Dual-fuel combustion control method and system, engine and computer storage medium

Abstract

The invention discloses a dual-fuel combustion control method and system, an engine and a computer storage medium, and relates to the technical field of dual-fuel combustion, the dual-fuel combustion control method is applied to the dual-fuel combustion control system, and the dual-fuel combustion control system comprises a combustion chamber and an air inlet adjusting module arranged at an air inlet of the combustion chamber; the exhaust adjusting module is arranged at an exhaust port of the combustion chamber, and the working state of the engine is determined by obtaining current working condition information of the engine according to the current working condition information; when the working state of the engine is the preset low-load working state, a waste gas circulating combustion instruction is determined according to the current working condition information; and opening and closing phase shifting control is conducted on the air inlet adjusting module and the exhaust adjusting module according to the waste gas circulating combustion instruction so that the temperature in the combustion chamber can be increased. The replacement rate of the clean fuel in the low-load state is increased.

Description

Technical Field

[0001] The present application relates to the technical field of dual-fuel combustion, and particularly to a dual-fuel combustion control method, system, engine, and computer storage medium. Background Art

[0002] With the continuous development of dual-fuel combustion technology, users have also put forward higher requirements for the control method of fuel combustion in the engine, especially for the control method of dual-fuel combustion (i.e., pilot fuel and clean fuel) under low-load conditions.

[0003] The traditional control method for dual-fuel combustion under low-load conditions (low temperature in the combustion chamber) is to increase the injection ratio of the pilot fuel (such as diesel, etc.) to achieve the ignition of the clean fuel based on the pilot fuel. This dual-fuel combustion control method has certain defects. There is a phenomenon that the injection ratio of the pilot fuel is relatively large under low-load conditions. That is, this dual-fuel combustion control method will result in a relatively low substitution rate of the clean fuel under low-load conditions due to the relatively large injection ratio of the pilot fuel under low-load conditions.

[0004] The above content is only used to assist in understanding the technical solution of the present application, and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of the present application is to provide a dual-fuel combustion control method, system, engine, and computer storage medium, aiming to solve the technical problem of relatively low substitution rate of clean fuel under low-load conditions.

[0006] To achieve the above object, the present application provides a dual-fuel combustion control method. The dual-fuel combustion control method is applied to a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber, an intake air adjustment module provided at the intake port of the combustion chamber, and an exhaust gas adjustment module provided at the exhaust port of the combustion chamber. The dual-fuel combustion control method includes:

[0007] Obtain the current working condition information of the engine, and determine the working state of the engine according to the current working condition information;

[0008] When the working state of the engine is a preset low-load working state, determine a cyclic combustion exhaust gas command according to the current working condition information;

[0009] Perform opening and closing phase shift control on the intake air adjustment module and the exhaust gas adjustment module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber.

[0010] In an embodiment, the step of determining a cyclic combustion exhaust gas command according to the current working condition information includes:

[0011] Determine the cyclic combustion ratio corresponding to the current operating condition information in a preset exhaust gas ratio introduction table;

[0012] Based on the cyclic combustion ratio, determine an exhaust gas phase shift command and an intake air phase shift command in a preset intake and exhaust phase shift table, and use the exhaust gas phase shift command and the intake air phase shift command as cyclic combustion exhaust gas commands.

[0013] In one embodiment, the dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module disposed in the combustion chamber. The dual-fuel direct injection fuel injection module includes a clean fuel direct injection injector and a pilot fuel direct injection injector. After the step of determining the cyclic combustion exhaust gas command according to the current operating condition information, it includes:

[0014] Based on the cyclic combustion ratio determined according to the current operating condition information, determine a clean fuel control parameter and a pilot fuel control parameter in a preset dual-fuel direct injection table;

[0015] When the compression state in the current operating condition information is before a preset top dead center period, perform pilot fuel direct injection on the pilot fuel direct injection injector based on the pilot fuel control parameter;

[0016] When the compression state in the current operating condition information is after a preset top dead center period, perform clean fuel direct injection on the clean fuel direct injection injector based on the clean fuel control parameter.

[0017] In one embodiment, the step of performing opening and closing phase shift control on the intake air adjustment module and the exhaust gas adjustment module according to the cyclic combustion exhaust gas command includes:

[0018] Determine the exhaust gas phase shift command and the intake air phase shift command in the cyclic combustion exhaust gas command;

[0019] Perform intake air opening and closing phase shift control on the intake air adjustment module based on the intake air phase shift command, where the intake air opening and closing phase shift control includes opening the intake port in advance based on the intake air adjustment module and closing the intake port in advance based on the intake air adjustment module; or, opening the intake port with a delay based on the intake air adjustment module and closing the intake port with a delay based on the intake air adjustment module;

[0020] Perform exhaust gas opening and closing phase shift control on the exhaust gas adjustment module based on the exhaust gas phase shift command, where the exhaust gas opening and closing phase shift control includes opening the exhaust port in advance based on the exhaust gas adjustment module and closing the exhaust port in advance based on the exhaust gas adjustment module; or, opening the exhaust port with a delay based on the exhaust gas adjustment module and closing the exhaust port with a delay based on the exhaust gas adjustment module.

[0021] In one embodiment, the step of determining the engine operating state according to the current operating condition information includes:

[0022] When the current operating condition information matches the low-load state information in the preset engine state table, determining that the engine operating state is the preset low-load operating state, where the current operating condition information includes at least one of engine speed, engine torque, engine water temperature, and intake air temperature;

[0023] When the current operating condition information does not match the low-load state information in the preset engine state table, determining that the engine operating state is other operating states, where the other operating states include at least one of medium-high load state and shutdown state.

[0024] In addition, to achieve the above object, the present application further provides a dual-fuel combustion control system, which includes a combustion chamber, an intake air regulation module provided at the intake port of the combustion chamber, an exhaust regulation module provided at the exhaust port of the combustion chamber, and a dual-fuel combustion controller. The dual-fuel combustion controller is connected to the intake air regulation module and the exhaust regulation module, and the dual-fuel combustion controller includes:

[0025] A state determination module, configured to obtain the current operating condition information of the engine and determine the engine operating state according to the current operating condition information;

[0026] An instruction determination module, configured to determine a cyclic combustion exhaust gas instruction according to the current operating condition information when the engine operating state is the preset low-load operating state;

[0027] A combustion control module, configured to perform opening / closing and phase-shifting control on the intake air regulation module and the exhaust regulation module according to the cyclic combustion exhaust gas instruction to increase the temperature in the combustion chamber.

[0028] In one embodiment, the dual-fuel combustion controller includes an intake air control end, and the intake air regulation module includes:

[0029] An intake air valve, which is provided at the intake port;

[0030] An intake air phase regulator, the intake air regulation end of which is mechanically connected to the control end of the intake air valve, and the intake air controlled end of which is connected to the intake air control end;

[0031] The dual-fuel combustion controller includes an exhaust air control end, and the exhaust regulation module includes:

[0032] An exhaust air valve, which is provided at the exhaust port;

[0033] An exhaust phase regulator, wherein an exhaust adjustment end of the exhaust phase regulator is mechanically connected to a control end of the exhaust valve, and an exhaust controlled end of the exhaust phase regulator is connected to the exhaust control end.

