A dual fuel engine based on variable injection law injectors and a combustion control method

Abstract

The application aims to provide a dual-fuel engine based on a variable injection law injector and a combustion control method, belonging to the field of dual-fuel engine combustion. One injector is installed on the engine cylinder head, the injector comprises a diesel injection module and a second fuel injection module capable of realizing variable injection law to inject low-carbon or zero-carbon fuel, and the two injection modules play a role of directly injecting dual fuel into the combustion chamber. According to the operation condition requirement of the engine, through the second fuel injection module, the flexible variable injection law of 'base pressure injection, boot-shaped injection, supercharged injection, multiple injection' of low-carbon or zero-carbon fuel is realized, and the distribution of low-carbon or zero-carbon fuel mixture in the combustion chamber is accurately controlled. A small amount of diesel is injected to ignite the mixture in the combustion chamber, and the combustion is actively controlled. A low-carbon, high-efficiency, clean and stable combustion mode in the full working condition range of the engine is realized.

Description

Technical Field

[0001] The present invention relates to an engine and its control method, specifically a dual-fuel engine and its combustion control method. Background Technology

[0002] The widespread use of low-carbon and carbon-free fuels is the most direct technical means to reduce engine carbon emissions, such as green methanol and green ammonia fuels. However, low-carbon and carbon-free fuels usually have lower reactivity, so they are typically used in a dual direct injection system of low-carbon and carbon-free fuel / diesel to increase the substitution rate of low-carbon and carbon-free fuels, which can effectively reduce carbon emissions.

[0003] However, this type of low-carbon and carbon-free fuel has a high latent heat of vaporization. When a large amount of low-carbon and carbon-free fuel is injected into the combustion chamber under high pressure, it instantly lowers the working fluid temperature, resulting in combustion lag or slowdown. Especially under medium and low load conditions, the engine cycle changes more, the thermal efficiency decreases, and the emissions of unburned hydrocarbons increase.

[0004] Current combustion control methods for dual-fuel engines typically employ methods such as increasing the injection interval or reducing the injection pressure to mitigate the combustion inhibition caused by the injection of low-carbon or carbon-free fuels. However, this also leads to a prolonged combustion duration, which is detrimental to improving engine performance. Summary of the Invention

[0005] The purpose of this invention is to provide a dual-fuel engine and combustion control method based on a variable injection pattern injector that can achieve low-carbon, high-efficiency, clean and stable combustion across the entire operating range of a dual-fuel engine.

[0006] The objective of this invention is achieved as follows:

[0007] The present invention provides a dual-fuel engine based on a variable injection pattern injector, characterized in that: it includes a cylinder wall (2), a cylinder head (3), and a piston (1), the cylinder head (3) is installed above the cylinder wall (2), the piston (1) is installed inside the cylinder wall (2), the cylinder wall (2), the cylinder head (3) and the piston (1) form a combustion chamber (6), and an intake valve (4), an exhaust valve (5) and an integrated injector (7) are provided in the cylinder head (3);

[0008] The integrated injector (7) includes a diesel injection module (A) and a second fuel injection module (B). The diesel injection module (A) and the second fuel injection module (B) share a fastening cap (7-15), a pressure accumulator wall (7-19), and a thermal management chamber wall (7-20). The fastening cap (7-15), the pressure accumulator wall (7-19), and the thermal management chamber wall (7-20) are arranged from top to bottom. The diesel injection module (7-A) also includes a No. 1 injection control pipeline coordination control module (7-7), a super hysteresis electromagnetic control needle valve limit module (7-8), and a diesel nozzle section (7-9) arranged from top to bottom. The second fuel injection module (B) also includes a two-stage booster module (7-10), a No. 2 injection control pipeline collaborative control module (7-13), and a low-carbon fuel nozzle section (7-14).

[0009] The accumulator wall (7-19) and the thermal management chamber wall (7-20) are equipped with a diesel accumulator chamber (7-2). The thermal management chamber wall (7-20) is equipped with a thermal management chamber (7-4) and a low-carbon fuel accumulator chamber (7-12). The thermal management chamber wall (7-20) is equipped with a thermal management chamber inlet (7-5) and a thermal management chamber outlet (7-6) on its side.

[0010] The No. 1 injection control pipeline coordinated control module (7-7) includes a coordinated upper module (7-7-11), a coordinated lower module (7-7-12), a first solenoid valve (7-7-1), a No. 1 armature (7-7-2), and a No. 1 dual-pass valve stem (7-7-4). The first solenoid valve (7-7-1) is installed in the coordinated upper module (7-7-11), the No. 1 dual-pass valve stem (7-7-4) is installed in the coordinated lower module (7-7-12), the No. 1 armature is fixed to the top of the No. 1 dual-pass valve stem (7-7-4), and the No. 1 armature return spring (7-7-3) is installed in the first solenoid valve (7-7-1). The No. 1 armature return spring (7-7-3) is located above the No. 1 armature (7-7-2). The coordinated upper module (7-7-11)... The lower module (7-7-12) is equipped with oil inlet line 1 (7-7-5), which is connected to the diesel accumulator chamber (7-2). The lower module (7-7-12) is equipped with oil return line 1 (7-7-7), oil return line 2 (7-7-8), and oil inlet line 2 (7-7-6). The dual-pass valve stem 1 (7-7-4) has a structure that is thinner at the top and thicker at the bottom. The first semi-circular passage (7-7-9) is provided on both sides of the lower part. The first semi-circular passage (7-7-9) cooperates with oil inlet line 1 (7-7-5), oil inlet line 2 (7-7-6), oil return line 1 (7-7-7), and oil return line 2 (7-7-8).

[0011] The dual-fuel engine based on a variable injection pattern injector of the present invention may further include:

[0012] 1. The super hysteresis electromagnetic control needle valve limiting module (7-8) includes a super hysteresis upper module (7-8-14), a super hysteresis lower module (7-8-15), main and auxiliary magnetic poles (7-8-2), super hysteresis material (7-8-11), a magnetic yoke (7-8-1), a hysteresis seat (7-8-3), a second piston (7-8-4), and a needle valve limiting block (7-8-6). The super hysteresis upper module (7-8-14) is located above the super hysteresis lower module (7-8-15). The main and auxiliary magnetic poles (7-8-2) are installed in the super hysteresis upper module (7-8-14). The super hysteresis material (7-8-11) is set in the main and auxiliary magnetic poles (7-8-2). Magnetic yokes (7-8-11) are respectively set at the upper and lower ends of the super hysteresis material (7-8-11). -8-1) and hysteresis seat (7-8-3). A needle valve limiting block (7-8-6) is set below the hysteresis seat (7-8-3). A needle valve limiting reset spring (7-8-12) is sleeved on the lower part of the needle valve limiting block (7-8-6). An intermediate cavity (7-8-5) is formed between the needle valve limiting block (7-8-6) and the hysteresis seat (7-8-3). A one-way lubrication port inlet (7-8-9), a lubrication oil circuit (7-8-8), an intermediate cavity oil circuit (7-8-7), and a No. 1 one-way control oil inlet (7-17) are respectively set in the super hysteresis upper module (7-8-14). The one-way lubrication port inlet (7-8-9) is connected to the lubrication oil circuit (7-8-8), and the intermediate cavity (7-8-5) is connected to the intermediate cavity oil circuit (7-8-7).

[0013] 2. The diesel nozzle section (7-9) includes a diesel needle valve (7-9-1) and an intermediate block (7-9-7). A diesel needle valve return spring (7-9-4) is fitted onto the upper part of the diesel needle valve (7-9-1). The middle part of the diesel needle valve (7-9-1) passes through the intermediate block (7-9-7). A diesel control oil inlet pipe (7-9-2) is installed inside the intermediate block (7-9-7). The middle part of the diesel needle valve (7-9-1) and the intermediate block (7-9-7) are connected... Below the diesel needle valve, a diesel needle valve control oil chamber (7-9-3) is formed. The diesel needle valve control oil chamber (7-9-3) is connected to the No. 1 one-way control oil inlet and the No. 1 control oil return line (7-7-7). The diesel needle valve (7-9-1) and its exterior form a diesel pressure chamber. A diesel injection hole (7-9-6) is set below the bottom of the diesel needle valve (7-9-1). The diesel pressure chamber is connected to the diesel injection hole (7-9-6) and the No. 2 oil inlet line (7-7-6) respectively.

