Heavy-load working condition combustion control system and method for hydrogen-diesel oil dual-fuel single-cylinder engine

Abstract

The invention relates to a hydrogen-diesel oil dual-fuel single-cylinder engine heavy-load working condition combustion control system and method, belongs to the technical field of engines, and is characterized in that an air inlet pressure sensor is mounted near an air inlet valve, a control valve is mounted in an air inlet channel, an electric supercharger and an intercooler are connected to the other air inlet channel in series, and a temperature sensor is mounted; a pressure sensor, a hydrogen sprayer and an oil sprayer are installed in the combustion chamber, and the hydrogen sprayer, the oil sprayer, the electric supercharger, the control valve, the air inlet pressure sensor, the pressure sensor, the intercooler and the temperature sensor are connected with a vehicle-mounted computer at the same time. The control over the pressure rising rate and the pressure fluctuation of the hydrogen-diesel oil dual-fuel single-cylinder engine under the large-load working condition is achieved by adjusting the air inlet supercharging pressure and the fuel injection control strategy, and the problem of abnormal combustion under the large-load working condition is solved.

Description

Technical Field

[0001] The invention discloses a combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under heavy load conditions, belonging to the technical field of engines. Background Art

[0002] In recent years, carbon dioxide emissions have wreaked havoc on Earth's natural ecosystems. Countries are working through treaties to limit carbon dioxide emissions and promote the development of clean energy and low-carbon technologies. Hydrogen, as an emerging clean energy source, offers significant advantages over traditional fossil fuels. Its high calorific value means hydrogen-fueled engines possess powerful power and excellent range.

[0003] Hydrogen-diesel dual-fuel engines combine the characteristics of hydrogen and diesel, offering numerous advantages over traditional diesel engines in terms of environmental protection, performance, energy utilization, and cost. Dual-fuel technology facilitates retrofitting existing compression-ignition engines, promoting energy transitions for agricultural and construction machinery and other equipment, while reducing equipment upgrade and utilization costs. However, due to the significant differences in the physical and chemical properties of hydrogen fuel and diesel, if the fuel mixing and combustion in a modified dual-fuel engine is still organized according to traditional engine theory and practice, it is very likely to result in excessively high pressure rise rates or severe pressure fluctuations, causing mechanical damage to the engine. Summary of the Invention

[0004] The present invention provides a combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under heavy load conditions, in order to solve the problems existing in the above-mentioned background technology.

[0005] The technical solution adopted by the present invention to solve its technical problems is: a combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions, wherein an intake pressure sensor is installed near the intake valve, a control valve is installed in the intake duct, an electric supercharger and an intercooler are connected in series to another intake duct, and a temperature sensor is installed, a pressure sensor, a hydrogen injector and a fuel injector are installed in the combustion chamber, and the hydrogen injector, fuel injector, electric supercharger, control valve, intake pressure sensor, pressure sensor, intercooler and temperature sensor are connected to the on-board computer at the same time.

[0006] A combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions, characterized by comprising the following steps:

[0007] Step a, the onboard computer reads the engine speed signal and the accelerator pedal position signal;

[0008] Step b, the onboard computer determines whether the engine is currently in a heavy load condition. If so, step c is executed; if not, step a is returned to.

[0009] Step c: The onboard computer determines whether the engine has abnormal combustion based on the cylinder pressure increase rate and pressure fluctuation. If the combustion is abnormal, execute step d; if the combustion is normal, return to step a.

[0010] Step d, the onboard computer controls the execution of intake boost pressure regulation;

[0011] Step e: The onboard computer further determines whether the engine combustion is abnormal. If the combustion is abnormal, execute step f; if the combustion is normal, return to step a.

[0012] Step f, the onboard computer controls and executes the hydrogen injector injection control strategy;

[0013] Step g, the onboard computer further determines whether the engine combustion is abnormal. If the combustion is abnormal, execute step h; if the combustion is normal, return to step a;

[0014] In step h, the onboard computer controls the execution of the injector injection control strategy and returns to step e.