[0034] In one embodiment, the dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module disposed in the combustion chamber. The dual-fuel direct injection fuel injection module includes:

[0035] A clean fuel direct injection injector, a first fuel inlet of the clean fuel direct injection injector is connected to a clean fuel pipeline. Wherein, the clean fuel direct injection injector is disposed at a central position of a top wall of the combustion chamber;

[0036] A clean fuel injection hole, the clean fuel injection hole is connected to a first fuel outlet of the clean fuel direct injection injector;

[0037] A pilot fuel direct injection injector, a second fuel inlet of the pilot fuel direct injection injector is connected to a pilot fuel pipeline. Wherein, the pilot fuel direct injection injector is disposed at a first position on the top wall of the combustion chamber, and the first position is a position less than a preset first distance value from the central position;

[0038] A pilot fuel injection hole, the pilot fuel injection hole is connected to a second fuel outlet of the pilot fuel direct injection injector. Wherein, the pilot fuel injection hole and the clean fuel injection hole are arranged to cross each other in space.

[0039] In addition, to achieve the above object, the present application further provides an engine, including the above dual-fuel combustion control system, a processor, a memory, and a dual-fuel combustion control method program stored on the memory and executable by the processor. When the dual-fuel combustion control method program is executed by the processor, the steps of the dual-fuel combustion control method as described above are implemented.

[0040] The present application further provides a computer storage medium, on which a dual-fuel combustion control method program is stored. When the dual-fuel combustion control method program is executed by a processor, the steps of the dual-fuel combustion control method as described above are implemented.

[0041] An embodiment of the present application provides a dual-fuel combustion control method, which is applied to a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber, an intake air regulation module disposed at the intake port of the combustion chamber, and an exhaust gas regulation module disposed at the exhaust port of the combustion chamber. By obtaining the current operating condition information of the engine and determining the engine operating state according to the current operating condition information; when the engine operating state is a preset low-load operating state, determining a cyclic combustion exhaust gas command according to the current operating condition information; performing opening and closing phase shifting control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber. This dual-fuel combustion control method determines the cyclic combustion exhaust gas command based on the current operating condition information when the engine operating state is a preset low-load operating state, and finally can perform opening and closing phase shifting control on the intake air regulation module and the exhaust gas regulation module based on the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, and avoid the problem that the injection proportion of the pilot fuel is relatively large under the low-load state (that is, it is necessary to use the pilot fuel to increase the temperature in the combustion chamber). This dual-fuel combustion control method controls the intake air regulation module and the exhaust gas regulation module to perform opening and closing phase shifting under the low-load operating state to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, and avoid the phenomenon that more pilot fuel is needed to increase the temperature (at this time, more clean fuel can be used for driving), thereby improving the substitution rate of clean fuel under the low-load state. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is a schematic flowchart of the first embodiment of the dual-fuel combustion control method of the present application;

[0043] Figure 2 It is a schematic system framework diagram of the dual-fuel combustion control system of the present application;

[0044] Figure 3 It is a schematic diagram of controlling valve lift of the dual-fuel combustion control method of the present application;

[0045] Figure 4 It is a schematic module diagram of the basic chip of the system of the present application;

[0046] Figure 5 It is a schematic device structure diagram of the hardware operating environment involved in the device of the present application.

[0047] The implementation, functional features and advantages of the object of the present application will be further described with reference to the embodiments and the accompanying drawings.

[0048] Description of the reference numerals in the drawings:

[0049] 1001, Processing device; 1002, Read-only memory; 1003, Storage device; 1004, Random access memory; 1005, Bus; 1006, Input / output interface; 1007, Input device; 1008, Output device; 1009, Communication device; 110, Combustion chamber; 11, Piston; 12, Cylinder liner; 13, Cylinder head; 21, Intake valve; 22, Intake phase adjuster; 23, Intake port; 31, Exhaust valve; 32, Exhaust phase adjuster; 33, Exhaust port; 41, Clean fuel direct injection injector; 42, Pilot fuel direct injection injector; 301, Initial exhaust profile; 311, Phase-shifted exhaust profile; 101, Piston position profile; 201, Initial intake profile; 211, Phase-shifted intake profile. Detailed implementation manners

[0050] It should be understood that the specific embodiments described herein are merely used to explain the present application and are not used to limit the present application.

[0051] To better understand the technical solution of the present application, the following will be described in detail in conjunction with the accompanying drawings of the specification and specific implementation manners.

[0052] During the control process of dual fuel (assuming diesel is the pilot fuel and methanol is the clean fuel in the dual fuel), after the methanol fuel spray is ejected from the injector, it atomizes and absorbs heat, diffuses and mixes with the surrounding air. When the combustion conditions are met, the mixture burns and releases heat. The period from the start of fuel injection to the start of ignition is the ignition delay period. However, due to the high auto-ignition temperature and high latent heat of vaporization of methanol, it is difficult to achieve pure methanol compression ignition on an engine. Therefore, diesel is introduced as the pilot fuel during the dual fuel control process to achieve the diffusion combustion of methanol. When the engine is operating at low load, the in-cylinder temperature is low at top dead center of compression. The ignition delay period of methanol is extended. To ensure the combustion stability and economy of methanol, it is necessary to increase the diesel injection quantity, that is, when the in-cylinder compression temperature is low, it is necessary to increase the diesel injection ratio, and then increase the in-cylinder compression temperature by diesel combustion, and based on the increased temperature, use methanol for combustion work. This control method will result in a low substitution rate of methanol (which can also be other clean fuels with a higher combustion temperature) under low load conditions.

[0053] Therefore, based on the deficiencies of the above dual-fuel combustion control method, the dual-fuel combustion control method of the present application is proposed. The solution of the embodiment of the present application is as follows: When the engine is in a preset low-load operating state, a cyclic combustion exhaust gas command is determined based on the current operating condition information. Finally, the opening and closing phase shift control of the intake air adjustment module and the exhaust gas adjustment module can be performed based on the cyclic combustion exhaust gas command, so as to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, and avoid the problem that the injection proportion of the pilot fuel is relatively large in the low-load state (that is, it is necessary to use the pilot fuel to increase the temperature in the combustion chamber). This dual-fuel combustion control method controls the intake air adjustment module and the exhaust gas adjustment module to perform opening and closing phase shift in the low-load operating state, so as to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, and avoid the phenomenon that a large amount of pilot fuel is needed to increase the temperature (at this time, more clean fuel can be used for driving), thereby increasing the substitution rate of clean fuel in the low-load state.

[0054] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or a device capable of implementing the above functions, such as a dual-fuel combustion controller. Hereinafter, the dual-fuel combustion controller will be taken as an example to illustrate this embodiment and the following embodiments.

[0055] Based on this, the embodiment of the present application provides a dual-fuel combustion control method, referring to Figure 1 , Figure 1 which is a schematic flowchart of the first embodiment of the dual-fuel combustion control method of the present application.

