Engine system capable of assisting energy conversion through cooperation of double cooling media and control method of engine system

Abstract

The invention discloses an engine system with double cooling media cooperatively assisting energy conversion and a control method of the engine system. The engine system comprises a multi-cylinder engine, a self-adaptive control module and a self-adaptive cooling module. The control sub-module determines the interval of the real-time load percentage of the engine according to the real-time load percentage of the engine and the water pressure obtained by the sensing sub-module, and controls the opening degree of the oil injection and cooling execution sub-module; if in the first to third intervals, considering that the current engine load is low, and controlling the submodule to start a circulation loop adopting water-free cooling liquid; and if the current engine is located in the fourth to seventh intervals, the current engine is considered to be in a medium-high load state, and the control submodule starts a circulation loop adopting the nano-fluid cooling liquid. The engine system further comprises a variable-pressure-ratio integration module, and the control submodule determines the interval to which the real-time load percentage of the engine belongs according to the real-time load percentage of the engine and controls the opening degree of the auxiliary fuel injector.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management and performance regulation technology, specifically to an engine system and its control method that features dual cooling media, a highly turbulent heat transfer surface, and hydrogen fuel-assisted variable compression ratio. Background Technology

[0002] With the increasing demands for engine performance and fuel economy in the automotive and marine industries, traditional engine thermal management systems face new challenges. Traditional engines typically use a single water-based coolant for heat dissipation, which has several drawbacks under all operating conditions: at low and medium loads, the limited thermal conductivity of water-based coolants leads to slow engine preheating and insufficient fuel atomization; at high loads, water's low boiling point and near-saturation specific heat capacity at high temperatures make it difficult to quickly dissipate large amounts of heat. Furthermore, existing engines often employ a fixed compression ratio design, failing to balance fuel economy at low loads with power output at high loads, and variable compression ratio control technology generally suffers from slow response, complex structure, and low control precision.

[0003] In terms of compression ratio control, traditional constant compression ratio engines struggle to achieve optimal performance under various operating conditions. While current technologies such as variable displacement oil pumps and electronically controlled piston cooling nozzles have improved engine performance to some extent, they haven't fully addressed the issue of insufficient thermal management efficiency across all operating conditions. Particularly under low-load conditions, excessive coolant flow can lead to unnecessary energy consumption and emissions, and the difficulty in precisely adjusting the oil injection quantity of the piston cooling nozzles according to actual needs results in poor piston cooling.

[0004] CN110848013A discloses an intelligent thermal management system and control method for a dual-fuel engine. The system includes a thermal management ECU, a speed sensor, a load sensor, a pressure sensor, and a temperature sensor. These sensors collect engine operating condition and environmental condition data, and the thermal management ECU performs closed-loop control of the cooling system.

[0005] Therefore, there is an urgent need for an intelligent thermal management system that can dynamically adjust the cooling medium and compression ratio according to changes in engine load, in order to solve the problems of low thermal management efficiency and inability of compression ratio to adapt to operating conditions in traditional engines under all operating conditions. Summary of the Invention

[0006] To address the problems existing in current technologies, this invention proposes an engine system and its control method that utilizes dual cooling media for synergistic energy conversion. The engine system enables adaptive thermal management and compression ratio adjustment under low, medium, and high load conditions. By monitoring the engine load status in real time through an intelligent control unit, switching between waterless coolant and nano-cooling fluid according to the operating conditions, and dynamically adjusting the flow rate of the piston oil cooling nozzles, the system can precisely control the temperature of various parts of the engine, avoiding excessive heat loss under low and medium loads and localized overheating under high loads.

[0007] Furthermore, the engine system's control method is based on real-time load data. The system can precisely regulate the supply of auxiliary fuel hydrogen, reducing the compression ratio at low loads to minimize pumping losses and improve fuel economy; and increasing the compression ratio at medium to high loads to enhance power output through efficient hydrogen combustion. In addition, the system can work in conjunction with the engine's cooling system, optimizing the flow rate and circulation path of the cooling medium according to compression ratio adjustment requirements, further improving thermal management.