[0014] 3. The two-stage booster module (7-10) includes a second solenoid valve (7-10-1), a piston upper module (7-10-18), a dual booster piston (7-10-6), an armature No. 2 (7-10-2), an inner control valve stem (7-10-3), and an outer control valve block (7-10-4). The second solenoid valve (7-10-1) is installed in the fastening cap (7-15), and the armature No. 2 return spring (7-10-2) is installed in the second solenoid valve (7-10-1). -10-7), armature No. 2 (7-10-2) is fixed on the top of the inner control valve stem (7-10-3), the outer control valve block (7-10-4) is sleeved on the outside of the inner control valve stem (7-10-3), armature No. 2 is located below the armature No. 2 return spring, the double booster piston (7-10-6) is installed below the piston upper module (7-10-18), and the booster piston return spring (7-10-17) is sleeved on the outside of the double booster piston (7-10-6).

[0015] The piston upper module (7-10-18) is equipped with a main booster oil return line (7-10-10), a first-stage booster oil return line (7-10-9), a second-stage booster oil return line (7-10-13), a booster oil inlet (7-10-11), and a second-stage booster oil inlet line (7-10-16). The dual-boost piston (7-10-6) and the piston upper module (7-10-18) respectively form a first-stage booster oil chamber (7-10-12) and a second-stage booster oil chamber (7-10-15). A through-hole (7-10-8) is provided in the internal control valve stem (7-10-3). The main booster oil return line (7-10-10) and the first-stage booster oil return line (7-10-9) are connected or disconnected with the through-hole (7-10-8). The first-stage booster oil chamber (7-10-12)... The first-stage booster oil return line (7-10-9) and booster oil inlet (7-10-11) are connected respectively. The second-stage booster oil inlet line (7-10-16) is connected to the second-stage booster oil chamber (7-10-15). The upper space of the external control valve block (7-10-4) is connected to the second-stage booster oil return line (7-10-13) and the main booster oil return line (7-10-10). A check valve (7-10-14) is provided between the second-stage booster oil return line (7-10-13) and the main booster oil return line (7-10-10). A sealing surface is provided between the internal part of the external control valve block (7-10-4) and the external part of the internal control valve stem (7-10-3), as well as between the upper and lower contact surfaces of the external control valve block (7-10-4) and the upper module of the piston (7-10-18).

[0016] 4. The No. 2 injection control pipeline collaborative control module (7-13) shares the upper collaborative module (7-7-11) and the lower collaborative module (7-7-12) with the No. 1 injection control pipeline collaborative control module (7-7). The No. 2 injection control pipeline collaborative control module (7-13) also includes a third solenoid valve (7-13-1), a No. 3 armature (7-13-2), and a No. 2 dual-pass valve stem (7-13-3). The third solenoid valve (7-13-1) is installed in the upper collaborative module (7-7-11). The No. 3 armature return spring (7-13-9) is installed in the third solenoid valve (7-13-1). The No. 2 dual-pass valve stem (7-13-3) is installed in the lower collaborative module (7-7-12). The No. 3 armature (7-13-2) is fixed to the No. 2 dual-pass valve stem (7-13-3). At the top, the No. 3 armature return spring (7-13-9) is located above the No. 2 dual-passage valve stem (7-13-3). The lower two sides of the No. 2 dual-passage valve stem are provided with a second semi-circular passage (7-13-8). The No. 1 low-carbon fuel inlet pipe (7-13-4) is set in the upper module (7-7-11). The No. 2 low-carbon fuel inlet pipe (7-13-5), the No. 3 control oil return pipe (7-13-6), and the No. 4 control oil return pipe (7-13-7) are set in the lower module (7-7-12). The second semi-circular passage (7-13-8) cooperates with the No. 1 low-carbon fuel inlet pipe (7-13-4), the No. 2 low-carbon fuel inlet pipe (7-13-5), the No. 3 control oil return pipe (7-13-6), and the No. 4 control oil return pipe (7-13-7).

[0017] 5. The low-carbon fuel nozzle section (7-14) and the diesel nozzle section (7-9) share an intermediate block (7-9-7). The low-carbon fuel nozzle section (7-14) also includes a second fuel needle valve (7-14-3), a control chamber valve block (7-14-7), and a raised valve block (7-14-8). The control chamber valve block (7-14-7), the raised valve, and the intermediate block (7-9-7) are arranged sequentially from top to bottom. The middle part of the second fuel needle valve (7-14-3) passes through the intermediate block (7-9-7). A raised part is provided on the upper part of the second fuel needle valve (7-14-3), and the raised part is located in the raised valve block (7-14-8). The second fuel needle valve (7-14-3) above the raised part is fitted with a second... The fuel needle valve reset spring (7-14-4) is provided. The control chamber valve block (7-14-7) is equipped with a second fuel needle valve control chamber (7-14-2). The lower part of the second fuel needle valve (7-14-3) and its exterior form a second fuel pressure chamber (7-14-5). A second fuel injection hole (7-14-6) is provided below the bottom of the second fuel needle valve (7-14-3). The second fuel pressure chamber (7-14-5) is connected to the No. 2 low-carbon fuel inlet pipeline (7-13-5) and the second fuel injection hole (7-14-6) respectively. The second fuel needle valve control chamber (7-14-2) is connected to the No. 2 control oil inlet pipeline (7-14-1) and the No. 3 control oil return pipeline (7-13-6) respectively.

[0018] 6. The radius of the upper interface of the first semi-circular passage (7-7-9) is consistent with the inlet radius of the No. 2 control oil return line (7-7-8) and the outlet radius of the No. 1 inlet line (7-7-5), respectively. The radius of the lower interface is consistent with the outlet radius of the No. 1 control oil return line (7-7-7) and the inlet radius of the No. 2 inlet line (7-7-6), respectively. The distance between the upper interface of the first semi-circular passage (7-7-9) and the inlet of the No. 1 inlet line (7-7-5) and the outlet of the No. 2 control oil return line (7-7-8) is consistent with the distance between the lower interface of the first semi-circular passage (7-7-9) and the inlet of the No. 2 inlet line (7-7-6) and the outlet of the No. 1 control oil return line (7-7-7).

[0019] This invention discloses a combustion control method for a dual-fuel engine based on a variable injection pattern injector, characterized by:

[0020] Under low load conditions, diesel fuel is first injected into the combustion chamber (6) through the diesel injection module (A), and then low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B). The low-carbon and carbon-free fuel adopts a boot-shaped injection pattern.

[0021] Under medium load conditions, low-carbon and carbon-free fuel is first injected into the combustion chamber (6) through the second fuel injection module (B). The mixture is controlled by single injection or multiple injection. Low-carbon and carbon-free fuel injection before 50°CA of compression top dead center is base pressure injection, and low-carbon and carbon-free fuel injection after 50°CA of compression top dead center is turbo injection. Then, diesel fuel is injected into the combustion chamber (6) through the diesel injection module (A) to ignite the mixture in the combustion chamber (6).

[0022] Under high load conditions, low-carbon and carbon-free fuel is first injected into the combustion chamber (6) through the second fuel injection module (B). Low-carbon and carbon-free fuel injection before 50°CA of compression top dead center adopts base pressure injection, and low-carbon and carbon-free fuel injection after 50°CA of compression top dead center adopts turbo pressure injection. Then, diesel fuel is injected into the combustion chamber (6) through the diesel injection module (A) to ignite the mixture in the combustion chamber (6). Finally, low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B).