[0056] Referring to Figure 1 , the present application provides a dual-fuel combustion control method. In the first embodiment of the dual-fuel combustion control method, the dual-fuel combustion control method is applied to a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber 110, an intake air adjustment module provided at the intake port 23 of the combustion chamber 110, and an exhaust gas adjustment module provided at the exhaust port 33 of the combustion chamber 110. The dual-fuel combustion control method includes:

[0057] Step S10, obtaining the current operating condition information of the engine and determining the engine operating state according to the current operating condition information;

[0058] Exemplarily, the dual-fuel combustion control system includes a combustion chamber 110, an intake air regulation module provided at the intake port 23 of the combustion chamber 110, and an exhaust gas regulation module provided at the exhaust port 33 of the combustion chamber 110. Furthermore, the exhaust gas regulation module and the intake air regulation module can be controlled based on the disclosure of the engine where the dual-fuel combustion control system is located to increase the temperature of the combustion chamber 110 in the low-load state, thereby reducing the use of the pilot fuel and increasing the use of the clean fuel, so as to increase the substitution rate of the clean fuel in the low-load state. It should be noted that the dual-fuel combustion control system supplies the clean fuel and the pilot fuel through the dual-fuel supply section (i.e., if the whole system supplies fuel), wherein the dual-fuel supply section includes: a pilot fuel delivery module and a clean fuel delivery module; a dual-fuel high-pressure oil pump module, the first end of the dual-fuel high-pressure oil pump module is respectively connected to the first end of the pilot fuel delivery module and the first end of the clean fuel delivery module (the dual-fuel high-pressure oil pump module discharges oil), and the third end of the dual-fuel high-pressure oil pump module is respectively connected to the second end of the pilot fuel delivery module and the second end of the clean fuel delivery module (the dual-fuel high-pressure oil pump module returns oil); a dual-fuel high-pressure oil rail module, the first end of the dual-fuel high-pressure oil rail module is connected to the second end of the dual-fuel high-pressure oil pump module (the dual-fuel high-pressure oil rail module discharges oil), and the third end of the dual-fuel high-pressure oil rail module is respectively connected to the second end of the pilot fuel delivery module and the second end of the clean fuel delivery module (the dual-fuel high-pressure oil rail module returns oil); a dual-fuel direct injection module, the first end of the dual-fuel direct injection module is connected to the second end of the dual-fuel high-pressure oil rail module (the dual-fuel direct injection module receives fuel and is controlled for direct injection), and the second end of the dual-fuel direct injection module is connected to the second end of the pilot fuel delivery module (the dual-fuel direct injection module returns oil); a dual-fuel supply controller, the dual-fuel supply controller is connected to the fourth end of the dual-fuel high-pressure oil pump module, the fourth end of the dual-fuel high-pressure oil rail module, and the third end of the dual-fuel direct injection module (it can also control the dual-fuel high-pressure oil rail module based on the working conditions, wherein the dual-fuel high-pressure oil rail module refers to the collection of the clean fuel direct injection injector and the pilot fuel direct injection injector), and the dual-fuel supply controller is used to collect the flow information of the dual-fuel high-pressure oil pump module and the rail pressure information of the dual-fuel high-pressure oil rail module, and control the pilot fuel delivery module to supply the pilot fuel and / or control the clean fuel delivery module to supply the clean fuel based on the flow information and the rail pressure information.The dual-fuel supply section realizes the integrated supply of dual fuels by designing a dual-fuel high-pressure oil pump module and a dual-fuel high-pressure oil rail module. That is, based on the dual-fuel supply controller, the flow information of the dual-fuel high-pressure oil pump module and the rail pressure information of the dual-fuel high-pressure oil rail module can be collected. Then, based on the flow information and the rail pressure information, the pilot fuel delivery module is controlled to supply pilot fuel and / or the clean fuel delivery module is controlled to supply clean fuel. The flow information refers to the fuel flow rates of the pilot fuel delivery module and the clean fuel delivery module delivered to the dual-fuel high-pressure oil pump module. The rail pressure information refers to the rail pressure value of the fuel collected by the dual-fuel high-pressure oil rail module. For example, if the rail pressure value of D fuel required for the engine operating condition is A, and the actually collected rail pressure value is B, and B is less than A, the flow rate of D fuel will be increased to increase the rail pressure value of D fuel to complete the dual-fuel supply control. Since the dual-fuel high-pressure oil pump module and the dual-fuel high-pressure oil rail module adopt an integrated design, the oil pump drives the pilot fuel and clean fuel common rail system, meeting the engine mounting and driving requirements, and thus the implementation cost of the dual-fuel supply section can be reduced. It should be noted that if one of the fuels in the dual-fuel supply is corrosive, another fuel can be used for hydraulic drive on the fuel injector of this fuel to avoid corrosion damage to the control components. For example, if the clean fuel is corrosive, the pilot fuel can be used to drive the clean fuel injector to avoid corrosion damage to the components of the clean fuel injector, thereby increasing the service life of the dual-fuel supply section. It should be noted that the connection of the first end of the dual-fuel high-pressure oil pump module in this application to the first ends of the pilot fuel delivery module and the clean fuel delivery module respectively means that part A of the first end of the dual-fuel high-pressure oil pump module is connected to the first end of the pilot fuel delivery module, and part B of the first end of the dual-fuel high-pressure oil pump module is connected to the first end of the clean fuel delivery module. Here, A and B are not in the same position, that is, the separate connections mean that different parts of a certain position are respectively connected to different modules. The subsequent separate connections also have the same meaning as above, and are not limited here.

[0059] In this embodiment, by controlling the intake and exhaust ports in the dual-fuel combustion control system, the temperature in the combustion chamber is increased. Reference can be made to Figure 2 , Figure 2This is a schematic diagram of the system framework of the dual-fuel combustion control system of this application. The intake air regulation module and the exhaust gas regulation module control the timing of intake and exhaust through corresponding hardware devices, thereby changing the temperature in the combustion chamber to quickly reach the temperature value of the clean fuel, and then improving the substitution rate of the clean fuel. That is, in cooperation with the variable valve timing mechanism (the intake air regulation module and the exhaust gas regulation module regulate the intake and exhaust), according to the engine operating conditions, using ECM (Engine Control Module) closed-loop control, in-cylinder EGR (Exhaust Gas Recirculation) can be introduced at low load to increase the in-cylinder compression temperature, thereby increasing the methanol substitution rate at low load. During combustion control, based on the current operating condition information of the engine, and determining the engine operating state according to the current operating condition information. The current operating condition information refers to the operating conditions of the engine or the engine, and at least includes at least one of the engine speed, engine torque, and engine temperature. Then, based on the above situation, the engine operating state at this time is determined. The engine operating state includes low load, medium-high load, and shutdown state. Then, subsequent EGR control is performed at low load to increase the in-cylinder temperature at low load, thereby reducing the use of ignition fuel to achieve an increase in the substitution rate of clean fuel.