[0008] The first aspect of the present invention provides an engine system for dual-cooling medium synergistic assisted energy conversion, including a multi-cylinder engine, an adaptive control module, and an adaptive cooling module;

[0009] The multi-cylinder engine includes a cylinder head, a cylinder liner, and a piston. The cylinder head, cylinder liner, and piston together form a combustion chamber. A cylinder block is fitted over the outer wall of the cylinder liner. A cylinder liner cooling space is formed between the cylinder block and the outer wall of the cylinder liner, serving as a flow space for coolant.

[0010] The adaptive control module includes a sensing submodule, a control submodule, and a fuel injection and cooling execution submodule; the sensing submodule is wirelessly connected to the control submodule, and the fuel injection and cooling execution submodule is electrically connected to the control submodule; the sensing submodule is used to transmit the bottom water pressure of the first and second coolant tanks;

[0011] The control submodule determines the range of the engine's real-time load percentage based on the engine's real-time load percentage and the water pressure obtained by the sensing submodule, and controls the opening degree of the fuel injection and cooling execution submodule.

[0012] The adaptive cooling module includes: a first coolant tank, a second coolant tank, a circulation path, and a cylinder liner cooling space 18; the first coolant tank stores waterless coolant, and the second coolant tank stores nanofluid coolant; the circulation path includes the first coolant tank, the second coolant tank, a circulating water pump, the cylinder liner cooling space, the cylinder head cooling space, a first three-way valve, and a second three-way valve connected by pipes; the circulation path, under the control of the control submodule, allows only waterless coolant or only nanofluid coolant to circulate in the circulation path.

[0013] Furthermore, the sensing submodule includes a first pressure sensor and a second pressure sensor; the control submodule is an ECU controller; the oil injection and cooling execution submodule includes a piston cooling oil injection valve, including a first three-way valve and a second three-way valve;

[0014] The first pressure sensor is located at the bottom of the first coolant tank, and the second pressure sensor is located at the bottom of the second coolant tank. Both the first and second pressure sensors are electrically connected to the control submodule.

[0015] A piston engine cooling oil injection valve is provided inside the piston cooling oil nozzle. The piston engine cooling oil injection valve is electrically connected to the control submodule and is used to control the oil to be sprayed from the piston cooling oil nozzle into the bottom of each cylinder piston according to the instructions of the control submodule. The first three-way valve and the second three-way valve are respectively electrically connected to the control submodule.

[0016] The control submodule controls the opening of the piston cooling oil injection valve and the opening of the first three-way valve and the second three-way valve based on the engine's real-time load percentage and the real-time water pressure transmitted by the first and second pressure sensors.

[0017] A second aspect of the present invention provides a control method for the engine system with dual cooling medium assisted energy conversion, comprising:

[0018] Step 1: Receive the real-time engine load percentage transmitted by the OBD on-board diagnostic system;

[0019] Step 2: Divide the engine load into seven intervals from low to high, where: Interval 1: Engine load <15%; Interval 2: 15% ≤ Engine load <30%; Interval 3: 30% ≤ Engine load <45%; Interval 4: 45% ≤ Engine load <60%; Interval 5: 60% ≤ Engine load <75%; Interval 6: 75% ≤ Engine load <90%; and Interval 7: Engine load ≥90%.

[0020] If the engine is located in the first to third interval, the current engine load is considered low, and the control submodule activates the circulation loop using waterless coolant; if the engine is located in the fourth to seventh interval, the current engine load is considered medium to high, and the control submodule activates the circulation loop using nanofluid coolant.

[0021] Step 3: The control submodule determines the interval to which the real-time load percentage b obtained in Step 1 belongs; the determination is performed sequentially from the first interval to the seventh interval.

[0022] If the real-time engine load percentage is in the first range, control the flow rate of the coolant-free circulation loop to 30% and control the opening of the piston cooling oil injection valve to 30%; otherwise, continue to determine whether it meets the second range.

[0023] If the real-time engine load percentage is in the second range, control the flow rate of the coolant-free circulation loop to 50% and control the opening of the piston cooling oil injection valve to 40%; otherwise, continue to determine whether it meets the third range.

[0024] If the real-time engine load percentage is in the third range, control the flow rate of the coolant-free circulation loop to 70% and control the opening of the piston cooling oil injection valve to 50%; otherwise, continue to determine whether it meets the fourth range.