[0015] Preferably, the intake boost pressure control in step d comprises the following steps:

[0016] Step d-1: The onboard computer controls the electric supercharger to boost the intake air according to a preset intake pressure;

[0017] Step d-2: The onboard computer determines whether the engine combustion is abnormal. If the combustion is abnormal, execute step d-3; if the combustion is normal, execute step d-5;

[0018] In step d-3, the onboard computer gradually increases the intake pressure based on the signals fed back by the intake pressure sensor and the temperature sensor, and adjusts the intercooler power so that the intake air temperature after supercharging is lower than a preset value;

[0019] Step d-4: The onboard computer determines whether the intake pressure in the intake duct and the intercooler power have reached preset limit values. If so, step d-5 is executed; if not, the process returns to step d-2.

[0020] Step d-5, intake boost pressure control ends.

[0021] Preferably, the hydrogen injector injection control strategy described in step f comprises the following steps:

[0022] Step f-1: The onboard computer controls the hydrogen injector to perform two injections according to a preset injection time, injection ratio, and interval between the two injections;

[0023] Step f-2: The onboard computer determines whether the engine combustion is abnormal. If the combustion is abnormal, step f-3 is executed; if the combustion is normal, step f-5 is executed;

[0024] Step f-3: The onboard computer controls the number of hydrogen injections to be adjusted to two, with the first injection ratio increased and the second injection time delayed;

[0025] In step f-4, the onboard computer determines whether the first injection ratio and the second injection timing of the hydrogen injector have reached preset limit values. If so, step f-5 is executed; if not, step f-2 is executed.

[0026] In step f-5, the hydrogen injector injection control strategy ends.

[0027] Preferably, the injector injection control strategy described in step h comprises the following steps:

[0028] Step h-1: The onboard computer controls the fuel injector to perform two injections according to a preset injection time, injection ratio, and interval between the two injections;

[0029] Step h-2: The onboard computer determines whether the engine combustion is abnormal. If the combustion is abnormal, execute step h-3; if the combustion is normal, execute step h-6;

[0030] Step h-3: The onboard computer controls the diesel injection frequency to be adjusted to two times, increases the injection amount, advances the first injection time, increases the injection ratio, increases the interval between the two injections, and correspondingly reduces the hydrogen injection amount of the hydrogen injector;

[0031] Step h-4: The onboard computer determines whether the injector fuel injection amount, the first injection timing and injection ratio, and the interval between two injections have reached preset limit values; if so, step h-5 is executed; if not, step h-2 is executed;

[0032] Step h-5, the injector injection control strategy ends.

[0033] Preferably, a combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions includes a processor and a computer program that can be run on the processor, and when the memory executes the computer program, it implements the combustion control method as described in any one of claims 1 to 5.

[0034] Compared with the prior art, the present invention has the following effective effects:

[0035] 1. A hydrogen-diesel dual-fuel single-cylinder engine high-load combustion control system and method is developed to improve the control of the pressure rise rate and pressure fluctuation of the hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions, thereby solving the problem of abnormal combustion under high-load conditions.

[0036] 2. In the intake boost pressure regulation of this hydrogen-diesel dual-fuel single-cylinder engine combustion control method under high-load conditions, by increasing the intake pressure and reducing the intake temperature, the air-fuel ratio can be increased and the temperature in the cylinder can be reduced, avoiding excessive enrichment of the local mixture, which is conducive to more complete combustion of the fuel and reducing unburned hydrogen emissions.

[0037] 3. In this hydrogen injector control strategy for a high-load combustion control method for a hydrogen-diesel dual-fuel single-cylinder engine, double injection reduces pre-ignition caused by excessively high hydrogen premix ratios compared to a single injection. Delaying the second injection shifts the primary combustion phase to the early stages of the power stroke, reducing peak in-cylinder pressure and temperature, controlling the rate of pressure rise, and mitigating the risk of pre-ignition in the next cycle.

[0038] 4. In this method for controlling combustion under high-load conditions in a hydrogen-diesel dual-fuel single-cylinder engine, the injector control strategy advances the timing and ratio of the first diesel injection, evenly distributing the diesel within the cylinder and reducing the rate of pressure rise. This increases the energy ratio of diesel in the fuel and reduces the risk of abnormal combustion, such as pre-ignition and knock, caused by the rapid combustion of hydrogen. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 The diagram is a structural diagram of a combustion control system for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions.

