Classified alternating control method for multiple oil sprayers

Abstract

The invention discloses a multi-fuel injector staged alternation control method, belongs to the field of fuel injection of marine diesel engines, and solves the problems of poor fuel injection atomization, combustion deterioration, non-uniform fuel injector wear, large common rail pipe rail pressure fluctuation, high requirements on a control system, concentrated thermal load of a combustion chamber wall, large heat transfer loss and the like during low load in the prior art. The three oil injectors spaced by 120 degrees are adopted, low loads, medium loads and high loads are divided according to the rotating speed and the fuel consumption rate, single, double and three oil injectors are combined for alternate injection, the oil injection quantity and the oil injection sequence of all the oil injectors are optimized, and efficiency and stability are improved. By controlling the multiple oil injectors in a staged and alternate mode, oil mist interference and wall collision are reduced, combustion efficiency and heat efficiency are improved, abrasion of the oil injectors is balanced, rail pressure is stabilized, heat load concentration is reduced, and stability and economical efficiency of the diesel engine are improved.

Description

Technical Field

[0001] The invention relates to the field of marine diesel engine fuel injection, and in particular to a multi-injector staged rotation control method. Background Art

[0002] By arranging multiple injectors in the diesel engine cylinder head, the multi-injector system can optimize the spatial distribution of fuel injection, reduce the spray interference and wall impact problems of the traditional single-injector system, and at the same time improve the air utilization rate in the central area of ​​the combustion chamber, creating conditions for efficient combustion. Therefore, it has received widespread attention in fields such as marine diesel engines.

[0003] However, the existing multi-injector control technology still has significant defects. The existing multi-injector control technology continues the single-injector control concept, and all injectors are called to participate in injection regardless of the working conditions. This results in a small injection pulse width and low injection pressure of each injector due to the small amount of oil required at low load, resulting in low atomization of the mixture and deteriorated combustion; at the same time, the failure to adopt a reasonable rotation strategy makes the injector wear inconsistent, affecting its service life; and the simultaneous or high-frequency injection of multiple injectors can easily cause violent fluctuations in the common rail pressure, which requires high dynamic response of the rail pressure control system, reduces injection accuracy and combustion stability, and a fixed injector combination will also lead to concentrated flame distribution, resulting in concentrated heat load on the combustion chamber wall, increased heat transfer loss, and affected the thermal efficiency of the diesel engine.

[0004] Therefore, in view of the shortcomings of existing multi-injector control technology in terms of injection quality, equipment life, rail pressure stability and combustion efficiency under different loads, there is an urgent need for a control method that can adjust the injection strategy according to load classification and realize orderly rotation of injectors to solve the above problems. Summary of the Invention

[0005] The present invention proposes a multi-injector graded rotation control method. By arranging three injectors at an interval of 120 degrees on the outer edge of the cylinder head, the method divides the fuel injection into three levels: low, medium and high load according to the current power state of the diesel engine. Under different loads, a single injector, a double injector combination and a triple injector combination are rotated for injection. The injection sequence, injection stage and fuel quantity adjustment strategy under each load are designed in a targeted manner. At the same time, the rail pressure stability is optimized. The method solves the problems of poor injection atomization and deteriorated combustion at low loads in the prior art, uneven wear of the injectors, large fluctuations in common rail pressure, high requirements for the control system, concentrated heat load on the combustion chamber wall and large heat transfer losses.

[0006] A multi-injector staged rotation control method comprises the following steps: S1. Use three injectors A, B, and C, spaced 120° apart on the outer edge of the cylinder head. The injection directions of the three injectors form an angle with the radius of the combustion chamber, and each injector has 3 to 6 injection holes. S2. Calculate the current power based on the diesel engine speed and fuel consumption rate, and use the hysteresis comparison method to divide the power state into low load, medium load, and high load states; S3. Execute an injector rotation strategy according to the three load states of low, medium, and high. Under the rotation strategy, multiple injections are performed in one working cycle under each load state.

[0007] Furthermore, in S2, the power state determination adopts a hysteresis comparison algorithm to reduce the number of load state transitions by delaying the switching threshold.