[0025] If the real-time engine load percentage is in the fourth range, control the flow rate of the circulation loop using nanofluid coolant to 70% and control the opening of the piston cooling oil injection valve to 60%; otherwise, continue to determine whether it meets the fifth range.

[0026] If the real-time engine load percentage is in the fifth range, control the flow rate of the circulation loop using nanofluid coolant to 80% and control the opening of the piston cooling oil injection valve to 70%; otherwise, continue to determine whether it meets the sixth range.

[0027] If the real-time engine load percentage is in the sixth range, control the flow rate of the circulation loop using nanofluid coolant to 90% and control the opening of the piston cooling oil injection valve to 80%; otherwise, continue to determine whether it meets the seventh range.

[0028] If the real-time engine load percentage is in the seventh range, the flow rate of the circulation loop using nanofluid coolant is controlled at 100%, and the opening of the piston cooling oil injection valve is controlled at 100%.

[0029] Furthermore, the control process for the circulation loop using waterless coolant includes:

[0030] The sensing submodule transmits the bottom water pressure of the first and second coolant tanks in real time as the initial pressure, and calculates the initial liquid level height based on the pressure formula and coolant density.

[0031] After receiving the initial pressure, the circulating water pump is started. Under the driving force of the circulating water pump, the waterless coolant flows sequentially through the first coolant tank, the second three-way valve, and the circulating water pump to reach the cylinder liner cooling space. In the cylinder liner cooling space, the waterless coolant washes the outer wall of the cylinder liner and the inner wall of the cylinder to exchange heat. Then, the waterless coolant rises to the cylinder head cooling space to exchange heat, and then returns to the first coolant tank through the first three-way valve to exchange heat and cool down, thus completing one waterless coolant cycle.

[0032] Furthermore, in the circulation loop using waterless coolant, the waterless coolant inlet and outlet of the second three-way valve are opened, and the nanofluid coolant inlet is closed; the waterless coolant outlet and inlet of the first three-way valve are opened, and the nanofluid coolant outlet is closed.

[0033] Furthermore, the control process for the circulation loop using nanofluid coolant includes:

[0034] Control the second three-way valve to allow liquid to flow into the first coolant tank but not out, and to allow liquid to flow into the second coolant tank but not out.

[0035] Driven by the circulating water pump, the nanofluid coolant flows sequentially through the first coolant tank, the second three-way valve, and the circulating water pump before reaching the cylinder liner cooling space. In the cylinder liner cooling space, the waterless coolant washes the outer wall of the cylinder liner and the inner wall of the cylinder for heat exchange. Then, the waterless coolant rises to the cylinder head cooling space for heat exchange, and then passes through the first three-way valve to push the remaining waterless coolant in the circulation loop back to the first coolant tank.

[0036] During this period, the control submodule calculates the current liquid level in the first coolant tank based on the pressure signal of the first coolant tank transmitted in real time by the sensing submodule. If the current liquid level in the first coolant tank is equal to the initial liquid level obtained during the control process of the circulation loop using waterless coolant, it is determined that all the waterless coolant has flowed back to the first coolant tank. At this time, the valve of the first three-way valve is controlled to allow the nanofluid coolant to return to the second coolant tank through the first three-way valve for heat exchange and cooling, thereby completing one nanofluid coolant circulation.

[0037] A third aspect of the present invention provides an engine system for dual-cooling-medium synergistic energy conversion, comprising a multi-cylinder engine, an adaptive control module, an adaptive cooling module, and a transformer ratio integrated module;

[0038] The multi-cylinder engine includes a cylinder head, a cylinder liner, and a piston. The cylinder head, cylinder liner, and piston together form a combustion chamber. A cylinder block is fitted over the outer wall of the cylinder liner. A cylinder liner cooling space is formed between the cylinder block and the outer wall of the cylinder liner, serving as a flow space for coolant.

[0039] The adaptive control module includes a sensing submodule, a control submodule, and a fuel injection and cooling execution submodule; the sensing submodule is wirelessly connected to the control submodule, and the fuel injection and cooling execution submodule is electrically connected to the control submodule; the sensing submodule is used to transmit the bottom water pressure of the first and second coolant tanks.