[0040] Figure 2 The present invention is a flow chart of a combustion control method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions.

[0041] Figure 3 The present invention is a flow chart of intake boost pressure regulation for a combustion control method of a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions.

[0042] Figure 4 The present invention is a flow chart of the hydrogen injector injection control strategy for a hydrogen-diesel dual-fuel single-cylinder engine under high-load combustion control method.

[0043] Figure 5 The present invention is a flow chart of the injector injection control strategy for a hydrogen-diesel dual-fuel single-cylinder engine under high-load combustion control method.

[0044] Including: 1. Hydrogen injector 2. Fuel injector 3. Intake pressure sensor 4. Temperature sensor 5. Intercooler 6. Control valve 7. Electric supercharger 8. On-board computer 9. Pressure sensor DETAILED DESCRIPTION

[0045] Figure 1-5 The best embodiment of the present invention is shown below in conjunction with the attached Figure 1-5 The present invention is further described.

[0046] like Figure 1 The figure shows a high-load combustion control system for a single-cylinder hydrogen-diesel dual-fuel engine. The control valve 6 is open in the intake duct. During natural intake, the control valve 6 is connected in series to the other intake duct, where a temperature sensor 4 is installed. When the intake air requires boosting, the control valve 6 closes, allowing air to flow through the other intake duct, where it is boosted and cooled before entering the cylinder. An intake pressure sensor 3 is installed in the engine intake duct. Feedback from the intake pressure sensor 3 and temperature sensor 4 controls the pressure and temperature of the boosted air. A pressure sensor 9, a hydrogen injector 1, and a fuel injector 2 are installed in the combustion chamber. An onboard computer 8 determines combustion abnormalities based on the pressure rise rate and pressure fluctuations detected by the pressure sensor 9. The intake pressure sensor 3, pressure sensor 9, temperature sensor 4, hydrogen injector 1, fuel injector 2, electric supercharger 7, and intercooler 5 are connected to the onboard computer 8 via cables.

[0047] The onboard computer 8 stores the limits and control strategies for various control parameters of this control system. These control parameters include the boost pressure and temperature of the supercharged intake air; the first injection ratio, second injection timing, and hydrogen injection amount of hydrogen injector 1; and the fuel injection amount, first injection timing, injection ratio, and the interval between injections of fuel injector 2. The control method includes regulating the boost pressure, the injection control strategy for hydrogen injector 1, and the injection control strategy for fuel injector 2.

[0048] like Figure 2 As shown, a combustion control method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions includes the following steps:

[0049] Step 1001, start;

[0050] A combustion control method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions has been implemented.

[0051] Step 1002, reading engine and electronic control unit signals;

[0052] The onboard computer 8 reads the engine speed signal and the accelerator pedal position signal.

[0053] Step 1003: Whether the engine is currently in a high load condition;

[0054] The onboard computer 8 determines whether the engine is currently in a high-load operating condition. If so, step 1004 is executed; if not, step 1002 is returned to.

[0055] Step 1004: whether the engine is in an abnormal combustion state;

[0056] The onboard computer 8 reads the in-cylinder pressure signal from the pressure sensor 9 in the combustion chamber and calculates the pressure rise rate. The onboard computer 8 judges the engine combustion based on the pressure rise rate and pressure fluctuation. When the pressure rise rate is greater than 1 MPa / °CA or the in-cylinder pressure peak value fluctuates violently, it indicates abnormal engine combustion. If the combustion is abnormal, execute step 1005; if the combustion is normal, return to step 1002.

[0057] Step 1005, performing intake boost pressure control;

[0058] The onboard computer 8 controls the execution of intake boost pressure regulation.

[0059] Step 1006: Whether the engine is in an abnormal combustion state;

[0060] The onboard computer 8 further determines whether the engine combustion is abnormal. If the combustion is abnormal, step 1007 is executed; if the combustion is normal, the process returns to step 1002.

[0061] Step 1007, executing the injection control strategy of hydrogen injector 1;

[0062] The onboard computer 8 controls and executes the injection control strategy of the hydrogen injector 1 .