[0023] The combustion control method for a dual-fuel engine based on a variable injection pattern injector of the present invention may further include:

[0024] 1. When the second fuel injection module (B) selects the base pressure mode, the two-stage booster module (7-10) is not energized, armature No. 1 (7-7-2) is seated, the first-stage booster oil return line (7-10-9) and the main booster oil return line (7-10-10) are connected through the through hole (7-10-8) on the inner control valve stem (7-10-3), and the outer control valve block (7-10-4) is seated on the lower part of the control valve block seat (7-10-5). The contact surfaces form a sealed cavity. The primary booster oil return circuit (7-10-9) and the secondary booster oil inlet circuit (7-10-16) are not connected. The secondary booster oil return circuit (7-10-13) and the main booster oil return circuit (7-10-10) are connected. Neither the primary booster oil chamber (7-10-12) nor the secondary booster oil chamber (7-10-15) can build pressure. The dual booster piston (7-10-6) does not have a boosting effect.

[0025] 2. When the second fuel injection module (B) selects the low boost mode, the two-stage boost modules (7-10) are at a low potential. The No. 1 armature (7-7-2) is driven by electromagnetic force to move the inner control valve stem (7-10-3) upward, thereby disconnecting the connection between the first-stage boost oil return circuit (7-10-9) and the main boost oil return circuit (7-10-10). The outer control valve block (7-10-4) remains seated on the lower contact surface of the control valve block seat (7-10-5), forming a sealed cavity between them, and the first-stage boost oil return... The oil circuit (7-10-9) and the secondary booster oil inlet circuit (7-10-16) are not connected, while the secondary booster oil return circuit (7-10-13) and the main booster oil return circuit (7-10-10) are connected. At this time, the secondary booster oil chamber (7-10-15) still cannot build pressure, and the primary booster oil chamber (7-10-12) begins to build pressure. The dual booster piston (7-10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (7-12) increases until the pressure in the low-carbon fuel accumulator chamber (7-12) reaches a certain level. Multiply by the area of ​​the lower surface of the twin-boost piston (7-10-6). In addition to the elastic force of the return spring of the dual-boost piston (7-10-6) Equal to the pressure of the booster oil in the first-stage booster oil chamber (7-10-12) Multiply by the area it acts on the twin-charged piston (7-10-6) When the dual-boost piston (7-10-6) stops moving, that is... .

[0026] 3. When the second fuel injection module (B) selects the high boost mode, the two-stage boost modules (7-10) are at a high potential. The No. 1 armature (7-7-2) is driven by electromagnetic force to move the inner control valve stem (7-10-3) upward, which in turn drives the outer control valve block (7-10-4) upward, cutting off the connection between the first-stage boost oil return circuit (7-10-9) and the main boost oil return circuit (7-10-10). The first-stage boost oil chamber (7-10-10) is then activated. -10-12) begins to build pressure, and the secondary booster oil inlet circuit (7-10-16) connects with the primary booster oil return circuit (7-10-9), disconnecting from the upper space of the external control valve block (7-10-4). The secondary booster oil chamber (7-10-15) begins to build pressure; the dual booster piston (7-10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (7-12) increases until the pressure in the low-carbon fuel accumulator chamber (7-12) reaches a certain level. Multiply by the area of ​​the lower surface of the twin-boost piston (7-10-6). In addition to the elastic force of the return spring of the dual-boost piston (7-10-6) equal to the pressure of the booster oil in the booster oil chamber Multiply by the area it acts on the twin-charged piston (7-10-6) When the dual-boost piston (7-10-6) stops moving, that is... .

[0027] 4. When the second fuel injection module (B) performs boot-shaped injection, it first performs base pressure injection mode, and then performs low pressure or high pressure injection mode during the injection process to increase the injection pressure, thereby changing the fuel injection rate from low to high, i.e., boot-shaped injection.

[0028] The advantages of this invention are:

[0029] The dual-fuel engine of this invention utilizes a variable injection pattern module for low-carbon and carbon-free fuels to achieve flexible adaptation of the engine to different operating conditions, thereby actively controlling the combustion process in the combustion chamber, improving thermal efficiency, increasing the substitution rate of low-carbon and carbon-free fuels, and meeting the goal of engine decarbonization.

[0030] The combustion control method of this invention includes: 1. Using a small amount of diesel fuel for ignition, the combustion phase in the engine cylinder can be stably controlled, reducing carbon emissions; 2. Direct injection of low-carbon and carbon-free fuel into the cylinder can improve the combustion efficiency of the air-fuel mixture and reduce the emission of unburned fuel; 3. Through the variable injection pattern of low-carbon and carbon-free fuel, flexible adjustment of "base pressure injection, shoe-shaped injection, turbo injection, and multiple injection" within the cycle can be achieved to adapt to the requirements of different engine operating conditions for the air-fuel mixture in the cylinder, improve the maximum substitution rate of low-carbon and carbon-free fuel, and achieve a highly efficient, clean, stable, and controllable combustion process. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the present invention;

[0032] Figure 2 This is a schematic diagram of the integrated injector structure;

[0033] Figure 3 This is a partial structural diagram of the coordinated control module for injection control pipeline No. 1.

[0034] Figure 4 A schematic diagram of the limit module for a super hysteresis electromagnetic control needle valve:

[0035] Figure 5 This is a schematic diagram of the diesel nozzle section.

[0036] Figure 6 This is a partial structural diagram of the two-stage booster module;

[0037] Figure 7 This is a partial structural diagram of the collaborative control module for injection control pipeline No. 2.

[0038] Figure 8 This is a schematic diagram of the structure of the second fuel nozzle section;

[0039] Figure 9 This is a sectional view along the AA direction.

[0040] Reference numerals: Piston 1; Cylinder wall 2; Cylinder head 3; Intake valve and assembly 4; Exhaust valve and assembly 5; Combustion chamber 6; Integrated injector 7; Diesel injection module A; Second fuel injection module B; Injector body 7-1; Diesel accumulator chamber 7-2; One-way fuel inlet 7-3; Thermal management chamber 7-4; Thermal management chamber inlet 7-5; Thermal management chamber outlet 7-6; No. 1 injection control pipeline co-control module 7-7; Hyperhysteresis electromagnetic control needle valve limit module 7-8; Diesel nozzle section 7-9; Two-stage turbocharger module 7-10; One-way low-carbon fuel inlet 7-11; Low-carbon fuel accumulator chamber 7-12; No. 2 injection control pipeline co-control module 7-13; Low-carbon fuel nozzle section 7-14; Fastening cap 7-15; Fastening sleeve 7-1 6; No. 1 one-way control oil inlet 7-17; No. 2 one-way control oil inlet 7-18; First solenoid valve 7-7-1; No. 1 armature 7-7-2; No. 1 armature return spring 7-7-3; No. 1 dual-passage valve stem 7-7-4; No. 1 oil inlet pipe 7-7-5; No. 2 oil inlet pipe 7-7-6; No. 1 control oil return pipe 7-7-7; No. 2 control oil return pipe 7-7-8; First semi-circular passage 7-7-9; First limit block 7-7-10; Cooperative upper module 7-7-11; Cooperative lower module 7-7-12; Magnetic yoke 7-8-1; Main and auxiliary magnetic poles 7-8-2; Hysteresis seat 7-8-3; Second piston 7-8-4; Intermediate cavity 7-8-5; Needle valve limit block 7-8-6; Intermediate cavity oil passage 7-8- 7; Lubrication oil circuit 7-8-8; One-way lubrication oil inlet 7-8-9; Coil 7-8-10; Hypermagnetic hysteresis material 7-8-11; Needle valve limit and reset spring 7-8-12; First one-way valve 7-8-13; Hypermagnetic hysteresis upper module 7-8-14; Hypermagnetic hysteresis lower module 7-8-15; Diesel needle valve 7-9-1; Diesel control oil inlet pipeline 7-9-2; Diesel needle valve control oil chamber 7-9-3; Diesel needle valve reset spring 7-9-4; Diesel pressure chamber 7-9-5; Diesel injection hole 7-9-6; Intermediate block 7-9-7; Second solenoid valve 7-10-1; No. 2 armature 7-10-2; Inner control valve stem 7-10-3; Outer control valve block 7-10-4; Control valve block seat 7-10-5; Dual booster piston 7- 10-6; 2nd armature return spring 7-10-7; Through hole 7-10-8; First-stage booster oil return line 7-10-9; Main booster oil return line 7-10-10; Booster oil inlet 7-10-11; First-stage booster oil chamber 7-10-12; Second-stage booster oil return line 7-10-13; Second check valve 7-10-14; Second-stage booster oil chamber 7-10-15; Second-stage booster oil inlet line 7-10-16; Booster piston return spring 7-10-17; Upper piston module 7-10-18; Third solenoid valve 7-13-1; 3rd armature 7-13-2; 2nd dual-pass valve stem 7-13-3; 1st low-carbon fuel inlet line 7-13-4; 2nd low-carbon fuel inlet line 7-13-5;Control oil return line 3 (7-13-6); Control oil return line 4 (7-13-7); Second semi-circular passage (7-13-8); Armature return spring 3 (7-13-9); Control oil inlet line 2 (7-14-1); Second fuel needle valve control chamber (7-14-2); Second fuel needle valve (7-14-3); Second fuel needle valve return spring (7-14-4); Second fuel pressure chamber (7-14-5); Second fuel nozzle (7-14-6); Control chamber valve block (7-14-7); Protruding valve block (7-14-8). Detailed Implementation