[0060] Step S20, when the engine operating state is the preset low-load operating state, determine the cyclic combustion exhaust gas command according to the current operating condition information;

[0061] In this embodiment, when it is determined that the engine operating state is the preset low-load operating state, that is, there will be a problem of a low substitution rate of clean fuel at this time, the cyclic combustion exhaust gas command will be determined based on the current operating condition information. The cyclic combustion exhaust gas command is an instruction for controlling the intake and exhaust regulation module, thereby achieving the effect of using exhaust gas to increase the in-cylinder temperature. It should be noted that the current operating condition information can also directly be the initial temperature in the combustion chamber, and then the corresponding cyclic combustion exhaust gas command is determined based on the initial temperature, that is, the cyclic combustion exhaust gas command corresponding to this initial temperature in this table is determined in the initial temperature and command correspondence table, and then the cyclic combustion exhaust gas command is directly determined based on different temperatures (because it is itself controlled and regulated based on temperature) to ensure the accuracy of the determination of the cyclic combustion exhaust gas command. At the same time, the intake and exhaust of the combustion chamber can be controlled based on the cyclic combustion exhaust gas command, thereby increasing the temperature in the combustion chamber, reducing the amount of ignition fuel required, increasing the use amount of clean fuel, and then increasing the substitution rate of clean fuel.

[0062] It should be noted that when it is determined that the engine operating state is not the preset low-load operating state, that is, the medium-high load state (the shutdown state is not described and is not directly controlled), the engine temperature in the current operating condition information will be further determined. Then, when it is determined that the engine temperature is greater than the preset minimum ignition temperature (user-defined value), the dual-fuel combustion control method of the present application will be directly skipped, that is, there is no need to further reduce the proportion of the pilot fuel at this time. On the contrary, when the engine temperature is less than the preset minimum ignition temperature, the cyclic combustion exhaust gas command will be determined based on the engine temperature (that is, the above initial temperature) to perform subsequent control.

[0063] Step S30, perform opening / closing phase shift control on the intake air regulation module and the exhaust air regulation module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber 110.

[0064] In this embodiment, after determining the cyclic combustion exhaust gas command, opening / closing phase shift control will be performed on the intake air regulation module and the exhaust air regulation module based on the cyclic combustion exhaust gas command. Then, the temperature in the combustion chamber 110 is increased through the opening / closing phase shift control. Furthermore, it is not necessary to use a large amount of pilot fuel to increase the temperature in the combustion chamber 110. At this time, the utilization rate of the clean fuel can be increased, and thus the substitution rate of the clean fuel in the entire engine control operation is improved.

[0065] In one embodiment, the injection control of the dual fuel can be independently controlled by the engine ECM for the injection parameters. The injection parameters include injection pressure, injection start angle, and injection quantity, that is, the relevant parameters of the fuel output to the fuel spray. The above parameters can be adaptively controlled based on the engine operating conditions. The engine operating conditions at least include engine speed, engine torque, and engine temperature. Then, at least according to the above three operating conditions, the injection parameters corresponding to the above operating conditions (including pilot fuel injection parameters and clean fuel injection parameters) are determined in the corresponding parameter table. Furthermore, the dual-fuel direct injection fuel injection module is controlled based on their respective parameters. It should be noted that in addition to parameter control, there will also be control of the direct injection time. The pilot fuel direct injector 42 in the dual-fuel direct injection fuel injection module starts injecting before the top dead center of the engine. After the pilot fuel direct injector 42 injects, the fuel spray atomizes and diffuses, mixes with the surrounding air and burns, increasing the overall temperature in the combustion chamber. At this time, the injection start time of the clean fuel direct injector 41 in the dual-fuel direct injection fuel injection module is later than that of the pilot fuel direct injector 42. The overall temperature in the cylinder at the injection moment is already higher than the auto-ignition temperature of the clean fuel. The clean fuel burns in a diffusion combustion mode, and the fuel spray mixes with the surrounding air and burns while mixing, avoiding a large amount of clean fuel evaporation and heat absorption causing a temperature drop in the cylinder. That is, during cold start, the proportion of the pilot fuel can be increased to optimize the cold start performance.

[0066] In this embodiment, a dual-fuel combustion control method is provided, which is applied to a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber, an intake air regulation module arranged at the intake port of the combustion chamber, and an exhaust gas regulation module arranged at the exhaust port of the combustion chamber. By obtaining the current working condition information of the engine and determining the working state of the engine according to the current working condition information; when the working state of the engine is a preset low-load working state, determining a cyclic combustion exhaust gas command according to the current working condition information; performing opening / closing phase shift control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber. This dual-fuel combustion control method determines the cyclic combustion exhaust gas command based on the current working condition information when the working state of the engine is a preset low-load working state, and finally can perform opening / closing phase shift control on the intake air regulation module and the exhaust gas regulation module based on the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, and avoid the problem that the injection proportion of the pilot fuel is relatively large under the low-load state (that is, it is necessary to use the pilot fuel to increase the temperature in the combustion chamber). This dual-fuel combustion control method controls the intake air regulation module and the exhaust gas regulation module to perform opening / closing phase shift in the low-load working state to increase the temperature in the combustion chamber based on the intake and exhaust timing of the cyclic combustion exhaust gas, so as to avoid the phenomenon of using more pilot fuel to increase the temperature (at this time, more clean fuel can be used for driving), thereby increasing the substitution rate of clean fuel under the low-load state.

[0067] Further, based on the first embodiment of the present application above, a second embodiment of the dual-fuel combustion control method of the present application is proposed. In this embodiment, the above step S20, the step of determining the cyclic combustion exhaust gas command according to the current working condition information, includes:

[0068] Step S21, determining the cyclic combustion ratio corresponding to the current working condition information in a preset exhaust gas ratio introduction table;

[0069] Step S22, determining an exhaust phase shift command and an intake phase shift command in a preset intake and exhaust phase shift table based on the cyclic combustion ratio, and taking the exhaust phase shift command and the intake phase shift command as the cyclic combustion exhaust gas command.

[0070] In this embodiment, when controlling the entire combustion process, the appropriate starting temperature T0 of the clean fuel diffusion combustion under various working conditions will be confirmed preferentially through experiments and simulation. For example, through experiments by combining data such as the engine intake air temperature, intake air volume, water temperature, rotational speed, compression ratio, etc. (assuming there is a corresponding relationship table between the starting temperature T0 and the above data), the in-cylinder compression temperature T1 during the injection of clean fuel under the current working condition is calculated (without considering the combustion of the pilot fuel). And under certain low-load conditions, the temperature difference ΔT01 between T0 and T1 under the current working condition is calculated. T0 is usually higher than T1. During the process of T1 rising to T0, pilot fuel needs to be injected and burned to make the in-cylinder temperature T2 ≥ T0 when the clean fuel is injected. At this time, it is assumed that the lower the load (i.e., the lower the fuel energy to be output), the larger the temperature difference ΔT01, the larger the injection amount of the pilot fuel required, and the lower the clean fuel substitution rate. The general common method is to increase the injection amount of the pilot fuel to increase the temperature of the combustion chamber. This solution is to introduce an appropriate in-cylinder EGR ratio (the combustion exhaust gas of the previous cycle), which can increase the initial temperature before the in-cylinder gas is compressed, thereby increasing the in-cylinder compression temperature T3 when the clean fuel is injected after compression; at this time, the temperature difference ΔT03 between T0 and T3 < ΔT01, which can reduce the injection amount of the pilot fuel, thereby increasing the clean fuel substitution rate. When it is determined that EGR ratio control is required (the temperature in the combustion chamber is low or working under low-load conditions), the cycle combustion ratio corresponding to the current working condition information will be determined in the preset exhaust gas ratio introduction table, that is, the unique corresponding cycle combustion ratio can be directly determined based on the rotational speed, torque, and temperature in the current working condition information. Of course, it can also be directly determined based on the temperature in the current working condition information. The preset exhaust gas ratio introduction table refers to the corresponding relationship between the current working condition information and the cycle combustion ratio defined in advance by the user. For example, if the current working condition information is M1, the cycle combustion ratio is determined to be D% in the preset exhaust gas ratio introduction table. The cycle combustion ratio refers to the proportion of the introduction of the cycle exhaust gas, such as not introducing the cycle exhaust gas, introducing 5% of the cycle exhaust gas, etc. The exhaust phase shift command and the intake phase shift command will be determined in the preset intake and exhaust phase shift table according to the cycle combustion ratio, and the exhaust phase shift command and the intake phase shift command will be used as the cycle combustion exhaust gas command. The preset intake and exhaust phase shift table determines the time points for controlling the opening and closing of the intake and exhaust ports to be phase-shifted corresponding to different cycle combustion ratios. The exhaust phase shift command is an instruction to move the opening and closing time points forward and backward based on the initial exhaust time point, and the intake phase shift command is an instruction to move the opening and closing time points forward and backward based on the initial intake time point. Furthermore, the intake and exhaust time points can be phase-shifted based on the exhaust phase shift command and the intake phase shift command to increase the temperature in the combustion chamber based on the combustion exhaust gas, reduce the use of the pilot fuel, and thus increase the clean fuel substitution rate.