[0063] Step 1008: Whether the engine is in an abnormal combustion state;

[0064] The onboard computer 8 further determines whether the engine combustion is abnormal. If the combustion is abnormal, step 1009 is executed; if the combustion is normal, the process returns to step 1002.

[0065] Step 1009, executing the injection control strategy of injector 2;

[0066] The onboard computer 8 controls the execution of the injection control strategy of the injector 2 and returns to step 1006.

[0067] like Figure 3 As shown, the method of adjusting the intake boost pressure includes the following steps:

[0068] Step 2001, start;

[0069] The onboard computer 8 starts to perform intake boost pressure control for the engine.

[0070] Step 2002: pressurizing the intake air according to a preset intake pressure;

[0071] The onboard computer 8 controls the electric supercharger 7 to boost the intake air according to a preset intake pressure.

[0072] Step 2003: Whether the engine is in an abnormal combustion state;

[0073] The onboard computer 8 determines whether the engine combustion is abnormal. If the combustion is abnormal, step 2004 is executed; if the combustion is normal, step 2006 is executed.

[0074] Step 2004: increasing the intake air pressure and reducing the intake air temperature;

[0075] The onboard computer 8 increases the intake pressure by 0.005 MPa at a time based on the signals fed back by the intake pressure sensor 3 and the temperature sensor 4. The intercooler 5 power is adjusted to keep the intake air temperature below 30°C after supercharging.

[0076] Step 2005: Each control parameter reaches a preset limit value;

[0077] The onboard computer 8 determines whether the intake pressure in the intake duct and the power of the intercooler 5 have reached preset limit values. If so, step 2006 is executed; if not, the process returns to step 2003.

[0078] Step 2006, end;

[0079] The intake boost pressure control is completed and returns to the main program.

[0080] As can be seen from the above, the intake boost pressure control means that the electric supercharger 7 controls the intake air according to the preset intake pressure, and increases the intake pressure each time, while the intercooler 5 cools the supercharged intake air until the limit values of various control parameters are reached.

[0081] Intake boost pressure control can increase intake pressure and reduce intake temperature, thereby increasing the air-fuel ratio. This method helps reduce excessive hydrogen concentration in local areas. Lowering intake temperature can also address hydrogen fuel pre-ignition or detonation caused by high intake temperature.

[0082] like Figure 4 As shown, the injection control strategy of the hydrogen injector 1 includes the following steps:

[0083] Step 3001, start;

[0084] The onboard computer 8 starts to implement the injection control strategy of the hydrogen injector 1 for the engine.

[0085] Step 3002: perform two injections according to the preset injection time, injection ratio, and interval between the two injections;

[0086] The onboard computer 8 controls the hydrogen injector to perform two injections according to the preset injection timing, injection ratio, and interval between the two injections.

[0087] Step 3003: Whether the engine is in an abnormal combustion state;

[0088] The onboard computer 8 determines whether the engine combustion is abnormal. If the combustion is abnormal, step 3004 is executed; if the combustion is normal, step 3006 is executed.

[0089] Step 3004: the first injection ratio is increased and the second injection timing is delayed;

[0090] The onboard computer 8 controls the number of hydrogen injections to be adjusted to two times, and increases the proportion of the first injection of the hydrogen injector 1 each time according to the pressure increase rate, each increase is 1% of the hydrogen injection amount, and delays the time of the second injection by 1°CA each time.

[0091] Step 3005: Each control parameter reaches a preset limit value;

[0092] The onboard computer 8 determines whether the control parameters such as the injection ratio and the injection timing have reached the preset limit values. If so, step 3006 is executed; if not, step 3003 is returned.

[0093] Step 3006, end;

[0094] The injection control strategy of hydrogen injector 1 ends and returns to the main program.

[0095] As can be seen from the above, the injection control strategy means that the hydrogen injector 1 performs two injections according to the preset injection time, injection ratio, and the interval between the two injections, and continuously adjusts the injection ratio and injection time of the two injections according to the pressure rise rate and pressure fluctuation. Each adjustment increases the ratio of the first injection and postpones the time of the second injection until the limit values of various control parameters are reached.