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

[0042] Combination Figure 1-9 , Figure 1 This is a schematic diagram of the structure of a dual-fuel engine based on a variable injection pattern according to the present invention, including a piston 1, a cylinder wall 2, a cylinder head 3, an intake valve and its assembly 4, an exhaust valve and its assembly 5, and an integrated injector 7. Its characteristic is that the piston 1, cylinder wall 2, and cylinder head 3 form a combustion chamber 6, and the integrated injector 7 is arranged in the middle of the cylinder head 3, serving to directly inject dual fuels into the combustion chamber 6.

[0043] Figure 2 This is a schematic diagram of the integrated injector, including diesel injection module A, second fuel injection module B, injector body 7-1, diesel accumulator chamber 7-2, one-way fuel inlet 7-3, thermal management chamber 7-4, thermal management chamber inlet 7-5, thermal management chamber outlet 7-6, No. 1 injection control pipeline co-control module 7-7, super hysteresis electromagnetic control needle valve limit module 7-8, diesel nozzle section 7-9, two-stage booster module 7-10, one-way low-carbon fuel inlet 7-11, low-carbon fuel accumulator chamber 7-12, No. 2 injection control pipeline co-control module 7-13, low-carbon fuel nozzle section 7-14, fastening cap 7-15, fastening sleeve 7-16, No. 1 one-way control oil inlet 7-17, and No. 2 one-way control oil inlet 7-18.

[0044] Figure 3This is a schematic diagram of the structure of the No. 1 injection control pipeline collaborative control module 7-7, including an upper collaborative module 7-7-11, a lower collaborative module 7-7-12, a first solenoid valve 7-7-1, a No. 1 armature 7-7-2, and a No. 1 dual-pass valve stem 7-7-4. The first solenoid valve 7-7-1 is installed in the upper collaborative module 7-7-11, the No. 1 dual-pass valve stem 7-7-4 is installed in the lower collaborative module 7-7-12, the No. 1 armature 7-7-2 is fixed to the top of the No. 1 dual-pass valve stem 7-7-4, and the No. 1 armature return spring 7-7-3 is installed in the first solenoid valve 7-7-1, located above the No. 1 armature 7-7-2. The upper collaborative module 7-7-11... -7-11 and the cooperating lower module 7-7-12 are equipped with oil inlet pipe 1 7-7-5, which connects to the diesel accumulator chamber 7-2. The cooperating lower module 7-7-12 is equipped with control oil return pipe 1 7-7-7, control oil return pipe 2 7-7-8, and oil inlet pipe 2 7-7-6 respectively. The dual-pass valve stem 1 7-7-4 has a structure that is thinner at the top and thicker at the bottom. The first semi-circular passage 7-7-9 is provided on both sides of the lower part. The first semi-circular passage 7-7-9 cooperates with oil inlet pipe 1 7-7-5, oil inlet pipe 2 7-7-6, control oil return pipe 1 7-7-7, and control oil return pipe 2 7-7-8.

[0045] Figure 4 This is a schematic diagram of the super hysteresis electromagnetic control needle valve limiting module 7-8. It mainly includes a super hysteresis upper module 7-8-14, a super hysteresis lower module 7-8-15, main and auxiliary magnetic poles 7-8-2, super hysteresis material 7-8-11, a magnetic yoke 7-8-1, a hysteresis seat 7-8-3, a second piston 7-8-4, and a needle valve limiting block 7-8-6. The super hysteresis upper module 7-8-14 is located above the super hysteresis lower module 7-8-15. The main and auxiliary magnetic poles 7-8-2 are installed inside the super hysteresis upper module 7-8-14. A coil 7-8-10 is wound inside the main and auxiliary magnetic poles 7-8-2. The super hysteresis material 7-8-11 is placed inside the main and auxiliary magnetic poles 7-8-2, and magnetic poles are respectively installed at the upper and lower ends of the super hysteresis material 7-8-11. The yoke 7-8-1 and the hysteresis seat 7-8-3 are connected. A needle valve limiting block 7-8-6 is set below the hysteresis seat 7-8-3. A needle valve limiting and reset spring 7-8-12 is sleeved on the lower part of the needle valve limiting block 7-8-6. An intermediate cavity 7-8-5 is formed between the needle valve limiting block 7-8-6 and the hysteresis seat 7-8-3. A one-way lubricating oil inlet 7-8-9, a lubricating oil passage 7-8-8, an intermediate cavity oil passage 7-8-7, and a No. 1 one-way control oil inlet 7-17 are respectively set in the super hysteresis upper module 7-8-14. The one-way lubricating oil inlet 7-8-9 is connected to the lubricating oil passage 7-8-8. The intermediate cavity 7-8-5 is connected to the intermediate cavity oil passage 7-8-7. A first one-way valve 7-8-13 is set in the intermediate cavity oil passage 7-8-7.

[0046] Figure 5The diagram shows the structure of the diesel nozzle section 7-9, which includes a diesel needle valve 7-9-1, a diesel pressure chamber 7-9-5, and an intermediate block 7-9-7. A diesel needle valve return spring 7-9-4 is fitted on the upper part of the diesel needle valve 7-9-1. The middle part of the diesel needle valve 7-9-1 passes through the intermediate block 7-9-7. A diesel control oil inlet pipe 7-9-2 is installed in the intermediate block 7-9-7. The middle part of the diesel needle valve 7-9-1 and the lower part of the intermediate block 7-9-7 form a diesel needle valve control oil chamber 7-9-3. The diesel needle valve control oil chamber 7-9-3 is connected to the No. 1 one-way control oil inlet 7-17 and the No. 1 control oil return pipe 7-7-7. The diesel needle valve 7-9-1 and its exterior form a diesel pressure chamber. A diesel injection hole 7-9-6 is installed at the bottom of the diesel needle valve 7-9-1. The diesel pressure chamber is connected to the diesel injection hole 7-9-6 and the No. 2 inlet pipe 7-7-6.