[0071] In one embodiment, the dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module disposed in the combustion chamber. The dual-fuel direct injection fuel injection module includes a clean fuel direct injection injector and a pilot fuel direct injection injector. After the step of determining the cyclic combustion exhaust gas command according to the current operating condition information, the following steps are included:

[0072] Step S23: Determine the clean fuel control parameter and the pilot fuel control parameter in a preset dual-fuel direct injection table based on the cyclic combustion ratio determined according to the current operating condition information;

[0073] Step S24: When the compression state in the current operating condition information is before the preset top dead center period, perform pilot fuel direct injection on the pilot fuel direct injection injector based on the pilot fuel control parameter;

[0074] Step S25: When the compression state in the current operating condition information is after the preset top dead center period, perform clean fuel direct injection on the clean fuel direct injection injector based on the clean fuel control parameter.

[0075] In this embodiment, the dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module disposed in the combustion chamber. The dual-fuel direct injection fuel injection module includes a clean fuel direct injection injector and a pilot fuel direct injection injector, that is, the clean fuel direct injection injector is controlled to directly inject clean fuel, and the pilot fuel direct injection injector is controlled to directly inject pilot fuel. After determining the cyclic combustion exhaust gas command, generally after executing the cyclic combustion exhaust gas command, the control commands for the clean fuel direct injection injector and the pilot fuel direct injection injector are executed. Furthermore, by determining the clean fuel control parameter and the pilot fuel control parameter in a preset dual-fuel direct injection table (the control parameters of the two fuels corresponding to different cyclic combustion ratios are set in advance), that is, determining the injection pressure, injection start angle, and injection volume corresponding to the clean fuel and the pilot fuel. That is, both control parameters include parameters such as the injection pressure, injection start angle, and injection volume corresponding to their respective fuels. Furthermore, based on the compression state in the current operating condition information being before the preset top dead center period (and the injection is completed before the top dead center arrives), pilot fuel direct injection is performed on the pilot fuel direct injection injector based on the pilot fuel control parameter, and when the compression state in the current operating condition information is after the preset top dead center period (and the injection starts at the moment when the top dead center arrives), clean fuel direct injection is performed on the clean fuel direct injection injector based on the clean fuel control parameter. That is, the direct injection of the two fuels is controlled based on the top dead center of compression. The start time of the direct injection can be determined based on the direct injection duration of the pilot fuel. For example, the injection interval between the two fuels is limited to 10° crankshaft angle according to the direct injection duration of the pilot fuel. Of course, it can also be adaptively set according to the actual situation. The two fuels can be controlled through the pilot fuel control parameter and the clean fuel control parameter to achieve the cold start of the clean fuel, thereby improving the effect of dual-fuel combustion control.

[0076] Furthermore, based on the first embodiment and / or the second embodiment of the present application described above, a third embodiment of the dual-fuel combustion control method of the present application is proposed. In this embodiment, step S30, the step of performing opening / closing phase-shifting control on the intake air adjustment module and the exhaust air adjustment module according to the cyclic combustion exhaust gas instruction, includes:

[0077] Step S31, determining the exhaust phase-shifting instruction and the intake air phase-shifting instruction in the cyclic combustion exhaust gas instruction;

[0078] Step S32, performing intake air opening / closing phase-shifting control on the intake air adjustment module based on the intake air phase-shifting instruction, where the intake air opening / closing phase-shifting control includes opening the intake air port in advance based on the intake air adjustment module and closing the intake air port in advance based on the intake air adjustment module; or, opening the intake air port with a delay based on the intake air adjustment module and closing the intake air port with a delay based on the intake air adjustment module;

[0079] Step S33, performing exhaust air opening / closing phase-shifting control on the exhaust air adjustment module based on the exhaust phase-shifting instruction, where the exhaust air opening / closing phase-shifting control includes opening the exhaust air port in advance based on the exhaust air adjustment module and closing the exhaust air port in advance based on the exhaust air adjustment module; or, opening the exhaust air port with a delay based on the exhaust air adjustment module and closing the exhaust air port with a delay based on the exhaust air adjustment module.

[0080] In this embodiment, after the cyclic combustion exhaust gas instruction is determined, the exhaust gas phase shift instruction and the intake air phase shift instruction in the cyclic combustion exhaust gas instruction are determined. Then, based on the intake air phase shift instruction, the intake air opening and closing phase shift control is performed on the intake air adjustment module. Among them, the intake air opening and closing phase shift control includes opening the intake port in advance based on the intake air adjustment module and closing the intake port in advance based on the intake air adjustment module; or, opening the intake port based on the intake air adjustment module with a delay and closing the intake port based on the intake air adjustment module with a delay. At the same time, based on the exhaust gas phase shift instruction, the exhaust gas opening and closing phase shift control is performed on the exhaust gas adjustment module. Among them, the exhaust gas opening and closing phase shift control includes opening the exhaust port in advance based on the exhaust gas adjustment module and closing the exhaust port in advance based on the exhaust gas adjustment module; or, opening the exhaust port based on the exhaust gas adjustment module with a delay (the time, speed, and opening size of opening and closing the exhaust and intake ports can all correspond to the actual required cyclic combustion ratio. For example, if the cyclic combustion ratio is H1, then for the exhaust gas, after determining the end of combustion, it is controlled at a speed of S1, with a maximum opening of 30°, and a duration of 5S to ensure that for the exhaust gas, after determining the simultaneous opening, it is controlled at a speed of S2, with a maximum opening of 50°, and a duration of 6S to ensure the achievement of the cyclic combustion ratio H1. Among them, the cyclic combustion ratio can determine the corresponding time, speed, and opening size of opening and closing the exhaust and intake ports based on multiple experiments), and closing the exhaust port based on the exhaust gas adjustment module with a delay, that is, controlling the intake air to open and close late, or the intake air to open and close early, and controlling the exhaust gas to open and close late, or the exhaust gas to open and close early. However, in order to ensure the stability of the air pressure in the combustion chamber, the control of the exhaust and intake needs to be synchronized, that is, if the intake air opens and closes late, the exhaust gas opens and closes early, and then the in-cylinder EGR rate is controlled. Of course, it is also possible to control the intake air to open and close early and the exhaust gas to open and close late. Further, reference can be made to Figure 3 , Figure 3 which is a schematic diagram of controlling the valve lift of the dual-fuel combustion control method of the present application. In the current example, the initial exhaust gas profile 301 can be phase-shifted to the phase-shifted exhaust gas profile 311, and the initial intake air profile 201 can be phase-shifted to the phase-shifted intake air profile 211. Then, it can be achieved through overall phase adjustment or through variable valve lift to increase the substitution rate of clean fuel based on the temperature in the combustion chamber. Moreover, when performing phase shift control on the piston position profile 101, it is necessary to consider that the phase shift cannot exceed the piston position profile 101, that is, when performing backward phase shift on the exhaust gas, there needs to be a time control of the piston position profile 101, that is, the maximum cannot exceed the time point of the piston position profile 101.