[0096] The injection control strategy for hydrogen injector 1 reduces the risk of pre-ignition caused by excessive hydrogen premixing by increasing the first injection ratio. Delaying the second injection delays the primary combustion phase of the engine to the early stages of the power stroke, reducing peak in-cylinder pressure and temperature, controlling the rate of pressure rise, and mitigating the risk of pre-ignition in the next cycle.

[0097] like Figure 5 As shown, the injection control strategy of injector 2 includes the following steps:

[0098] Step 4001, start;

[0099] The onboard computer 8 starts to implement the injection control strategy of the injector 2 for the engine.

[0100] Step 4002, performing two injections according to the preset injection timing, injection ratio, and interval between the two injections;

[0101] The onboard computer 8 controls the injector 2 to perform two injections according to a preset injection time, injection ratio, and interval between the two injections.

[0102] Step 4003: Whether the engine is in an abnormal combustion state;

[0103] The onboard computer 8 determines whether the engine combustion is abnormal. If the combustion is abnormal, step 4004 is executed; if the combustion is normal, step 4006 is executed.

[0104] Step 4004: Increase the fuel injection amount, advance the first injection time, increase the injection ratio, increase the interval between two injections, and reduce the hydrogen injection amount of hydrogen injector 1 accordingly;

[0105] The on-board computer 8 increases the fuel injection amount of injector 2 each time according to the pressure rise rate, and the increased fuel injection amount is 1% of the total fuel energy ratio. It advances the first injection time by 1°CA each time, increases the injection ratio, and increases it by 1% of the injection amount each time. It increases the interval between two injections and reduces the hydrogen injection amount of hydrogen injector 1 by 1% of the total fuel energy ratio.

[0106] Step 4005: Each control parameter reaches a preset limit value;

[0107] The onboard computer 8 determines whether the injection amount, the first injection time and injection ratio, and the interval between two injections of the injector 2 have reached the preset limit values. If so, step 4006 is executed. If not, the process returns to step 4003.

[0108] Step 4006, end;

[0109] The injection control strategy of injector 2 ends.

[0110] As can be seen from the above, the injection control strategy of injector 2 means that the on-board computer 8 determines whether the engine combustion is abnormal based on the pressure rise rate and pressure fluctuation. If the judgment result is that the engine combustion is abnormal, the fuel injection amount is increased, the first injection time is advanced and the injection ratio is increased, the interval between two injections is increased, and the hydrogen injection amount of hydrogen injector 1 is reduced accordingly until the limit values of various control parameters are reached.

[0111] Advancing the first diesel injection timing and injection ratio evenly distributes the diesel in the cylinder, which can reduce the rate of pressure rise. This increases the energy ratio of diesel in the fuel and reduces the risk of abnormal combustion such as pre-ignition and detonation caused by the rapid combustion of hydrogen.

[0112] In summary, in a hydrogen-diesel dual-fuel single-cylinder engine high-load combustion control system and method of the present application, the intake boost pressure adjustment, hydrogen injector 1 injection control strategy and fuel injector 2 injection control strategy are applied in the system in sequence, and each control strategy is used as a supplementary measure to the strategy adopted in the previous step to improve the abnormal combustion of the hydrogen-diesel dual-fuel engine under high-load conditions. After all three measures are implemented, if the engine combustion is still in an abnormal state, certain measures must be taken according to the system logic diagram of the present invention. The hierarchical control method can simplify the control system on the basis of improving the combustion abnormality of the hydrogen-diesel dual-fuel engine under high-load conditions.

[0113] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A hydrogen-diesel dual-fuel single-cylinder engine high-load combustion control system and method, applicable to single-cylinder four-stroke compression ignition engines, characterized by: An intake pressure sensor 3 is installed near the intake valve, a control valve (6) is installed in the intake duct, an electric supercharger (7) and an intercooler (5) are connected in series to another intake duct, and a temperature sensor (4) is installed, a pressure sensor (9), a hydrogen injector (1) and a fuel injector (2) are installed in the combustion chamber, and the hydrogen injector (1), the fuel injector (2), the electric supercharger (7), the control valve (6), the intake pressure sensor (3), the pressure sensor (9), the intercooler (5) and the temperature sensor (4) are connected to the on-board computer (8) at the same time.