[0047] Figure 6 This is a schematic diagram of the two-stage booster module 7-10, which mainly includes a second solenoid valve 7-10-1, a piston upper module 7-10-18, a control valve block seat 7-10-5, a dual booster piston 7-10-6, an armature No. 2 7-10-2, an inner control valve stem 7-10-3, and an outer control valve block 7-10-4. The second solenoid valve 7-10-1 is installed in the fastening cap 7-15, and the armature No. 2 return spring is installed inside the second solenoid valve 7-10-1. 7-10-7, armature 7-10-2 is fixed on the top of the inner control valve stem 7-10-3, the outer control valve block 7-10-4 is sleeved on the outside of the inner control valve stem 7-10-3, armature 7-10-2 is located below the armature 7-10-7 return spring, the double booster piston 7-10-6 is installed below the piston upper module 7-10-18, and the booster piston return spring 7-10-17 is sleeved on the outside of the double booster piston 7-10-6;

[0048] The piston module 7-10-18 contains a main booster oil return line 7-10-10, a first-stage booster oil return line 7-10-9, a second-stage booster oil return line 7-10-13, a booster oil inlet 7-10-11, and a second-stage booster oil inlet 7-10-16. The dual-boost piston 7-10-6 and the piston module 7-10-18 form a first-stage booster oil chamber 7-10-12 and a second-stage booster oil chamber 7-10-15, respectively. The internal control valve stem 7-10-3 contains a through hole 7-10-8. The main booster oil return line 7-10-10 and the first-stage booster oil return line 7-10-9 are connected or disconnected from the through hole 7-10-8. The first-stage booster oil chamber 7-10-12... The primary booster oil return line 7-10-9 and the booster oil inlet 7-10-11 are connected. The secondary booster oil inlet line 7-10-16 is connected to the secondary booster oil chamber 7-10-15. The upper space of the external control valve block 7-10-4 is connected to the secondary booster oil return line 7-10-13 and the main booster oil return line 7-10-10. A second check valve 7-10-14 is provided between the secondary booster oil return line 7-10-13 and the main booster oil return line 7-10-10. Sealing surfaces are provided between the interior of the external control valve block 7-10-4 and the exterior of the internal control valve stem 7-10-3, as well as between the upper and lower contact surfaces of the external control valve block 7-10-4 and the piston upper module 7-10-18.

[0049] Figure 7This is a schematic diagram of the structure of the No. 2 injection control pipeline collaborative control module 7-13. The No. 2 injection control pipeline collaborative control module 7-13 shares the upper collaborative module 7-7-11 and the lower collaborative module 7-7-12 with the No. 1 injection control pipeline collaborative control module 7-7. The No. 2 injection control pipeline collaborative control module 7-13 also includes a third solenoid valve 7-13-1, a No. 3 armature 7-13-2, and a No. 2 dual-pass valve stem 7-13-3. The third solenoid valve 7-13-1 is installed in the upper collaborative module 7-7-11, and the No. 3 armature return spring 7-13-9 is installed in the third solenoid valve 7-13-1. The No. 2 dual-pass valve stem 7-13-3 is installed in the lower collaborative module 7-7-12, and the No. 3 armature 7-13-2 is fixed to the No. 2 dual-pass valve. At the top of valve stem 7-13-3, armature return spring 7-13-9 is located above valve stem 7-13-3. A second semi-circular passage 7-13-8 is located on both sides of the lower part of valve stem 7-13-3. This is coordinated with the first low-carbon fuel inlet pipe 7-13-4 in upper module 7-7-11, and the second low-carbon fuel inlet pipe 7-13-5, control oil return pipe 7-13-6, and control oil return pipe 7-13-7 in lower module 7-7-12. The second semi-circular passage 7-13-8 cooperates with the first low-carbon fuel inlet pipe 7-13-4, the second low-carbon fuel inlet pipe 7-13-5, the third control oil return pipe 7-13-6, and the fourth control oil return pipe 7-13-7.

[0050] Figure 8 This is a schematic diagram of the second fuel nozzle section 7-14. The second fuel nozzle section 7-14 shares an intermediate block 7-9-7 with the diesel nozzle section 7-9. The second fuel nozzle section 7-14 also includes a second fuel needle valve 7-14-3, a control chamber valve block 7-14-7, and a raised valve block 7-14-8. The control chamber valve block 7-14-7, the raised valve block 7-14-8, and the intermediate block 7-9-7 are arranged sequentially from top to bottom. The middle part of the second fuel needle valve 7-14-3 passes through the intermediate block 7-9-7. A raised section is provided on the upper part of the second fuel needle valve 7-14-3, located inside the raised valve block 7-14-8. The second fuel needle valve 7-14-3 is located above the raised section. The outer part of the 14-3 is fitted with a second fuel needle valve return spring 7-14-4. The control chamber valve block 7-14-7 is equipped with a second fuel needle valve control chamber 7-14-2. The lower part of the second fuel needle valve 7-14-3 and its outer part form a second fuel pressure chamber 7-14-5. A second fuel injection hole 7-14-6 is provided below the bottom of the second fuel needle valve 7-14-3. The second fuel pressure chamber 7-14-5 is connected to the No. 2 low-carbon fuel inlet pipe 7-13-5 and the second fuel injection hole 7-14-6 respectively. The second fuel needle valve control chamber 7-14-2 is connected to the No. 2 control oil inlet pipe 7-14-1 and the No. 3 control oil return pipe 7-13-6 respectively.

[0051] During the injection preparation phase, the first solenoid valve 7-7-1 and the third solenoid valve 7-13-1 of the No. 1 injection control pipeline co-control module 7-7 and the No. 2 injection control pipeline co-control module 7-13 are both de-energized. The No. 1 dual-passage valve stem 7-7-4 and the No. 2 dual-passage valve stem 7-13-3 are seated, cutting off the oil inlet and return passages of the diesel injection module A and the second fuel injection module B. No fuel flows into the diesel pressure chamber 7-9-5 and the second fuel pressure chamber 7-14-5. Pressure is built up in the diesel needle valve control chamber 7-9-3 and the second fuel needle valve control chamber 7-14-2. Under the action of the elastic force of the diesel needle valve return spring 7-9-4 and the diesel liquid pressure in the diesel needle valve control chamber 7-9-3, the diesel needle valve 7-9-1 is seated. Under the action of the elastic force of the second fuel needle valve return spring 7-14-4 and the low-carbon fuel liquid pressure in the second fuel needle valve control chamber 7-14-2, the second fuel needle valve 7-14-3 is seated, and no injection is performed.

[0052] When the second fuel injection module B uses base pressure injection, the two-stage booster module 7-10 is not energized, armature 2 7-10-2 is seated, and the first-stage booster oil return line 7-10-9 and the main booster oil return line 7-10-10 are connected through the through hole 7-10-8 on the inner control valve stem 7-10-3. The outer control valve block 7-10-4 is seated on the lower contact surface of the control valve block seat 7-10-5, forming a sealed cavity. The first-stage booster oil return line 7-10-9 and the second-stage booster oil inlet line 7-10-16, the second-stage booster oil return line 7-10-13 and the main return line 7-10-10 are connected. The first-stage booster oil chamber 7-10-12 and the second-stage booster oil chamber 7-10-15 do not build up pressure, and the dual booster piston 7-10-6 does not perform boosting. This concludes the description of the boosting process.

