cavity oil circuit (8-7). The diesel nozzle part (9) includes a diesel needle valve (9-1) and an intermediate block (9-7). A diesel needle valve return spring (9-4) is fitted on the upper part of the diesel needle valve (9-1). The middle part of the diesel needle valve (9-1) passes through the intermediate block (9-7). A diesel control oil inlet pipe (9-2) is provided in the intermediate block (9-7). The middle part of the diesel needle valve (9-1) and the lower part of the intermediate block (9-7) form a diesel needle valve control oil chamber (9-3). The diesel needle valve control oil chamber (9-3) is connected to the No. 1 one-way control oil inlet and the No. 1 control oil return pipe (7-7). The diesel needle valve (9-1) and its exterior form a diesel pressure chamber. A diesel injection hole (9-6) is provided below the bottom of the diesel needle valve (9-1). The diesel pressure chamber is connected to the diesel injection hole (9-6) and the No. 2 inlet pipe (7-6) respectively. The two-stage booster module (10) includes a second solenoid valve (10-1), a piston upper module, a double booster piston (10-6), an armature No. 2 (10-2), an inner control valve stem (10-3), and an outer control valve block (10-4). The second solenoid valve (10-1) is installed in the fastening cap (15). The armature No. 2 return spring (10-7) is installed in the second solenoid valve (10-1). The armature No. 2 (10-2) is fixed on the top of the inner control valve stem (10-3). The outer control valve block (10-4) is sleeved on the outside of the inner control valve stem (10-3). The armature No. 2 is located below the armature No. 2 return spring. The double booster piston (10-6) is installed below the piston upper module. The booster piston (10-6) is sleeved with a booster piston return spring (10-17). The piston module is equipped with a main booster oil return line (10-10), a first-stage booster oil return line (10-9), a second-stage booster oil return line, a booster oil inlet (10-11), and a second-stage booster oil inlet line (10-16). The dual-boost piston (10-6) and the piston module respectively form a first-stage booster oil chamber (10-12) and a second-stage booster oil chamber (10-15). A through-hole (10-8) is provided in the internal control valve stem (10-3). The main booster oil return line (10-10) and the first-stage booster oil return line (10-9) are connected or disconnected from the through-hole (10-8). The first-stage booster oil chamber (10-12) is divided into... The primary booster oil return line (10-9) and booster oil inlet (10-11) are connected. The secondary booster oil inlet line (10-16) is connected to the secondary booster oil chamber (10-15). The upper space of the external control valve block (10-4) is connected to the secondary booster oil return line and the main booster oil return line (10-10). A check valve (10-14) is provided between the secondary booster oil return line and the main booster oil return line (10-10). Sealing surfaces are provided between the internal part of the external control valve block (10-4) and the external part of the internal control valve rod (10-3), as well as between the upper and lower contact surfaces of the external control valve block (10-4) and the piston module. The No. 2 injection control pipeline collaborative control module (13) shares the upper collaborative module and the lower collaborative module with the No. 1 injection control pipeline collaborative control module (7). The No. 2 injection control pipeline collaborative control module (13) also includes a third solenoid valve (13-1), a No. 3 armature (13-2), and a No. 2 dual-pass valve stem (13-3). The third solenoid valve (13-1) is installed in the upper collaborative module, and the No. 3 armature return spring (13-9) is installed in the third solenoid valve (13-1). The No. 2 dual-pass valve stem (13-3) is installed in the lower collaborative module, and the No. 3 armature (13-2) is fixed on the top of the No. 2 dual-pass valve stem (13-3). The position spring (13-9) is located above the No. 2 dual-passage valve stem (13-3). The lower two sides of the No. 2 dual-passage valve stem are provided with a second semi-circular passage (13-8). The No. 1 low-carbon fuel inlet line (13-4) is set in the upper module, and the No. 2 low-carbon fuel inlet line (13-5), the No. 3 control oil return line (13-6), and the No. 4 control oil return line (13-7) are set in the lower module. The second semi-circular passage (13-8) cooperates with the No. 1 low-carbon fuel inlet line (13-4), the No. 2 low-carbon fuel inlet line (13-5), the No. 3 control oil return line (13-6), and the No. 4 control oil return line (13-7).

2. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The low-carbon fuel nozzle section (14) and the diesel nozzle section (9) share a common intermediate block (9-7). The low-carbon fuel nozzle section (14) also includes a low-carbon fuel needle valve (14-3), a control chamber valve block, and a raised valve block. The control chamber valve block, the raised valve, and the intermediate block (9-7) are arranged sequentially from top to bottom. The middle part of the low-carbon fuel needle valve (14-3) passes through the intermediate block (9-7). A raised part is provided on the upper part of the low-carbon fuel needle valve (14-3). The raised part is located in the raised valve block. A low-carbon fuel needle valve return spring (14-3) is sleeved on the outside of the low-carbon fuel needle valve (14-3) above the raised part. -4), a low-carbon fuel needle valve control chamber (14-2) is set in the control chamber valve block. The lower part of the low-carbon fuel needle valve (14-3) and its outside form a low-carbon fuel pressure chamber (14-5). A low-carbon fuel nozzle (14-6) is set below the bottom of the low-carbon fuel needle valve (14-3). The low-carbon fuel pressure chamber (14-5) is connected to the No. 2 low-carbon fuel inlet pipeline (13-5) and the low-carbon fuel nozzle (14-6) respectively. The low-carbon fuel needle valve control chamber (14-2) is connected to the No. 2 control oil inlet pipeline (14-1) and the No. 3 control oil return pipeline (13-6) respectively.

3. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The radius of the upper interface of the first semi-circular passage (7-9) is consistent with the inlet radius of the No. 2 control oil return line (7-8) and the outlet radius of the No. 1 inlet line (7-5), respectively. The radius of the lower interface is consistent with the outlet radius of the No. 1 control oil return line (7-7) and the inlet radius of the No. 2 inlet line (7-6), respectively. The distance between the upper interface of the first semi-circular passage (7-9) and the inlet of the No. 1 inlet line (7-5) and the outlet of the No. 2 control oil return line (7-8) is consistent with the distance between the lower interface of the first semi-circular passage (7-9) and the inlet of the No. 2 inlet line (7-6) and the outlet of the No. 1 control oil return line (7-7).

4. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: in During the injection preparation stage, the solenoid valves of the No. 1 injection control pipeline co-control module (7) and the No. 2 injection control pipeline co-control module (13) are not energized. The No. 1 dual-passage valve stem (7-4) and the No. 2 dual-passage valve stem (13-3) are seated, cutting off the oil inlet and return passages of the diesel injection section (A) and the low-carbon fuel injection section (B). No fuel flows into the diesel pressure chamber (9-5) and the low-carbon fuel pressure chamber (14-5). Pressure is built up in the diesel needle valve control oil chamber (9-3) and the low-carbon fuel needle valve control chamber (14-2). Under the action of the elastic force of the diesel needle valve return spring (9-4) and the diesel liquid pressure in the diesel needle valve control chamber (9-3), the diesel needle valve (9-1) is seated. Under the action of the elastic force of the low-carbon fuel needle valve return spring (14-4) and the low-carbon fuel liquid pressure in the low-carbon fuel needle valve control chamber (14-2), the low-carbon fuel needle valve (14-3) is seated, and no injection is performed.

5. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The diesel injection section (A) uses low-flow injection. The super hysteresis electromagnetic control needle valve limiting module (8) is energized, the super hysteresis material (8-11) elongates, and the hysteresis seat (8-3) presses the piston (8-4) downward, causing the pressure in the intermediate cavity (8-5) formed by the piston (8-4) and the needle valve limiting block (8-6) to increase. This causes the needle valve limiting block (8-6) to overcome the elastic force of the reset needle valve limiting block spring (8-12) and move downward. The No. 1 injection control pipeline co-control module (7) is energized, and the No. 1 armature (7-2) is driven by electromagnetic force to drive the No. 1 dual passage. When the valve stem (7-4) moves upward, the semi-circular passages (7-9) on both sides of the lower end of the No. 1 dual-passage valve stem (7-4) simultaneously connect the No. 1 oil inlet pipe (7-5) and the No. 2 oil inlet pipe (7-6), as well as the No. 1 control oil return pipe (7-7) and the No. 2 control oil return pipe (7-8). The diesel fuel in the diesel accumulator chamber (2) flows into the diesel pressure chamber (9-5) through the No. 1 oil inlet pipe (7-5) and the No. 2 oil inlet pipe (7-6). The control oil in the diesel needle valve control oil chamber (9-3) flows through the No. 1 control oil return pipe (7-7) and the No. 2 control oil return pipe. The fuel flows back into the fuel tank through the pipeline (7-8). When the combined force of the pressure in the diesel needle valve control chamber (9-3) and the elastic force of the diesel needle valve return spring (9-4) is less than the upward hydraulic pressure in the diesel pressure chamber (9-5), the diesel needle valve (9-1) lifts upward until the upper surface of the diesel needle valve (9-1) contacts the lower surface of the needle valve limit block (8-6), the diesel needle valve (9-1) stops moving, and the injection channel opens. When the injection ends, the No. 1 injection control pipeline co-control module (7) is de-energized, and the No. 1 armature (7-2) is in the No. 1 armature return spring (7-8). 3) Drives the No. 1 dual-pass valve stem (7-4) downward, and at the same time cuts off the No. 1 oil inlet pipe (7-5) and the No. 2 oil inlet pipe (7-6), the No. 1 control oil return pipe (7-7) and the No. 2 control oil return pipe (7-8). No more fuel flows into the diesel pressure chamber (9-5). When the pressure in the diesel needle valve control oil chamber (9-3) and the elastic force of the diesel needle valve reset spring (9-4) are greater than the hydraulic pressure of the fuel in the diesel pressure chamber (9-5) to the diesel needle valve (9-1) upward, the diesel needle valve (9-1) will sit down again and the diesel injection will end.

6. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The diesel injection section (A) adopts high-flow injection. The super hysteresis electromagnetic control needle valve limit module (8) is not energized, the piston (8-4) is stationary, and the needle valve limit block (8-6) is in the highest position under the action of the needle valve limit block reset spring (8-12). The No. 1 injection control pipeline coordination control module (7) is energized, and the No. 1 armature (7-2) is driven by electromagnetic force to move the No. 1 dual-pass valve stem (7-4) upward. The first half-loop passage (7-9) at the lower end of the No. 1 dual-pass valve stem (7-4) is simultaneously connected to the No. 1 oil inlet pipeline (7-5) and the No. 2 oil inlet pipeline (7-6), the No. 1 control oil return pipeline (7-7) and the No. 2 control oil return pipeline (7-8), and the diesel accumulator chamber (2) is in Diesel fuel flows into the diesel pressure chamber (9-5) through the No. 1 inlet pipe (7-5) and the No. 2 inlet pipe (7-6). The control oil in the diesel needle valve control oil chamber (9-3) flows back to the fuel tank through the No. 1 control oil return pipe (7-7) and the No. 2 control oil return pipe (7-8). When the combined force formed by the pressure in the diesel needle valve control oil chamber (9-3) and the elastic force of the diesel needle valve reset spring (9-4) is less than the upward hydraulic pressure in the diesel pressure chamber (9-5), the diesel needle valve (9-1) is lifted upward, the injection channel is opened, and a large flow injection is performed. When the injection ends, the No. 1 injection control pipe co-control module (7) is de-energized, the diesel needle valve (9-1) is repositioned, and the diesel injection ends.

7. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The low-carbon fuel injection section (B) uses base pressure injection. The two-stage booster module (10) is not energized. The No. 2 armature (10-2) is seated. The first-stage booster oil return line (10-9) and the main booster oil return line (10-10) are connected through the through hole (10-8) on the inner control valve stem. The outer control valve block (10-4) is seated on the lower contact surface of the control valve block seat (10-5), forming a sealed cavity. The first-stage booster oil return line (10-9) and the second-stage booster oil inlet line (10-16) are not connected. The second-stage booster oil return line (10-13) is connected to the main return line (10-10). Interconnected, the first-stage booster oil chamber (10-12) and the second-stage booster oil chamber (10-15) are not pressurized; the No. 2 injection control pipeline co-control module (13) is energized, and the No. 3 armature (13-2) is driven by electromagnetic force to move the No. 2 dual-passage valve stem (13-3) upward. The second half-loop passage (13-8) of the No. 2 dual-passage valve stem (13-3) is simultaneously connected to the No. 1 low-carbon fuel inlet pipeline (13-4) and the No. 2 low-carbon fuel inlet pipeline (13-5), the No. 3 control oil return pipeline (13-6) and the No. 4 control oil return pipeline (13-7), and the heating in the heat management chamber (4). The low-carbon fuel, after liquid heat exchange, flows from the low-carbon fuel accumulator (12) through the No. 1 low-carbon fuel inlet pipe (13-4) and the No. 2 low-carbon fuel inlet pipe (13-5) into the low-carbon fuel pressure chamber (14-5). The control oil in the low-carbon fuel needle valve control chamber (14-2) flows back to the oil tank through the No. 3 control oil return pipe (13-6) and the No. 4 control oil return pipe (13-7). When the combined force formed by the pressure in the low-carbon fuel needle valve control chamber (14-2) and the elastic force of the low-carbon fuel needle valve return spring (14-4) is less than the fuel supply to the low-carbon fuel needle valve (14-5) in the pressure chamber (14-5), the low-carbon fuel fuel pressure chamber (14-5) is released into the low-carbon fuel needle valve (14-5). 3) When the hydraulic pressure is upward, the low-carbon fuel needle valve (14-3) is raised and injection begins; when injection ends, the No. 2 injection control pipeline co-control module (13) is de-energized, the No. 3 armature (13-2) is seated, and the No. 2 dual-passage valve stem (13-3) moves downward, and no more low-carbon fuel flows into the low-carbon fuel pressure chamber (14-5). When the pressure in the low-carbon fuel needle valve control chamber (14-2) and the elastic force of the low-carbon fuel needle valve reset spring (14-4) are greater than the upward hydraulic pressure in the low-carbon fuel pressure chamber (14-5), the low-carbon fuel needle valve (14-3) is seated again, and injection ends.

8. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The low-carbon fuel injection section (B) adopts low-pressure injection. The two-stage booster module (10) is connected to a low potential. The No. 2 armature (10-2) is driven by electromagnetic force to move the inner control valve rod (10-3) upward, thereby disconnecting the connection between the first-stage booster oil return line (10-9) and the main booster oil return line (10-10). The outer control valve block (10-4) sits on the lower contact surface of the control valve block seat (10-5), forming a sealed cavity. The first-stage booster oil return line (10-9) and the second-stage booster oil inlet line (10-16) are not connected. The second-stage booster oil return line (10-13) is connected to the main return line (10-10). The first-stage booster oil chamber (10-12) begins to build pressure. The dual booster piston (10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (12) increases until the pressure in the low-carbon fuel accumulator chamber (12) increases. Multiply by the area of ​​the lower surface of the twin-boost piston (10⁻⁶). With the added elasticity of the dual-pressure piston return spring (10-17) Equal to the pressure of the booster oil in the first-stage booster oil chamber (10-12) Multiply by the area it acts on the twin-charged piston (10⁻⁶). At that time, the dual-pressure piston (10-6) stops moving, that is... When the No. 2 injection control pipeline co-control module (13) is powered on, the low-carbon fuel needle valve (14-3) is raised, and the low-carbon fuel is injected at low pressure. When the injection ends, the two-stage boost module (10) is powered off, the No. 2 injection control pipeline co-control module (13) is powered off, the low-carbon fuel needle valve (14-3) is seated, and the injection ends.

9. A dual-fuel injector with variable injection pattern according to claim 1, characterized in that: The low-carbon fuel injection section (B) adopts high-pressure injection. The two-stage booster module (10) is connected to a high potential. The No. 2 armature (10-2) is driven by electromagnetic force to move the inner control valve rod (10-3) upward and further drive the outer control valve block (10-4) upward, cutting off the connection between the first-stage booster oil return line (10-9) and the main booster oil return line (10-10). The first-stage booster oil chamber (10-12) begins to build pressure, and the second-stage booster oil inlet line (10-16) is connected to the first-stage booster oil return line (10-9) and disconnected from the upper space of the outer control valve block (10-4). The second-stage booster oil chamber (10-15) begins to build pressure. The dual booster piston (10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (12) increases until the pressure in the low-carbon fuel accumulator chamber (12) increases. Multiply by the area of ​​the lower surface of the twin-boost piston (10⁻⁶). With the added elasticity of the dual-pressure piston return spring (10-17) equal to the pressure of the booster oil in the booster oil chamber Multiply by the area it acts on the twin-charged piston (10⁻⁶). At that time, the dual-pressure piston (10-6) stops moving, that is... When the No. 2 injection control pipeline co-control module (13) is powered on, the low-carbon fuel needle valve (14-3) is raised, and the low-carbon fuel is injected at high pressure. When the injection ends, the two-stage boost module (10) is powered off, the No. 2 injection-control pipeline co-control module (13) is powered off, the low-carbon fuel needle valve (14-3) is seated, and the injection ends.

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