[0008] Furthermore, in S3, the rotation strategy for each load state is as follows: Low load state: The activated fuel injectors in each working cycle rotate in one direction. One injector is activated in each injection, and the other two injectors are closed. In this working cycle, the activated injectors perform pre-injection and main injection operations. Medium load state: The activated injector combination in each working cycle switches the adjacent injector combination in turn in one direction. In each injection, two injectors are activated and one injector is closed. In the same working cycle, the first injector in each combination performs the front injection of fuel. and main injection fuel quantity , the second injector performs a pilot injection of fuel and post-injection fuel quantity ; High load state: The activated injector combination in each working cycle switches the arrangement order of the three injectors in one direction in turn, and all three injectors are activated in each injection. In the same working cycle, the middle injector in each combination performs a pre-injection of fuel at the first injection. The remaining two injectors perform the main injection fuel quantity during the second injection. The middle and last injectors in the combination when performing the third injection perform the main injection fuel quantity. , the amount of fuel injected after the first injector in the combination when performing the fourth injection .

[0009] Furthermore, two injections are performed per working cycle in a low load state, and four injections are performed per working cycle in a medium and high load state.

[0010] Furthermore, in S3, under high load conditions, when two injectors are required to perform main injection simultaneously at the same injection angle, if the latest injection timing of one of the injectors is later, its allocated injection amount is preferentially reduced.

[0011] Furthermore, in S3, under low and medium load conditions, the rail pressure of the common rail pipe corresponding to the injector that does not participate in fuel injection in each cycle is relatively stable and is preferentially used for front injection in the next cycle.

[0012] Furthermore, in S3, under high load conditions, For injection sequence group (A, B, C): In the same working cycle, injector B performs pilot injection during the first injection. In the second injection, injectors A and C perform the main injection In the third injection, injectors C and B perform the main injection , in the fourth injection, injector A performs post injection ; For injection sequence group (B, C, A): In the same working cycle, injector C performs pilot injection during the first injection. In the second injection, injectors B and A perform the main injection In the third injection, injectors A and C perform the main injection , in the fourth injection, injector B performs post-injection ; For injection sequence group (C, A, B): In the same working cycle, injector A performs pilot injection during the first injection. In the second injection, injectors C and B perform the main injection In the third injection, injectors B and A perform the main injection , in the fourth injection, injector C performs post-injection .

[0013] Furthermore, in S3, under medium and high load conditions, the rotation strategy ensures that all injectors get an injection opportunity every two cycles, thereby forming a rotating distributed flame in the combustion chamber.

[0014] A storage medium stores a computer program, which, when executed by a processor, implements the multi-injector staged rotation control method.

[0015] A computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the multi-injector staged rotation control method.

[0016] Beneficial effects of the present invention: The multi-injector graded rotation control method of the present invention can reduce the interference between oil mist hitting the wall and oil mist, more fully utilize the air in the center of the combustion chamber, form a better oil-gas mixing effect, and the flame formed is relatively far away from the combustion chamber wall, reducing heat transfer loss, thereby improving the thermal efficiency of the diesel engine. The various injectors are used evenly in a rotating manner, so that the wear of the injectors is as consistent as possible, and the flames between working cycles are generally distributed in a rotating manner in the combustion chamber, so that the thermal stress on the combustion chamber wall is more uniform. In the case of using multiple common rail pipes, this injection method lengthens the injection interval of each injector, so that the common rail pipe control circuit has more time to stabilize the rail pressure, reducing the requirements for the common rail pipe control system. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of an injector rotation strategy of a multi-injector hierarchical rotation control method of the present invention; Figure 2 A schematic diagram of the arrangement of fuel injectors for a multi-injector staged rotation control method according to the present invention; Figure 3 The figure is a schematic diagram of the connection between the fuel injector, the common rail pipe and the ECU of the present invention. DETAILED DESCRIPTION

[0018] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0019] Reference Figure 1 As shown, a multi-injector staged rotation control method includes the following steps: S1. Use three injectors A, B, and C, spaced 120° apart on the outer edge of the cylinder head. The injection directions of the three injectors form an angle with the radius of the combustion chamber, and each injector has 3 to 6 injection holes. S2. Calculate the current power based on the diesel engine speed and fuel consumption rate, and use the hysteresis comparison method to divide the power state into low load, medium load, and high load states; S3. Execute an injector rotation strategy according to the three load states of low, medium, and high. Under the rotation strategy, multiple injections are performed in one working cycle under each load state.