2. The combustion control system and method for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions according to claim 1 are characterized by: Step a, the onboard computer (8) reads the engine speed signal and the accelerator pedal position signal; In step b, the onboard computer (8) determines whether the engine is currently in a heavy load condition. If so, step c is executed. If not, step a is returned to. Step c, the onboard computer (8) determines whether the engine has abnormal combustion based on the cylinder pressure increase rate and pressure fluctuation. If the combustion is abnormal, execute step d; if the combustion is normal, return to step a; Step d, the onboard computer (8) controls the execution of intake boost pressure regulation; In step e, the onboard computer (8) further determines whether the engine combustion is abnormal. If the combustion is abnormal, step f is executed. If the combustion is normal, the process returns to step a. Step f, the onboard computer (8) controls and executes the injection control strategy of the hydrogen injector (1); Step g, the onboard computer (8) further determines whether the engine combustion is abnormal. If the combustion is abnormal, step h is executed. If the combustion is normal, step a is returned to. In step h, the onboard computer (8) controls the execution of the injection control strategy of the injector (2) and returns to step e.

3. The control method according to claim 2, characterized in that: The intake boost pressure control in step d comprises the following steps: In step d-1, the onboard computer (8) controls the electric supercharger (7) to boost the intake air according to a preset intake pressure; Step d-2, the onboard computer (8) determines whether the engine combustion is abnormal. If the combustion is abnormal, step d-3 is executed; if the combustion is normal, step d-5 is executed; In step d-3, the onboard computer (8) gradually increases the intake pressure according to the signals fed back by the intake pressure sensor (3) and the temperature sensor (4), and adjusts the power of the intercooler (5) so that the temperature of the supercharged intake air is lower than a preset value; In step d-4, the onboard computer (8) determines whether the intake pressure in the intake duct and the power of the intercooler (5) have reached preset limit values. If so, step d-5 is executed. If not, step d-2 is returned. Step d-5, intake boost pressure control ends.

4. The control method according to claim 2, characterized in that: The injection control strategy of the hydrogen injector (1) described in step f comprises the following steps: In step f-1, the onboard computer (8) controls the hydrogen injector (1) to perform two injections according to a preset injection time, injection ratio, and interval between the two injections; In step f-2, the onboard computer (8) determines whether the engine combustion is abnormal. If the combustion is abnormal, step f-3 is executed. If the combustion is normal, step f-5 is executed. Step f-3, the onboard computer (8) controls the number of hydrogen injections to be adjusted to two, the first injection ratio is increased, and the second injection timing is delayed; In step f-4, the onboard computer (8) determines whether the first injection ratio and the second injection timing of the hydrogen injector (1) have reached a preset limit value. If so, step f-5 is executed. If not, step f-2 is executed. In step f-5, the injection control strategy of the hydrogen injector (1) ends.

5. The control method according to claim 2, characterized in that: The injection control strategy of the fuel injector (2) described in step h comprises the following steps: Step h-1, the onboard computer (8) controls the fuel injector (2) to perform two injections according to a preset injection time, injection ratio, and interval between the two injections; Step h-2, the onboard computer (8) determines whether the engine combustion is abnormal. If the combustion is abnormal, step h-3 is executed; if the combustion is normal, step h-6 is executed; Step h-3, the onboard computer (8) controls the number of diesel injections to be adjusted to two, increases the injection amount, advances the first injection time and increases the injection ratio, increases the interval between the two injections, and correspondingly reduces the hydrogen injection amount of the hydrogen injector (1); In step h-4, the onboard computer (8) determines whether the injection amount, the first injection timing and the injection ratio, and the interval between two injections of the injector (2) have reached a preset limit value. If so, step h-5 is executed. If not, step h-2 is executed. Step h-5, the injection control strategy of the injector (2) ends.

6. A combustion control system for a hydrogen-diesel dual-fuel single-cylinder engine under high-load conditions, comprising a processor and a computer program stored therein that can be run on the processor, wherein the memory implements the combustion control method according to any one of claims 1 to 5 when executing the computer program.

Images