[0081] It should be noted that, in addition to in-cylinder EGR control, the intake air temperature can also be adjusted in cooperation with the intercooler temperature control device of the engine (such as a refrigeration circuit similar to a refrigerator) to coordinately control the in-cylinder compression temperature. That is, under normal operating conditions (medium to high load conditions), the intake air temperature needs to be cooled by the intercooler temperature control device before entering the combustion chamber. While under low load or when the temperature in the combustion chamber is relatively low, the intake air can bypass the intercooler temperature control device to increase the temperature of the intake air entering the combustion chamber. Of course, other temperature-raising methods can also be used.

[0082] In one embodiment, the step of determining the engine operating state according to the current operating condition information includes:

[0083] Step S11, when the current operating condition information matches the low load state information in the preset engine state table, determine that the engine operating state is the preset low load operating state, where the current operating condition information includes at least one of engine speed, engine torque, engine water temperature, and intake air temperature;

[0084] Step S12, when the current operating condition information does not match the low load state information in the preset engine state table, determine that the engine operating state is other operating states, where the other operating states include at least one of medium to high load state and shutdown state.

[0085] In this embodiment, when implementing the dual-fuel combustion control method of the present application, it is necessary to determine that when the current operating condition information matches the low load state information in the preset engine state table, the engine operating state will be determined as the preset low load operating state when they match. Here, the current operating condition information includes at least one of engine speed, engine torque, engine water temperature, and intake air temperature. That is, it can be defined that when the engine speed is less than E, the engine torque is less than F, and neither E nor F is 0, and the engine temperature is less than G, the engine operating state is determined as the preset low load operating state. Otherwise, the engine operating state is determined as other operating states, where the other operating states include at least one of medium to high load state and shutdown state. For example, when the engine speed is 0 and the engine torque is 0, it is determined as shutdown. Then, through the judgment of the engine operating state, phase shift control of the subsequent intake and exhaust is performed, which can improve the substitution rate of clean fuel under low load conditions.

[0086] It should be noted that at this time, it can be directly judged based on the engine temperature alone. Then, when it is determined that the engine temperature is less than G1 (where G1 is less than G), it is determined that this is the low load state at this time. Thus, it can be directly controlled based on the actual temperature to ensure that the engine accurately ignites the clean fuel at different times, thereby improving the substitution rate of clean fuel under different operating conditions.

[0087] It should be noted that the above examples are only for understanding the present application and do not constitute a limitation on the dual-fuel combustion control method of the present application. Based on this technical concept, more forms of simple transformations are within the protection scope of the present application.

[0088] The present application also provides a first embodiment of a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber 110, an intake air regulation module provided at the intake port 23 of the combustion chamber 110, an exhaust gas regulation module provided at the exhaust port 33 of the combustion chamber 110, and a dual-fuel combustion controller. The dual-fuel combustion controller is connected to the intake air regulation module and the exhaust gas regulation module. Please refer to Figure 4 , the dual-fuel combustion controller includes:

[0089] A state determination module A10, configured to obtain the current working condition information of the engine and determine the working state of the engine according to the current working condition information;

[0090] An instruction determination module A20, configured to determine a cyclic combustion exhaust gas instruction according to the current working condition information when the working state of the engine is a preset low-load working state;

[0091] A combustion control module A30, configured to perform opening / closing and phase-shifting control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas instruction to increase the temperature in the combustion chamber.

[0092] The dual-fuel combustion control system provided by the present application adopts the dual-fuel combustion control method in the above embodiment, and can solve the technical problem of low substitution rate of clean fuel under low-load conditions. Compared with the prior art, the beneficial effects of the dual-fuel combustion control system provided by the present application are the same as those of the dual-fuel combustion control method provided by the above embodiment, and other technical features in the dual-fuel combustion control system are the same as those disclosed in the method of the above embodiment, and will not be elaborated here.

[0093] Based on the above dual-fuel combustion control system, a second embodiment of the dual-fuel combustion control system of the present application is proposed. The dual-fuel combustion controller includes an intake air control end, and the intake air regulation module includes:

[0094] An intake valve 21, and the intake valve 21 is provided at the intake port 23;

[0095] An intake phase regulator 22, the intake regulation end of the intake phase regulator 22 is mechanically connected to the control end of the intake valve 21, and the intake controlled end of the intake phase regulator 22 is connected to the intake air control end;

[0096] The dual-fuel combustion controller includes an exhaust gas control end, and the exhaust gas regulation module includes:

[0097] An exhaust valve 31, and the exhaust valve 31 is provided at the exhaust port 33;

[0098] An exhaust phase regulator 32, the exhaust adjustment end of the exhaust phase regulator 32 is mechanically connected to the control end of the exhaust valve 31, and the exhaust control end of the exhaust phase regulator 32 is connected to the exhaust control end.

[0099] In this embodiment, through the variable valve timing mechanism, in-cylinder EGR is introduced, which can increase the temperature at the compression top dead center, thereby reducing the diesel injection amount. While ensuring fuel economy, the methanol substitution rate at low loads is increased. The variable valve timing mechanism includes an intake adjustment module composed of an intake valve 21 and an intake phase regulator 22, and an exhaust adjustment module composed of an exhaust valve 31 and an exhaust phase regulator 32. Among them, the exhaust valve 31 is controlled to open and close by the exhaust phase regulator 32. Under the condition of ensuring the minimum piston-to-valve clearance, the overall offset exhaust cam profile is realized, and then the exhaust phase is controlled. The intake valve 21 is controlled to open and close by the intake phase regulator 22. Under the condition of ensuring the minimum piston-to-valve clearance, the overall offset intake cam profile is realized, and then the intake phase is controlled. Based on the above two controls, the utilization of recycled exhaust gas is realized, and then the temperature in the combustion chamber is increased to ensure the substitution rate of clean fuel. It should be noted that the exhaust valve 31 and the intake valve 21 can be common intake and exhaust valves, but the valves are controlled by the corresponding phase regulators. The two phase regulators can be controllers that directly control the opening and closing of the valves. For example, a combination of a motor + controller is used to control the valves, rotating forward to open the intake and exhaust ports, and rotating backward to close the intake and exhaust ports. Of course, it can also be composed of other devices, which are not limited here.