[0020] Specifically, the present invention adopts three injectors arranged at an interval of 120 degrees on the outer edge of the cylinder head, and makes the injection direction form an angle with the radius of the combustion chamber. Each injector is provided with 3 to 6 injection holes. In combination with the calculation of the current power based on the diesel engine speed and fuel consumption rate, and the low, medium and high load states divided by the hysteresis comparison method, different injector rotation strategies are implemented in a targeted manner, effectively solving the problems existing in the prior art. At low load, the single injector rotates in sequence and performs the pre-injection, pre-injection and main injection operations, thereby avoiding the problems of poor mixture atomization and deteriorated combustion caused by the small injection pulse width and low pressure due to the small amount of required oil. At medium load, the orderly rotation of the dual injector combination and the oil amount distribution in a specific injection stage, and the rotation of the three injector combination and the four-stage injection method at high load can meet the fuel requirements of different loads while making the wear of each injector more uniform through a reasonable rotation mechanism, thereby extending the service life. At the same time, under low and medium loads, the common rail pressure of the injectors not participating in the injection cycle is relatively stable, allowing them to be used for pre-injection in the next cycle. At high loads, the fuel quantity of the injectors participating in the main injection is adjusted. This helps to reduce common rail pressure fluctuations, lowers the requirements for the dynamic response of the rail pressure control system, and improves injection precision and combustion stability. In addition, the rotation strategy under different loads can achieve a more reasonable flame distribution in the combustion chamber, avoid heat load concentration, reduce heat transfer losses, improve air utilization and combustion efficiency, and thus enhance the overall performance of the diesel engine.

[0021] Furthermore, in S2, the power state determination adopts a hysteresis comparison algorithm to reduce the number of load state transitions by delaying the switching threshold.

[0022] Specifically, the present invention utilizes a hysteresis comparison algorithm to determine power states. By delaying the switching threshold, it reduces the number of load state transitions, thus avoiding frequent load state switching caused by minor power fluctuations during diesel engine operation. This allows the injector rotation strategy and injection pattern to more stably adapt to the current operating conditions. This design reduces the frequent switching between different injector operating modes, lowers the dynamic adjustment pressure of the control system, helps maintain the stability of the common rail pressure, and improves injection accuracy and combustion efficiency. It also reduces the additional wear on the injector and related components caused by frequent state changes, extending the equipment's service life and ensuring smoother and more reliable operation of the entire injection control system under different power states.

[0023] Furthermore, in S3, the rotation strategy for each load state is as follows: Low load state: The activated fuel injectors in each working cycle rotate in one direction. One injector is activated in each injection, and the other two injectors are closed. In this working cycle, the activated injectors perform pre-injection and main injection operations. Medium load state: The activated injector combination in each working cycle switches the adjacent injector combination in turn in one direction. In each injection, two injectors are activated and one injector is closed. In the same working cycle, the first injector in each combination performs the front injection of fuel. and main injection fuel quantity , the second injector performs a pilot injection of fuel and post-injection fuel quantity ; High load state: The activated injector combination in each working cycle switches the arrangement order of the three injectors in one direction in turn, and all three injectors are activated in each injection. In the same working cycle, the middle injector in each combination performs a pre-injection of fuel at the first injection. The remaining two injectors perform the main injection fuel quantity during the second injection. The middle and last injectors in the combination when performing the third injection perform the main injection fuel quantity. , the amount of fuel injected after the first injector in the combination when performing the fourth injection .

[0024] For example, in this embodiment, in the low-load state, only one injector is activated in each working cycle, and the other two injectors are closed, rotating in the order of ABCA. In this working cycle, the activated injectors perform pre-injection and main injection operations; Medium load state: dual injectors are activated in each working cycle, one injector is closed, and the combination rotates in the order of (A, B)-(B, C)-(C, A)-(A, B). In the same working cycle, the first injector in the sequential combination performs the front injection of fuel. and main injection fuel quantity , the second injector performs a pilot injection of fuel and post-injection fuel quantity ; High load state: All three injectors are activated in each working cycle, and the combination rotates in the order of (A, B, C)-(B, C, A)-(C, A, B)-(A, B, C). In the same working cycle, the middle injector performs a pilot injection of fuel during the first injection. The remaining two injectors perform the main injection fuel quantity during the second injection. The middle injector and the last injector in the sequence combination perform the main injection fuel quantity at the third injection The first injector in the sequence combination performs a post-injection fuel injection at the fourth injection. .