[0053] The following is a description of the fuel injection process and the termination of injection: When the No. 2 injection control line co-control module 7-13 is energized, the No. 3 armature 7-13-2, under the action of electromagnetic force, drives the No. 2 dual-passage valve stem 7-13-3 upwards until it contacts the second limit block 7-13-10. At this time, the first semi-circular passages 7-7-9 and the second semi-circular passages 7-13-8 on both sides of the dual-passage valve stem 7-13-3 simultaneously connect the No. 1 low-carbon fuel inlet line 7-13-4 and the No. 2 low-carbon fuel inlet line 7-13-5, the No. 3 control oil return line 9-13-6 and the No. 4 control oil return line 7-13-7, and the heating liquid in the heat management chamber 7-4. The fully heat-exchanged low-carbon fuel flows from the low-carbon fuel accumulator chamber 7-12 through the No. 1 low-carbon fuel inlet pipe 7-13-4 and the No. 2 low-carbon fuel inlet pipe 7-13-5 into the second fuel pressure chamber 7-14-5. The control oil in the second fuel needle valve control chamber 7-14-2 flows back to the fuel tank through the No. 3 control oil return pipe 7-13-6 and the No. 4 control oil return pipe 7-13-7. When the combined force formed by the pressure in the second fuel needle valve control chamber 7-14-2 and the elastic force of the second fuel needle valve return spring 7-14-4 is less than the upward hydraulic pressure exerted by the fuel in the pressure chamber 7-14-5 on the second fuel needle valve 7-14-3, the second fuel needle valve 7-14-3 is lifted upward and injection begins. When injection ends, the No. 2 injection control pipeline co-control module 7-13 is de-energized, the No. 3 armature 7-13-2 sits down, driving the dual-passage valve stem 7-13-3 to move downwards. Low-carbon fuel no longer flows into the second fuel pressure chamber 7-14-5, the pressure decreases rapidly, and pressure gradually builds up in the second fuel needle valve control chamber 7-14-2. When the pressure in the second fuel needle valve control chamber 7-14-2 and the elastic force of the second fuel needle valve return spring 7-14-4 are greater than the upward hydraulic pressure in the second fuel pressure chamber 7-14-5, the second fuel needle valve 7-14-3 sits down again, and injection ends.

[0054] When the second fuel injection module B uses low-pressure injection, the two-stage boost modules 7-10 are at a low potential. The No. 1 armature 7-7-2, under electromagnetic force, drives the inner control valve stem 7-10-3 upwards, thereby disconnecting the connection between the first-stage boost oil return circuit 7-10-9 and the main boost oil return circuit 7-10-10. Meanwhile, the outer control valve block 7-10-4 remains seated on the lower contact surface of the control valve block seat 7-10-5, forming a sealed cavity. The first-stage boost oil return... The secondary booster oil inlet circuit 7-10-9 and the secondary booster oil inlet circuit 7-10-16 are not connected, while the secondary booster oil return circuit 7-10-13 and the main booster oil return circuit 7-10-10 are connected. At this time, the secondary booster oil chamber 7-10-15 still cannot build pressure, while the primary booster oil chamber 7-10-12 begins to build pressure. The dual booster piston 7-10-6 moves downward, and the pressure in the low-carbon fuel accumulator chamber 7-12 increases until the pressure in the low-carbon fuel accumulator chamber 7-12 reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston 7-10-6 In addition to the elasticity of the dual-boost piston 7-10-6 return spring Equal to the pressure of the booster oil in the first-stage booster oil chamber 7-10-12 Multiplied by the area it acts on the twin-charged piston 7-10-6 When the dual-boost pistons 7-10-6 stop moving, that is... This concludes the description of the booster process.

[0055] The subsequent fuel injection process is the same as in the base pressure mode.

[0056] When the second fuel injection module B uses high-pressure injection, the two-stage booster module 7-10 is at a high potential. The No. 1 armature 7-7-2, under electromagnetic force, drives the inner control valve rod 7-10-3 upwards, further driving the outer control valve block 7-10-4 upwards. This disconnects the first-stage booster oil return line 7-10-9 from the main booster oil return line 7-10-10, causing the first-stage booster oil chamber 7-10-12 to begin pressurization. Simultaneously, the second-stage booster oil inlet line 7-10-16 connects to the first-stage booster oil return line 7-10-9, disconnecting from the upper space of the outer control valve block 7-10-4, and the second-stage booster oil chamber 7-10-15 begins pressurization. The dual-boost piston 7-10-6 moves downwards, increasing the pressure in the low-carbon fuel accumulator chamber 7-12 until the pressure in the low-carbon fuel accumulator chamber 7-12 reaches a certain level. Multiply by the area of ​​the lower surface of the twin-charged piston 7-10-6 In addition to the elasticity of the dual-boost piston 7-10-6 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 7-10-6 When the dual-boost pistons 7-10-6 stop moving, that is... This concludes the description of the booster process.

[0057] The subsequent fuel injection process is the same as in the base pressure mode.

[0058] When the second fuel injection module B needs to perform boot-shaped injection, it can first perform base pressure injection mode, and then perform low boost or high boost injection mode during the injection process to increase the injection pressure, thereby changing the fuel injection rate from low to high, i.e., boot-shaped injection.

[0059] A combustion control method for a dual-fuel engine based on variable injection patterns is disclosed. A second fuel injection module B injects low-carbon and carbon-free fuel into combustion chamber 6 to control the mixing state and combustion mode of the low-carbon and carbon-free fuel within combustion chamber 6. The mixing state includes homogeneous equivalence ratio mixing and stratified equivalence ratio mixing. The combustion mode includes stratified controllable premixed combustion and mixed-controlled combustion. A diesel injection module A injects a small amount of diesel fuel into combustion chamber 6 to trigger ignition within combustion chamber 6. The specific combustion control scheme is as follows, depending on the engine's operating conditions:

[0060] Under low load conditions, a small amount of diesel fuel is first injected into the combustion chamber 6 through the diesel injection module A and compressed for self-ignition. Then, low-carbon and carbon-free fuel is injected into the combustion chamber 6 through the second fuel injection module B using a boot-shaped injection pattern to achieve mixed controlled combustion.

[0061] Under medium load conditions, the second fuel injection module B first injects fuel using single or multiple injections. Low-carbon and carbon-free fuels injected before 50°C (top dead center) of compression are injected using base pressure injection, while those injected after 50°C are injected using turbo injection. Then, a small amount of diesel fuel is injected into combustion chamber 6 via diesel injection module A. This small amount of diesel fuel compresses and ignites the air-fuel mixture in combustion chamber 6, achieving stratified and controllable premixed combustion.

[0062] Under high-load conditions, low-carbon and carbon-free fuel is first injected into combustion chamber 6 via the second fuel injection module B. Low-carbon and carbon-free fuel injection before 50°C (top dead center) of compression uses base pressure injection, while injection after 50°C uses turbocharged injection. Then, a small amount of diesel fuel is injected into combustion chamber 6 via diesel injection module A. This small amount of diesel fuel undergoes compression auto-ignition and ignites the air-fuel mixture in combustion chamber 6. Finally, low-carbon and carbon-free fuel is injected into combustion chamber 6 again via the second fuel injection module B using turbocharged injection, achieving coordinated control of stratified controllable premixed combustion and mixed-controlled combustion.

[0063] The control method of this embodiment can be applied to both two-stroke and four-stroke compression-ignition engines. Tests were conducted on a lightweight, high-speed compression-ignition four-stroke engine with a cylinder bore of 86 mm. The injection pressure of diesel injection module A was fixed at 60 MPa, the base pressure of the low-carbon / carbon-free fuel variable injection pattern injection module was 40 MPa, and the boost pressure of the low-carbon / carbon-free fuel variable injection pattern injection module was 80 MPa. Operating results showed that, compared to the pure diesel operating mode, under low load conditions, the thermal efficiency of this invention was comparable to that of the pure diesel mode. Under medium and high load conditions, the thermal efficiency of this invention was relatively improved by 12%, carbon dioxide emissions were reduced by 85%, nitrogen oxide emissions were reduced by 55%, and particulate matter emissions were almost undetectable, with a cyclic variation of no more than 4% across the entire operating range. In other words, the engine and combustion control method of this invention can achieve a clean, efficient, stable, and controllable combustion process under conditions of high substitution rates for low-carbon / carbon-free fuels. Other embodiments of this invention can also achieve clean, efficient, stable, and controllable combustion.