[0100] In one embodiment, the dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module disposed in the combustion chamber. The dual-fuel direct injection fuel injection module includes:

[0101] A clean fuel direct injection injector 41, the first fuel inlet of the clean fuel direct injection injector 41 is connected to the clean fuel pipeline. Among them, the clean fuel direct injection injector 41 is disposed at the center position of the top wall of the combustion chamber 110;

[0102] Clean fuel injection holes (direct injection of clean fuel oil jets, and disposed on the clean fuel direct injection injector 41), the clean fuel injection holes are connected to the first fuel outlet of the clean fuel direct injection injector 41;

[0103] A pilot fuel direct injection injector 42, the second fuel inlet of the pilot fuel direct injection injector 42 is connected to the pilot fuel pipeline. Among them, the pilot fuel direct injection injector 42 is disposed at the first position of the top wall of the combustion chamber 110, and the first position is a position less than a preset first distance value from the center position;

[0104] The pilot fuel injection hole (a direct injection pilot fuel oil spray, and is provided on the pilot fuel direct injection injector 42), the pilot fuel injection hole is connected to the second oil outlet of the pilot fuel direct injection injector 42, wherein the pilot fuel injection hole and the clean fuel injection hole are arranged to intersect in space.

[0105] In this embodiment, the assembly design of the cylinder liner 12, the piston 11 and the cylinder head 13 forms a combustion chamber 110 to realize the combustion of fuel in the combustion chamber 110. The clean fuel direct injection injector 41 is arranged at the central position of the top wall (the corresponding combustion chamber is of W type, and there is sufficient air in the middle at this time). The pilot fuel direct injection injector 42 is arranged close to the clean fuel direct injection injector 41, and the pilot fuel injection hole is arranged on one side close to the clean fuel direct injection injector 41 and on the side far from the clean fuel direct injection injector 41, which is beneficial to the ignition of the clean fuel. Among them, the pilot fuel injection hole and the clean fuel injection hole (to ensure the injection effect, they can be evenly distributed along the central axis of the combustion chamber) are arranged to intersect in space, which can avoid the phenomenon that the direct injection of clean fuel extinguishes the combustion of the pilot fuel when the pilot fuel burns, so as to ensure the effect of the whole drive. The two injectors can be directly connected to the oil pipe at any position of the combustion chamber, which is not limited here. Furthermore, through the design of the above two injectors and injection holes (such as multiple nozzles are arranged on one nozzle pipe, that is, the nozzle pipes of the two fuels are arranged to intersect in space to realize the intersection of the nozzles of the two fuels in space), the cold start of the clean fuel can be realized, and the timing control of the direct injection can avoid the corrosion of the inner wall of the combustion chamber by the clean fuel, thereby ensuring the service life of the engine.

[0106] This application provides an engine (which can be an engine provided on a vehicle, a ship, an aircraft, etc.). The engine includes: the above-mentioned dual-fuel combustion control system (it should be noted that the subsequent processor and memory can be arranged in the system base chip in the dual-fuel combustion control system), at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the dual-fuel combustion control method in the first embodiment above.

[0107] Next, refer to Figure 5, which shows a schematic structural diagram of an engine suitable for implementing the embodiments of the present application. The engine in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistant), PADs (Portable Application Description), PMPs (Portable Media Player), in-vehicle terminals (such as in-vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The shown engine is merely an example and should not impose any limitations on the functions and usage scope of the embodiments of the present application.

[0108] As Figure 5 shown, the engine may include a processing system 1001 (such as a central processing unit, a graphics processing unit, etc.), which may perform various appropriate actions and processes according to a program stored in a read-only memory (Read Only Memory) 1002 or a program loaded from a storage system 1003 into a random access memory 1004. In the random access memory 1004, various programs and data required for the operation of the engine are also stored. The processing system 1001, the read-only memory 1002, and the random access memory 1004 are connected to each other through a bus 1005. An input / output interface 1006 is also connected to the bus. Generally, the following systems may be connected to the input / output interface 1006: an input system 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output system 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage system 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication system 1009. The communication system 1009 may allow the engine to communicate with other devices wirelessly or wiredly to exchange data. Although the figure shows an engine with various systems, it should be understood that it is not required to implement or have all the shown systems. Instead, more or fewer systems may be implemented or had.

[0109] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product that includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from a network through a communication system, or installed from a storage system 1003, or installed from a read-only memory 1002. When the computer program is executed by a processing system 1001, the above-mentioned functions defined in the methods of the embodiments disclosed in the present application are executed.

[0110] The engine provided by the present application adopts the dual-fuel combustion control method in the above-mentioned embodiment, and can solve the technical problem of low substitution rate of clean fuel under low-load conditions. Compared with the prior art, the beneficial effects of the engine provided by the present application are the same as those of the dual-fuel combustion control method provided in the above-mentioned embodiment, and other technical features in the engine are the same as those disclosed in the method of the previous embodiment, and will not be elaborated here.

[0111] It should be understood that the various parts disclosed in the present application can be implemented by hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in a suitable manner in any one or more embodiments or examples.

[0112] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in the present application, and all of them should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0113] The present application provides a computer storage medium having computer-readable program instructions (i.e., computer programs) stored thereon, and the computer-readable program instructions are used to execute the dual-fuel combustion control method in the above-mentioned embodiment.

[0114] The computer storage medium provided by the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or components, or any combination of the above. More specific examples of computer storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM) or flash memory, optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. In this embodiment, the computer storage medium may be any tangible medium that contains or stores a program, and the program can be used by or in combination with an instruction execution system, device, or component. The program code contained on the computer storage medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0115] The above computer storage medium may be included in the engine; or it may exist separately and not be assembled into the engine.

[0116] The above computer storage medium carries one or more programs. When the one or more programs are executed by the engine, the engine is caused to:

[0117] Obtain the current operating condition information of the engine and determine the operating state of the engine according to the current operating condition information;

[0118] When the operating state of the engine is a preset low-load operating state, determine a cyclic combustion exhaust gas command according to the current operating condition information;

[0119] Perform opening / closing and phase-shifting control on the intake adjustment module and the exhaust adjustment module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber.

[0120] Computer program code for performing the operations of this application can be written in one or more programming languages or combinations thereof. The above-mentioned programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (for example, by using an Internet service provider to connect through the Internet).

[0121] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and this module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutively represented blocks can actually be executed substantially in parallel, and they can sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0122] The modules described in the embodiments of this application can be implemented in software or in hardware. Among them, the name of the module does not constitute a limitation on the unit itself in some cases.

[0123] The computer storage medium provided by this application is a computer storage medium that stores computer-readable program instructions (i.e., computer programs) for performing the above-mentioned dual-fuel combustion control method, and can solve the technical problem of the low substitution rate of clean fuel under low load conditions. Compared with the prior art, the beneficial effects of the computer storage medium provided by this application are the same as those of the dual-fuel combustion control method provided by the above embodiments, and will not be elaborated here.

[0124] The present application also provides a computer program product, including a computer program which, when executed by a processor, implements the steps of the dual-fuel combustion control method as described above.