[0025] Specifically, the present invention adopts a targeted rotation strategy under different load conditions. At low load, the activated injectors are rotated in one direction, and only one injector is activated each time to perform pre-injection and main injection, avoiding the problems of poor atomization and deteriorated combustion caused by small injection pulse width and low pressure at low load; at medium load, the adjacent injectors are rotated in sequence in one direction, and the two injectors perform different stages of injection in the same working cycle, which not only meets the fuel demand but also balances the wear of the injectors; at high load, the arrangement order of the three injectors is rotated in one direction, and multi-stage injection is coordinated in the same working cycle to make the fuel and air mix more fully, reduce spray interference and wall impact. These strategies combined not only make combustion more stable and efficient under various loads, but also make injector wear more uniform through orderly rotation. At the same time, it helps to stabilize the common rail pressure, reduce the heat load concentration on the combustion chamber wall, and improve the overall performance and economy of the diesel engine.

[0026] Furthermore, two injections are performed per working cycle in a low load state, and four injections are performed per working cycle in a medium and high load state.

[0027] Specifically, the present invention clearly performs two injections per working cycle in low-load conditions and four injections per working cycle in medium and high-load conditions. This setting is compatible with the rotation strategy under various loads. The two injections at low load can avoid poor atomization caused by frequent injection of a single injector. The four injections at medium and high loads can meet higher fuel demands through multi-stage fuel distribution. At the same time, combined with the injector rotation method under different loads, it not only ensures the matching of fuel injection and combustion requirements under various loads, but also relies on the rotation mechanism to make the injector wear more uniform, reduces the combustion instability problem caused by unreasonable injection times, and further improves the coordination and reliability of the diesel engine under different working conditions.

[0028] Furthermore, in S3, under high load conditions, when two injectors are required to perform main injection simultaneously at the same injection angle, if the latest injection timing of one of the injectors is later, its allocated injection amount is preferentially reduced to reduce rail pressure fluctuations and improve injection quality.

[0029] Specifically, under high load conditions, when two injectors are required to perform simultaneous main injections at the same injection angle, the fuel injection amount allocated to one of the injectors is preferentially reduced if its most recent injection time is later. This design effectively reduces rail pressure fluctuations in the common rail. By adjusting the injection amount distribution based on the order of the injectors' most recent injection times, it avoids sudden drops or instabilities in rail pressure caused by multiple injections in a short period of time, thereby improving injection quality and accuracy, ensuring fuel atomization and oil-gas mixing efficiency, and maintaining efficient and stable combustion, thereby reducing incomplete combustion and increased emissions caused by rail pressure fluctuations.

[0030] Furthermore, in S3, under low and medium load conditions, the rail pressure of the corresponding common rail pipe of the injector that does not participate in fuel injection in each cycle is relatively stable, and it is used for front injection in the next cycle first, thereby improving injection accuracy and combustion efficiency.

[0031] Specifically, under low and medium load conditions, the present invention maintains a relatively stable common rail pressure for injectors not participating in fuel injection in each cycle, prioritizing them for pre-injection in the next cycle. This design effectively improves injection precision. Because the common rails not participating in fuel injection are not subject to the pressure fluctuations associated with fuel injection, their rail pressure is more stable. Prioritizing them for pre-injection ensures more precise fuel quantity and injection timing during the pre-injection phase, facilitating early mixing of fuel and air, and laying a good foundation for the subsequent main injection and combustion process. This in turn improves combustion efficiency, reduces uneven spraying or incomplete combustion caused by unstable rail pressure, and enhances the stability and economy of diesel engine operation under low and medium load conditions.

[0032] Furthermore, in S3, under high load conditions, For injection sequence group (A, B, C): Injector B performs pilot injection during the first injection In the second injection, injectors A and C perform the main injection In the third injection, injectors C and B perform the main injection , in the fourth injection, injector A performs post injection ; For injection sequence group (B, C, A): Injector C performs a pilot injection during the first injection. In the second injection, injectors B and A perform the main injection In the third injection, injectors A and C perform the main injection , in the fourth injection, injector B performs post-injection ; For injection sequence group (C, A, B): Injector A performs pilot injection during the first injection In the second injection, injectors C and B perform the main injection In the third injection, injectors B and A perform the main injection , in the fourth injection, injector C performs post-injection .