Claims

1. A dual-fuel engine based on a variable injection pattern injector, characterized in that: Includes cylinder wall (2), cylinder head (3), piston (1), cylinder head (3) installed above cylinder wall (2), piston (1) installed in cylinder wall (2), cylinder wall (2), cylinder head (3) and piston (1) form combustion chamber (6), intake valve (4), exhaust valve (5) and integrated injector (7) are provided in cylinder head (3); The integrated injector (7) includes a diesel injection module (A) and a second fuel injection module (B). The diesel injection module (A) and the second fuel injection module (B) share a fastening cap (7-15), a pressure accumulator wall (7-19), and a thermal management chamber wall (7-20). The fastening cap (7-15), the pressure accumulator wall (7-19), and the thermal management chamber wall (7-20) are arranged from top to bottom. The diesel injection module (A) also includes a No. 1 injection control pipeline coordination control module (7-7), a super hysteresis electromagnetic control needle valve limit module (7-8), and a diesel nozzle section (7-9) arranged from top to bottom. The second fuel injection module (B) also includes a two-stage booster module (7-10), a No. 2 injection control pipeline collaborative control module (7-13), and a low-carbon fuel nozzle section (7-14). The accumulator wall (7-19) and the thermal management chamber wall (7-20) are equipped with a diesel accumulator chamber (7-2). The thermal management chamber wall (7-20) is equipped with a thermal management chamber (7-4) and a low-carbon fuel accumulator chamber (7-12). The thermal management chamber wall (7-20) is equipped with a thermal management chamber inlet (7-5) and a thermal management chamber outlet (7-6) on its side. The No. 1 injection control pipeline coordinated control module (7-7) includes a coordinated upper module (7-7-11), a coordinated lower module (7-7-12), a first solenoid valve (7-7-1), a No. 1 armature (7-7-2), and a No. 1 dual-pass valve stem (7-7-4). The first solenoid valve (7-7-1) is installed in the coordinated upper module (7-7-11), the No. 1 dual-pass valve stem (7-7-4) is installed in the coordinated lower module (7-7-12), the No. 1 armature is fixed to the top of the No. 1 dual-pass valve stem (7-7-4), and the No. 1 armature return spring (7-7-3) is installed in the first solenoid valve (7-7-1). The No. 1 armature return spring (7-7-3) is located above the No. 1 armature (7-7-2). The coordinated upper module (7-7-11)... The lower module (7-7-12) is equipped with oil inlet pipe No. 1 (7-7-5), which is connected to the diesel accumulator chamber (7-2). The lower module (7-7-12) is equipped with control oil return pipe No. 1 (7-7-7), control oil return pipe No. 2 (7-7-8), and oil inlet pipe No. 2 (7-7-6). The dual-pass valve stem No. 1 (7-7-4) has a structure that is thinner at the top and thicker at the bottom. The first semi-circular passage (7-7-9) is provided on both sides of the lower part. The first semi-circular passage (7-7-9) cooperates with oil inlet pipe No. 1 (7-7-5), oil inlet pipe No. 2 (7-7-6), control oil return pipe No. 1 (7-7-7), and control oil return pipe No. 2 (7-7-8). The dual-fuel engine combustion control method based on a variable injection pattern injector specifically includes: Under low load conditions, diesel fuel is first injected into the combustion chamber (6) through the diesel injection module (A), and then low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B). The low-carbon and carbon-free fuel adopts the boot-shaped injection rule. Under medium load conditions, low-carbon and carbon-free fuel is first injected into the combustion chamber (6) through the second fuel injection module (B). The mixture is controlled by single injection or multiple injection. Low-carbon and carbon-free fuel injection before 50°CA of compression top dead center is base pressure injection, and low-carbon and carbon-free fuel injection after 50°CA of compression top dead center is turbo injection. Then, diesel fuel is injected into the combustion chamber (6) through the diesel injection module (A) to ignite the mixture in the combustion chamber (6). Under high load conditions, low-carbon and carbon-free fuel is first injected into the combustion chamber (6) through the second fuel injection module (B). Low-carbon and carbon-free fuel injection before 50°CA of compression top dead center adopts base pressure injection, and low-carbon and carbon-free fuel injection after 50°CA of compression top dead center adopts turbo pressure injection. Then, diesel fuel is injected into the combustion chamber (6) through the diesel injection module (A) to ignite the mixture in the combustion chamber (6). Finally, low-carbon and carbon-free fuel is injected into the combustion chamber (6) through the second fuel injection module (B).

2. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: The super hysteresis electromagnetic control needle valve limiting module (7-8) includes a super hysteresis upper module (7-8-14), a super hysteresis lower module (7-8-15), main and auxiliary magnetic poles (7-8-2), super hysteresis material (7-8-11), a magnetic yoke (7-8-1), a hysteresis seat (7-8-3), a second piston (7-8-4), and a needle valve limiting block (7-8-6). The super hysteresis upper module (7-8-14) is located above the super hysteresis lower module (7-8-15). The main and auxiliary magnetic poles (7-8-2) are installed in the super hysteresis upper module (7-8-14). The super hysteresis material (7-8-11) is placed in the main and auxiliary magnetic poles (7-8-2). Magnetic yokes (7-8-11) are respectively set at the upper and lower ends of the super hysteresis material (7-8-11). 8-1) and hysteresis seat (7-8-3). A needle valve limiting block (7-8-6) is set below the hysteresis seat (7-8-3). A needle valve limiting reset spring (7-8-12) is sleeved on the lower part of the needle valve limiting block (7-8-6). An intermediate cavity (7-8-5) is formed between the needle valve limiting block (7-8-6) and the hysteresis seat (7-8-3). A one-way lubrication port inlet (7-8-9), a lubrication oil circuit (7-8-8), an intermediate cavity oil circuit (7-8-7), and a No. 1 one-way control oil inlet (7-17) are respectively set in the super hysteresis upper module (7-8-14). The one-way lubrication port inlet (7-8-9) is connected to the lubrication oil circuit (7-8-8), and the intermediate cavity (7-8-5) is connected to the intermediate cavity oil circuit (7-8-7).

3. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: The diesel nozzle section (7-9) includes a diesel needle valve (7-9-1) and an intermediate block (7-9-7). A diesel needle valve return spring (7-9-4) is fitted on the upper part of the diesel needle valve (7-9-1). The middle part of the diesel needle valve (7-9-1) passes through the intermediate block (7-9-7). A diesel control oil inlet pipe (7-9-2) is installed in the intermediate block (7-9-7). The middle part of the diesel needle valve (7-9-1) and the intermediate block (7-9-7) are connected. Below it is formed a diesel needle valve control oil chamber (7-9-3), which is connected to the No. 1 one-way control oil inlet and the No. 1 control oil return line (7-7-7). The diesel needle valve (7-9-1) and its exterior form a diesel pressure chamber. A diesel injection hole (7-9-6) is set below the bottom of the diesel needle valve (7-9-1). The diesel pressure chamber is connected to the diesel injection hole (7-9-6) and the No. 2 oil inlet line (7-7-6) respectively.

4. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: The two-stage booster module (7-10) includes a second solenoid valve (7-10-1), a piston upper module (7-10-18), a dual booster piston (7-10-6), an armature No. 2 (7-10-2), an inner control valve stem (7-10-3), and an outer control valve block (7-10-4). The second solenoid valve (7-10-1) is installed in a fastening cap (7-15). A return spring (7-10-7) for the armature No. 2 is installed inside the second solenoid valve (7-10-1). The armature No. 2 (7-10-2) is fixed to the top of the inner control valve stem (7-10-3). The outer control valve block (7-10-4) is fitted onto the inner control valve stem. Outside the rod (7-10-3), the No. 2 armature is located below the No. 2 armature return spring. The dual booster piston (7-10-6) is installed below the piston upper module (7-10-18). The booster piston (7-10-6) is fitted with a booster piston return spring (7-10-17). The piston upper module (7-10-18) is equipped with a main booster oil return line (7-10-10), a first-stage booster oil return line (7-10-9), a second-stage booster oil return line (7-10-13), a booster oil inlet (7-10-11), and a second-stage booster oil inlet line (7-10-16). The dual booster piston ( 7-10-6) and the piston upper module (7-10-18) respectively form a primary booster oil chamber (7-10-12) and a secondary booster oil chamber (7-10-15). A through hole (7-10-8) is provided in the internal control valve stem (7-10-3). The main booster oil return oil circuit (7-10-10) and the primary booster oil return oil circuit (7-10-9) are connected or disconnected with the through hole (7-10-8). The primary booster oil chamber (7-10-12) is connected to the primary booster oil return oil circuit (7-10-9) and the booster oil inlet (7-10-11). The secondary booster oil inlet circuit (7-10-16) is connected to the primary booster oil return oil circuit (7-10-9) and the booster oil inlet (7-10-11). The external control valve block (7-10-4) is connected to the secondary booster oil chamber (7-10-15). The upper space of the external control valve block (7-10-4) is connected to the secondary booster oil return line (7-10-13) and the main booster oil return line (7-10-10). A check valve (7-10-14) is provided between the secondary booster oil return line (7-10-13) and the main booster oil return line (7-10-10). A sealing surface is provided between the internal part of the external control valve block (7-10-4) and the external part of the internal control valve stem (7-10-3), as well as between the upper and lower contact surfaces of the external control valve block (7-10-4) and the upper module (7-10-18) of the piston.

5. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: The No. 2 injection control pipeline collaborative control module (7-13) shares the upper collaborative module (7-7-11) and the lower collaborative module (7-7-12) with the No. 1 injection control pipeline collaborative control module (7-7). The No. 2 injection control pipeline collaborative control module (7-13) also includes a third solenoid valve (7-13-1), a No. 3 armature (7-13-2), and a No. 2 dual-pass valve stem (7-13-3). The third solenoid valve (7-13-1) is installed in the upper collaborative module (7-7-11), and the No. 3 armature return spring (7-13-9) is installed in the third solenoid valve (7-13-1). The No. 2 dual-pass valve stem (7-13-3) is installed in the lower collaborative module (7-7-12), and the No. 3 armature (7-13-2) is fixed to the No. 2 dual-pass valve stem (7-13-3). At the top, the No. 3 armature return spring (7-13-9) is located above the No. 2 dual-passage valve stem (7-13-3). The lower two sides of the No. 2 dual-passage valve stem are provided with a second semi-circular passage (7-13-8). The No. 1 low-carbon fuel inlet pipe (7-13-4) is set in the upper module (7-7-11). The No. 2 low-carbon fuel inlet pipe (7-13-5), the No. 3 control oil return pipe (7-13-6), and the No. 4 control oil return pipe (7-13-7) are set in the lower module (7-7-12). The second semi-circular passage (7-13-8) cooperates with the No. 1 low-carbon fuel inlet pipe (7-13-4), the No. 2 low-carbon fuel inlet pipe (7-13-5), the No. 3 control oil return pipe (7-13-6), and the No. 4 control oil return pipe (7-13-7).

6. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: The low-carbon fuel nozzle section (7-14) shares an intermediate block (7-9-7) with the diesel nozzle section (7-9). The low-carbon fuel nozzle section (7-14) also includes a second fuel needle valve (7-14-3), a control chamber valve block (7-14-7), and a raised valve block (7-14-8). The control chamber valve block (7-14-7), the raised valve, and the intermediate block (7-9-7) are arranged sequentially from top to bottom. The middle part of the second fuel needle valve (7-14-3) passes through the intermediate block (7-9-7). A raised part is provided on the upper part of the second fuel needle valve (7-14-3), and the raised part is located in the raised valve block (7-14-8). The second fuel needle valve (7-14-3) above the raised part is fitted with a second fuel... The feed needle valve reset spring (7-14-4) is provided. The control chamber valve block (7-14-7) is equipped with a second fuel needle valve control chamber (7-14-2). The lower part of the second fuel needle valve (7-14-3) and its exterior form a second fuel pressure chamber (7-14-5). A second fuel injection hole (7-14-6) is provided below the bottom of the second fuel needle valve (7-14-3). The second fuel pressure chamber (7-14-5) is connected to the No. 2 low-carbon fuel inlet pipeline (7-13-5) and the second fuel injection hole (7-14-6) respectively. The second fuel needle valve control chamber (7-14-2) is connected to the No. 2 control oil inlet pipeline (7-14-1) and the No. 3 control oil return pipeline (7-13-6) respectively.

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

8. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: When the second fuel injection module (B) selects the base pressure mode, the two-stage booster module (7-10) is not energized, armature No. 1 (7-7-2) is seated, and the first-stage booster oil return line (7-10-9) and the main booster oil return line (7-10-10) are connected through the through hole (7-10-8) on the inner control valve stem (7-10-3). The outer control valve block (7-10-4) is seated on the lower contact of the control valve block seat (7-10-5). The two surfaces form a sealed cavity. The primary booster oil return circuit (7-10-9) and the secondary booster oil inlet circuit (7-10-16) are not connected. The secondary booster oil return circuit (7-10-13) and the main booster oil return circuit (7-10-10) are connected. Neither the primary booster oil chamber (7-10-12) nor the secondary booster oil chamber (7-10-15) can build pressure. The dual booster piston (7-10-6) does not have a boosting effect.

9. A dual-fuel engine based on a variable injection pattern injector according to claim 1, characterized in that: When the second fuel injection module (B) selects the low boost mode, the two-stage boost modules (7-10) are at a low potential. The No. 1 armature (7-7-2) is driven by electromagnetic force, causing the inner control valve stem (7-10-3) to move upwards. This disconnects the connection between the first-stage boost oil return circuit (7-10-9) and the main boost oil return circuit (7-10-10). The outer control valve block (7-10-4) remains seated on the lower contact surface of the control valve block seat (7-10-5), forming a sealed cavity. The first-stage boost oil return... The primary booster oil inlet circuit (7-10-9) and the secondary booster oil inlet circuit (7-10-16) are not connected, while the secondary booster oil return circuit (7-10-13) and the main booster oil return circuit (7-10-10) are connected. At this time, the secondary booster oil chamber (7-10-15) still cannot build pressure, and the primary booster oil chamber (7-10-12) begins to build pressure. The dual booster piston (7-10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (7-12) increases until the pressure in the low-carbon fuel accumulator chamber (7-12) reaches a certain level. Multiply by the area of ​​the lower surface of the twin-boost piston (7-10-6). In addition to the elastic force of the return spring of the dual-boost piston (7-10-6) Equal to the pressure of the booster oil in the first-stage booster oil chamber (7-10-12) Multiply by the area it acts on the twin-charged piston (7-10-6) When the dual-boost piston (7-10-6) stops moving, that is... .

10. The combustion control method for a dual-fuel engine based on a variable injection law injector according to claim 1, characterized in that: When the second fuel injection module (B) selects the high boost mode, the two-stage boost modules (7-10) are at a high potential. The No. 1 armature (7-7-2) is subjected to electromagnetic force, causing the inner control valve stem (7-10-3) to move upwards, which in turn causes the outer control valve block (7-10-4) to move upwards, cutting off the connection between the first-stage boost oil return circuit (7-10-9) and the main boost oil return circuit (7-10-10). The first-stage boost oil chamber (7- 10-12) Pressure build-up begins, and the secondary booster oil inlet circuit (7-10-16) connects with the primary booster oil return circuit (7-10-9), while disconnecting from the upper space of the external control valve block (7-10-4). The secondary booster oil chamber (7-10-15) begins to build pressure; the dual booster piston (7-10-6) moves downward, and the pressure in the low-carbon fuel accumulator chamber (7-12) increases until the pressure in the low-carbon fuel accumulator chamber (7-12) reaches a certain level. Multiply by the area of ​​the lower surface of the twin-boost piston (7-10-6). In addition to the elastic force of the return spring of the dual-boost piston (7-10-6) equal to the pressure of the booster oil in the booster oil chamber Multiply by the area it acts on the twin-charged piston (7-10-6) When the dual-boost piston (7-10-6) stops moving, that is... .

11. The combustion control method for a dual-fuel engine based on a variable injection law injector according to claim 1, characterized in that: When the second fuel injection module (B) performs boot-shaped injection, it first performs base pressure injection mode, and then performs low pressure or high pressure injection mode during the injection process to increase the injection pressure and achieve the change of injection rate from low to high.

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