[0125] The computer program product provided by the present application can solve the technical problem of low substitution rate of clean fuel under low load conditions. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as those of the dual-fuel combustion control method provided by the above embodiments, and will not be elaborated herein.

[0126] The above are only partial embodiments of the present application, and thus do not limit the patent scope of the present application. Any equivalent structural transformation made under the technical concept of the present application by using the content of the specification and drawings of the present application, or any direct / indirect application in other related technical fields, is included in the patent protection scope of the present application.

Claims

1. A dual-fuel combustion control method, characterized in that, The dual-fuel combustion control method is applied to a dual-fuel combustion control system. The dual-fuel combustion control system includes a combustion chamber, an intake air regulation module provided at the intake port of the combustion chamber, and an exhaust gas regulation module provided at the exhaust port of the combustion chamber. The dual-fuel combustion control method includes: Obtain the current operating condition information of the engine, and determine the engine operating state according to the current operating condition information; When the engine operating state is a preset low-load operating state, determine a cyclic combustion exhaust gas command according to the current operating condition information; Perform opening / closing phase shift control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas command to increase the temperature in the combustion chamber.

2. The dual-fuel combustion control method according to claim 1, wherein The step of determining the cyclic combustion exhaust gas command according to the current operating condition information includes: Determine the cyclic combustion ratio corresponding to the current operating condition information in a preset exhaust gas ratio introduction table; Based on the cyclic combustion ratio, determine an exhaust gas phase shift command and an intake air phase shift command in a preset intake / exhaust phase shift table, and use the exhaust gas phase shift command and the intake air phase shift command as the cyclic combustion exhaust gas command.

3. The dual-fuel combustion control method according to claim 1, characterized in that, The dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module provided in the combustion chamber. The dual-fuel direct injection fuel injection module includes a clean fuel direct injection injector and a pilot fuel direct injection injector. After the step of determining the cyclic combustion exhaust gas command according to the current operating condition information, it includes: Based on the cyclic combustion ratio determined according to the current operating condition information, determine clean fuel control parameters and pilot fuel control parameters in a preset dual-fuel direct injection table; When the compression state in the current operating condition information is before a preset top dead center period, perform pilot fuel direct injection on the pilot fuel direct injection injector based on the pilot fuel control parameters; When the compression state in the current operating condition information is after a preset top dead center period, perform clean fuel direct injection on the clean fuel direct injection injector based on the clean fuel control parameters.

4. The dual-fuel combustion control method according to claim 1, wherein The step of performing opening / closing phase shift control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas command includes: Determine the exhaust gas phase shift command and the intake air phase shift command in the cyclic combustion exhaust gas command; Perform intake air opening / closing phase shift control on the intake air regulation module based on the intake air phase shift command. Among them, the intake air opening / closing phase shift control includes opening the intake port in advance based on the intake air regulation module and closing the intake port in advance based on the intake air regulation module; or, opening the intake port with a delay based on the intake air regulation module and closing the intake port with a delay based on the intake air regulation module; Perform exhaust gas opening / closing phase shift control on the exhaust gas regulation module based on the exhaust gas phase shift command. Among them, the exhaust gas opening / closing phase shift control includes opening the exhaust port in advance based on the exhaust gas regulation module and closing the exhaust port in advance based on the exhaust gas regulation module; or, opening the exhaust port with a delay based on the exhaust gas regulation module and closing the exhaust port with a delay based on the exhaust gas regulation module.

5. The dual-fuel combustion control method according to claim 1, wherein, The step of determining the engine operating state according to the current operating condition information includes: When the current operating condition information matches the low-load condition information in the preset engine state table, the engine operating state is determined to be the preset low-load operating state, where the current operating condition information includes at least one of engine speed, engine torque, engine water temperature, and intake air temperature; When the current operating condition information does not match the low-load condition information in the preset engine state table, the engine operating state is determined to be other operating states, where the other operating states include at least one of medium-high load state and shutdown state.

6. A dual-fuel combustion control system, characterized in that, The dual-fuel combustion control system includes a combustion chamber, an intake air regulation module arranged at the intake port of the combustion chamber, an exhaust gas regulation module arranged at the exhaust port of the combustion chamber, and a dual-fuel combustion controller, the dual-fuel combustion controller is connected to the intake air regulation module and the exhaust gas regulation module, and the dual-fuel combustion controller includes: A state determination module, configured to obtain the current operating condition information of the engine and determine the engine operating state according to the current operating condition information; An instruction determination module, configured to determine a cyclic combustion exhaust gas instruction according to the current operating condition information when the engine operating state is the preset low-load operating state; A combustion control module, configured to perform opening / closing and phase-shifting control on the intake air regulation module and the exhaust gas regulation module according to the cyclic combustion exhaust gas instruction to increase the temperature in the combustion chamber.

7. The dual-fuel combustion control system according to claim 6, wherein, The dual-fuel combustion controller includes an intake air control end, and the intake air regulation module includes: An intake air valve, the intake air valve is arranged at the intake port; An intake air phase regulator, the intake air regulating end of the intake air phase regulator is mechanically connected to the control end of the intake air valve, and the intake air controlled end of the intake air phase regulator is connected to the intake air control end; The dual-fuel combustion controller includes an exhaust gas control end, and the exhaust gas regulation module includes: An exhaust gas valve, the exhaust gas valve is arranged at the exhaust port; An exhaust gas phase regulator, the exhaust gas regulating end of the exhaust gas phase regulator is mechanically connected to the control end of the exhaust gas valve, and the exhaust gas controlled end of the exhaust gas phase regulator is connected to the exhaust gas control end.

8. The dual-fuel combustion control system according to claim 6, wherein, The dual-fuel combustion control system further includes a dual-fuel direct injection fuel injection module arranged in the combustion chamber, and the dual-fuel direct injection fuel injection module includes: A clean fuel direct injection injector, the first fuel inlet of the clean fuel direct injection injector is connected to a clean fuel delivery pipe, where the clean fuel direct injection injector is arranged at the center position of the top wall of the combustion chamber; A clean fuel injection hole, the clean fuel injection hole is connected to the first fuel outlet of the clean fuel direct injection injector; A pilot fuel direct injection injector, the second fuel inlet of the pilot fuel direct injection injector is connected to a pilot fuel delivery pipe, where the pilot fuel direct injection injector is arranged at a first position on the top wall of the combustion chamber, and the first position is a position less than a preset first distance value from the center position; A pilot fuel injection hole, the pilot fuel injection hole is connected to the second fuel outlet of the pilot fuel direct injection injector, where the pilot fuel injection hole and the clean fuel injection hole are arranged to cross each other in space.

9. An engine, characterized in that, The engine includes a dual-fuel combustion control system, a processor, and a memory as described in any one of claims 6 to 8. A dual-fuel combustion control method program that can run on the processor is stored on the memory. When the dual-fuel combustion control method program is executed by the processor, the steps of the dual-fuel combustion control method as described in any one of claims 1 to 5 are implemented.

10. A computer storage medium, characterized in that, A dual-fuel combustion control method program is stored on the computer storage medium. When the dual-fuel combustion control method program is executed by a processor, the steps of the dual-fuel combustion control method as described in any one of claims 1 to 5 are implemented.

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