[0040] The variable pressure ratio integrated module is located at the center of the top of the cylinder head. The spark plug and auxiliary fuel injector are fixed inside the variable pressure ratio integrated module. The auxiliary fuel injector has an auxiliary fuel flow channel inside. Moreover, the ends of the spark plug and auxiliary fuel injector extend into the combustion chamber. The auxiliary fuel injector is electrically connected to the control submodule.

[0041] The control submodule determines the range of the engine's real-time load percentage based on the engine's real-time load percentage and controls the opening of the auxiliary fuel injector.

[0042] The adaptive cooling module includes: a first coolant tank, a second coolant tank, a circulation path, and a cylinder liner cooling space; the first coolant tank stores waterless coolant, and the second coolant tank stores nanofluid coolant; the circulation path includes the first coolant tank, the second coolant tank, a circulating water pump, a cylinder liner cooling space, a cylinder head cooling space, a first three-way valve, and a second three-way valve connected by pipes; the circulation path, under the control of the control submodule, allows only waterless coolant or only nanofluid coolant to circulate in the circulation path.

[0043] A fourth aspect of the present invention provides a control method for an engine system with dual cooling medium assisted energy conversion as described in the third aspect, comprising:

[0044] Step 1: Receive the real-time engine load percentage transmitted by the OBD on-board automatic diagnostic system; based on the actual engine load requirements, the ECU calculates the maximum auxiliary fuel injection quantity at the maximum compression ratio;

[0045] Step 2: Divide the engine load into five intervals from low to high: Interval 1: Engine load <15%; Interval 2: 15% ≤ Engine load <30%; Interval 3: 30% ≤ Engine load <50%; Interval 4: 50% ≤ Engine load <70%; Interval 5: Engine load ≥70%.

[0046] Step 3: The control submodule determines the interval to which the real-time load percentage obtained in Step 1 belongs; the determination is performed sequentially from the first interval to the fifth interval.

[0047] First, determine if the real-time engine load percentage is within the first range; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector to 0; otherwise, continue to the next step.

[0048] Determine if the real-time engine load percentage is within the second range; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector to 0.25 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step.

[0049] Determine if the real-time engine load percentage is in the third interval; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector to 0.5 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step.

[0050] Determine if the real-time engine load percentage is in the fourth range; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector to 0.75 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step.

[0051] Determine if the real-time engine load percentage is in the fifth interval; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector to the maximum auxiliary fuel injection quantity, and end the determination.

[0052] The beneficial effects of this invention are as follows:

[0053] 1. System Optimization: Nanofluid coolant enhances heat transfer, adapting to high-load high-efficiency heat dissipation; waterless coolant avoids the drawbacks of traditional coolants, maintaining system stability under low load. On-demand switching and flow regulation keep the engine within a reasonable temperature range, suppressing thermal degradation and extending component life. During continuous high-load operation, cooling response is faster, reducing power loss caused by overheating.

[0054] 2. Protection Upgrade: The piston cooling oil injection volume is adjusted according to the working conditions. Under high load, the flow rate is increased to enhance piston heat dissipation and avoid deformation and wear caused by local overheating. Under low load, the flow rate is reasonably limited to save energy and ensure piston reliability and engine mechanical efficiency in both directions.

[0055] 3. Intelligent Adaptation: Adjusts auxiliary fuel quantity according to load, reduces compression ratio under low load to reduce pumping losses and optimize fuel consumption, making it more energy-efficient in urban commuting and other scenarios; increases compression ratio under high load to enhance in-cylinder burst pressure, improve power output, and make acceleration and hill climbing more responsive, expanding the engine's efficient operating range, achieving both power and economy.

[0056] 4. Comprehensive performance leap: The cooling, lubrication and combustion systems work together to improve engine stability (reduce potential failures), break through the limitations of fixed compression ratio, make power output more in line with demand under different operating conditions, and be compatible with various fuels to adapt to future energy trends. From daily commuting to extreme operating conditions, it fully taps the engine's performance potential and achieves a unity of energy saving, strong power and high reliability. Attached Figure Description

[0057] Figure 1 This is a structural diagram of the engine system with dual cooling medium synergistic assisted energy conversion according to Embodiment 1 of the present invention;

[0058] Figure 2 This is a control flowchart of the engine system with dual cooling medium synergistic assisted energy conversion according to Embodiment 1 of the present invention;