[0033] Specifically, under high-load conditions, the present invention specifies the corresponding injectors and injection amounts for each injection phase for different injector combinations (A, B, C), (B, C, A), and (C, A, B). This precise injection sequence design ensures orderly coordination of fuel injection in both time and space. The pilot injection of the center injector creates favorable initial conditions for combustion, while the main and post-injections of the remaining injectors at different stages further optimize the fuel-air mixing efficiency, ensuring more complete and uniform combustion. This orderly injection arrangement, combined with an injector rotation strategy, not only meets the fuel quantity requirements under high loads, but also reduces spray interference and wall impact by rationally allocating the operating timing of each injector, preventing excessive localized thermal loads in the combustion chamber. It also helps maintain stable common rail pressure, improving the combustion efficiency and operational reliability of the diesel engine under high-load conditions.

[0034] Furthermore, in S3, under medium and high load conditions, the rotation strategy ensures that all injectors get an injection opportunity every two cycles, thereby forming a rotating distributed flame in the combustion chamber, improving air utilization and combustion efficiency, and reducing the heat load concentration on the combustion chamber wall.

[0035] Specifically, under medium and high load conditions, the present invention ensures that all injectors have an injection opportunity every two cycles through a rotation strategy, so that the flame in the combustion chamber exhibits a rotating distribution. This distribution method can more fully utilize the combustion chamber space, improve the mixing efficiency of air and fuel, and make combustion more uniform and complete. At the same time, the rotating distribution of the flame avoids the flame from being concentrated in a specific area of ​​the combustion chamber for a long time, reduces the situation where the local heat load on the combustion chamber wall is too high, makes the wall thermal stress distribution more uniform, reduces the heat transfer loss caused by local overheating, thereby improving the thermal efficiency of the diesel engine and helping to extend the service life of related components of the combustion chamber. In a system with multiple common rail pipes for fuel supply, this rotation injection method extends the injection interval time of each injector and the common rail pipe rail pressure adjustment cycle, thereby reducing the dynamic response requirements of the common rail control system and improving the overall system stability.

[0036] A storage medium stores a computer program, which, when executed by a processor, implements the multi-injector staged rotation control method.

[0037] Specifically, the storage medium of the present invention stores a computer program for implementing the above-mentioned multi-injector graded rotation control method. When the computer program is executed by the processor, it can reliably implement the graded rotation control of the diesel engine's multiple injectors, ensuring the precise implementation of the injection strategy under low, medium and high loads, including the orderly rotation of the injectors, the reasonable distribution of the injection amount in each stage, and the optimization of the rail pressure stability, so that the diesel engine can maintain an efficient and stable combustion state under different working conditions, reduce problems such as uneven wear of the injectors and large rail pressure fluctuations, provide a convenient and reliable implementation method for the practical application of the multi-injector system, and contribute to the promotion and application of the control method in fields such as marine diesel engines.

[0038] A computer device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the multi-injector staged rotation control method.

[0039] Specifically, the computer device of the present invention implements the above-mentioned multi-injector graded rotation control method through memory storage. With the help of a processor to execute the program, the graded rotation control logic of the diesel engine multi-injectors can be accurately implemented, including dividing the load level according to the power state, executing the injector rotation strategy under different loads, adjusting the injection amount and optimizing the rail pressure stability, etc., to ensure that the diesel engine can achieve efficient combustion under low, medium and high load conditions, reduce uneven injector wear, large rail pressure fluctuations, concentrated thermal load in the combustion chamber and other problems, provide a reliable carrier combining hardware and software for the stable operation of the multi-injector system, ensure the efficient execution of the control method in practical applications, and help improve the overall performance and operational reliability of the diesel engine.

[0040] The following will be combined with the Figure 1-3 , the present invention is further elaborated. It should be understood that this embodiment is only an example and does not limit the scope of protection of the invention patent. Those skilled in the art in the field of the present invention should understand that, based on the technical premise of the present invention, the expansion and replacement made are all within the scope of protection of the patent of the present invention.

[0041] Example 1: Three identical injectors are arranged on the outer edge of the cylinder head, spaced 120 degrees apart. Their spray direction forms an angle φ with the radius of the combustion chamber. The injector nozzle has three injection holes, designated A, B, and C in a clockwise direction. Injector A is connected to common rail 2, injector B to common rail 3, and injector C to common rail 1.

[0042] The current speed n and fuel consumption rate BSFC are obtained through the speed sensor and fuel quantity sensor, the current diesel engine power is calculated, and the current power state and required fuel quantity Q are determined. When the current power is determined to be medium load, the following fuel injection method is used: In the first working cycle, open the A and B injectors and close the C injector. In the first injection, the A injector sprays fuel before the ; During the second injection, B injects the pre-injection fuel ; During the third injection, A injects the main injection amount ; During the fourth injection, the amount of fuel injected after injection B .

[0043] In the second working cycle, the B and C injectors are turned on and the A injector is turned off. In the first injection, the B injector sprays fuel before the C injector. ; During the second injection, C injects the pre-injection fuel ; During the third injection, B injects the main injection amount ; During the fourth injection, the amount of fuel injected after C injection .

[0044] In the third working cycle, open C and A injectors and close B injector. In the first injection, C injects fuel before ; During the second injection, A injects the pre-injection fuel ; During the third injection, B injects the main injection amount ; During the fourth injection, the amount of fuel injected after injection A .

[0045] In the fourth working cycle, the A and B injectors are turned on and the C injector is turned off. In the first injection, the A injector sprays fuel before the ; During the second injection, B injects the pre-injection fuel ; During the third injection, A injects the main injection amount ; During the fourth injection, the amount of fuel injected after injection B The subsequent working cycles continue to spray oil according to the second and third methods.

[0046] Example 2: Three identical injectors are arranged on the outer edge of the cylinder head, spaced 120 degrees apart. Their spray direction forms an angle φ with the radius of the combustion chamber. The injector nozzle has three injection holes, designated A, B, and C in a clockwise direction. Injector A is connected to common rail 2, injector B to common rail 3, and injector C to common rail 1.

[0047] The speed sensor and fuel level sensor determine the current speed n and fuel consumption rate (BSFC), calculate the current diesel engine power, and determine the current power state and required fuel level (Q). Hysteresis comparison is used to determine the power state to reduce the number of state transitions. Under high load, all injectors are opened during each operating cycle.

[0048] The injector combination for the first working cycle is (A, B, C), and the following four injection methods are used: In the first injection, A injects the pre-injection fuel During the second injection, B and C inject the main fuel. ; During the third injection, C and A inject the main injection amount ; During the fourth injection, the amount of fuel injected after injection B .

[0049] The second working cycle injector combination is (B, C, A), using the following four injection method: In the first injection, B sprays the pre-injection fuel During the second injection, A and C inject the main fuel. ; During the third injection, C and B inject the main injection amount ; During the fourth injection, the amount of fuel injected after injection A .

[0050] The injector combination of the third working cycle is (C, A, B), and the following four injection methods are used: In the first injection, C injects the pre-injection fuel ; During the second injection, B and A spray the main fuel ; During the third injection, A and C inject the main injection amount ; During the fourth injection, the amount of fuel injected after injection B .

[0051] The fourth working cycle injector combination is (A, B, C), using the following four injection methods: In the first injection, A sprays the pre-injection fuel During the second injection, B and C inject the main fuel. ; During the third injection, C and A inject the main injection amount ; During the fourth injection, the amount of fuel injected after injection B The subsequent working cycles continue to spray oil according to the second and third methods.

[0052] The multi-injector graded rotation control method of the present invention uses three injectors arranged at an interval of 120° on the outer edge of the cylinder head to divide the diesel engine into low, medium and high loads according to the power state and execute corresponding rotation strategies. At low load, single injector rotation avoids poor atomization and deterioration of combustion. At medium and high loads, double and triple injector combination rotation is used to make the wear of each injector uniform. At the same time, the front injection accuracy is optimized by utilizing the stable rail pressure of the common rail corresponding to the injectors not participating in the injection. The injection amount is reasonably adjusted under high load to reduce rail pressure fluctuation. The rotation strategy for medium and high loads can also form a rotating distributed flame, reduce the concentration of heat load on the combustion chamber wall, thereby reducing oil mist impact and interference, fully utilize the combustion chamber air, improve combustion efficiency and thermal efficiency, reduce the requirements for the common rail control system, and enhance the stability, reliability and economy of the diesel engine under different working conditions. The relevant storage media and computer equipment provide a reliable carrier for the implementation of this method, which is conducive to its promotion and application.

[0053] While the specific embodiments of the present invention have been described in detail above, these are intended to be exemplary only, and the present invention is not limited thereto. Any equivalent modifications or substitutions to the present invention that would be apparent to those skilled in the art are also within the scope of the present invention. Therefore, any equivalent modifications or substitutions made without departing from the spirit and scope of the present invention are intended to be encompassed within the scope of the present invention.

Claims

1. A multi-injector staged rotation control method, characterized in that: The following steps are involved: S1. Use three injectors A, B, and C, spaced 120° apart on the outer edge of the cylinder head. The injection directions of the three injectors form an angle with the radius of the combustion chamber, and each injector has 3 to 6 injection holes. S2. Calculate the current power based on the diesel engine speed and fuel consumption rate, and use the hysteresis comparison method to divide the power state into low load, medium load, and high load states; S3. Execute an injector rotation strategy according to the three load states of low, medium, and high. Under the rotation strategy, multiple injections are performed in one working cycle under each load state.

2. The multi-injector staged rotation control method according to claim 1, characterized in that: In S2, the power state is determined by using a hysteresis comparison algorithm, which reduces the number of load state transitions by delaying the switching threshold.

3. The multi-injector staged rotation control method according to claim 1, characterized in that: In S3, the rotation strategy for each load state is as follows: Low load state: The activated fuel injectors in each working cycle rotate in one direction. One injector is activated in each injection, and the other two injectors are closed. In this working cycle, the activated injectors perform pre-injection and main injection operations. Medium load state: The activated injector combination in each working cycle switches the adjacent injector combination in turn in one direction. In each injection, two injectors are activated and one injector is closed. In the same working cycle, the first injector in each combination performs the front injection of fuel. and main injection fuel quantity , the second injector performs a pilot injection of fuel and post-injection fuel quantity ; High load state: The activated injector combination in each working cycle switches the arrangement order of the three injectors in one direction in turn, and all three injectors are activated in each injection. In the same working cycle, the middle injector in each combination performs a pre-injection of fuel at the first injection. The remaining two injectors perform the main injection fuel quantity during the second injection. The middle and last injectors in the combination when performing the third injection perform the main injection fuel quantity. , the amount of fuel injected after the first injector in the combination when performing the fourth injection .

4. The multi-injector staged rotation control method according to claim 3, characterized in that: In low-load conditions, two injections are performed per working cycle, and in medium and high-load conditions, four injections are performed per working cycle.

5. The multi-injector staged rotation control method according to claim 3, characterized in that: In S3, under high load conditions, when two injectors are required to perform main injection simultaneously at the same injection angle, if the latest injection timing of one of the injectors is later, its allocated injection amount is preferentially reduced.

6. The multi-injector staged rotation control method according to claim 3, characterized in that: In S3, under low and medium load conditions, the rail pressure of the corresponding common rail pipe of the injector that does not participate in fuel injection in each cycle is relatively stable, and it is used for front injection first in the next cycle.

7. The multi-injector staged rotation control method according to claim 3, characterized in that: In S3, under high load conditions, For injection sequence group (A, B, C): In the same working cycle, injector B performs pilot injection during the first injection. In the second injection, injectors A and C perform the main injection In the third injection, injectors C and B perform the main injection , in the fourth injection, injector A performs post injection ; For injection sequence group (B, C, A): In the same working cycle, injector C performs pilot injection during the first injection. In the second injection, injectors B and A perform the main injection In the third injection, injectors A and C perform the main injection , in the fourth injection, injector B performs post-injection ; For injection sequence group (C, A, B): In the same working cycle, injector A performs pilot injection during the first injection. In the second injection, injectors C and B perform the main injection In the third injection, injectors B and A perform the main injection , in the fourth injection, injector C performs post-injection .

8. The multi-injector staged rotation control method according to claim 7, characterized in that: In S3, under medium and high load conditions, the rotation strategy ensures that all injectors get an injection opportunity every two cycles, thereby forming a rotating distributed flame in the combustion chamber.

9. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the multi-injector staged rotation control method according to any one of claims 1 to 8 is implemented.

10. A computer device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the multi-injector staged rotation control method according to any one of claims 1 to 8.

Images