[0059] Figure 3 This is a schematic diagram of the coolant heat exchange structure of the adaptive cooling system according to Embodiment 1 of the present invention;

[0060] Figure 4 This is a schematic diagram of the multi-stage nested heat exchange structure of the inner wall of the cylinder in Embodiment 1 of the present invention;

[0061] Figure 5 This is a schematic diagram of the circulation loop using waterless coolant in Embodiment 1 of the present invention;

[0062] Figure 6 This is a schematic diagram of the nanofluid coolant circulation loop in Embodiment 1 of the present invention;

[0063] Figure 7 This is a schematic diagram of the piston cooling oil nozzle screw according to Embodiment 1 of the present invention;

[0064] Figure 8 This is a schematic diagram of the piston cooling oil nozzle according to Embodiment 1 of the present invention, wherein the area where the piston cooling oil injection valve is provided is a partial cross-sectional view;

[0065] Figure 9 This is a schematic diagram of the assembly of the piston cooling oil nozzle and the piston cooling oil screw in Embodiment 1 of the present invention;

[0066] Figure 10 This is a schematic diagram of the overall arrangement of the piston oil cooling nozzle according to Embodiment 1 of the present invention:

[0067] Figure 11 This refers to the transformer ratio integrated module described in Embodiment 1 of the present invention:

[0068] Figure 12 This is a schematic diagram illustrating the transformation ratio implementation principle of Embodiment 1 of the present invention;

[0069] Figure 13 A flowchart illustrating the control method described in Embodiment 1 of the present invention;

[0070] Figure 14 This is a flowchart illustrating the control method of Embodiment 2 of the present invention;

[0071] Figure 15 This is a structural diagram of the engine system with dual cooling medium synergistic assisted energy conversion according to Embodiment 2 of the present invention;

[0072] Figure 16 This is a control flowchart of the engine system with dual cooling medium synergistic auxiliary energy conversion according to Embodiment 2 of the present invention.

[0073] in,

[0074] 1: Intake duct; 2: Intake valve; 3: Variable voltage ratio integrated module;

[0075] 4: Exhaust valve; 5: Exhaust passage; 6: Main fuel injector;

[0076] 7: Cylinder head; 8: Cylinder liner; 9: Piston;

[0077] 10: First coolant tank; 11: Second coolant tank; 12: First pressure sensor;

[0078] 13: Second pressure sensor; 14: First three-way valve;

[0079] 15: Second three-way valve; 16: Spark plug; 17: Circulating water pump;

[0080] 18: Cylinder liner cooling space; 19: Cylinder block; 20: Cylinder liner cooling water outlet;

[0081] 21: Cylinder head cooling water inlet; 22: Multi-stage nested heat exchange structure; 23: Screw oil outlet;

[0082] 24: Piston cooling oil nozzle screw; 25: Oil flow channel inside the screw; 26: Piston cooling oil nozzle;

[0083] 27: Piston cooling oil injection valve; 28: Oil flow channel; 29: Transformer ratio integrated module connection terminal;

[0084] 30: Fixing screw; 31: Auxiliary fuel injector; 32: Auxiliary fuel flow channel;

[0085] 33: Integrator housing; 35: Auxiliary fuel combustion zone; 36: Main fuel zone. Detailed Implementation

[0086] To make the objectives, technical solutions, beneficial effects, and significant advancements of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings provided in the examples of the present invention. Obviously, all the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0087] In the description of this application, unless otherwise expressly specified and limited, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more; unless otherwise specified or explained, the terms "connected," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection, a detachable connection, an integral connection, or an electrical connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0088] Example 1

[0089] like Figure 1-2 As shown, an engine system with dual cooling media assisted energy conversion includes a multi-cylinder engine, an adaptive control module, and an adaptive cooling module; wherein, the adaptive control module includes a sensing submodule, a control submodule, and a fuel injection and cooling execution submodule.

[0090] The multi-cylinder engine includes a cylinder head 7, a cylinder liner 8, a piston 9, an intake manifold 1, and an exhaust manifold 5. The cylinder head 7, cylinder liner 8, and piston 9 together form a combustion chamber. The piston 9 is located inside the cylinder liner 8 and can reciprocate. A cylinder block 19 is fitted over the outer wall of the cylinder liner, and a coolant flow space, namely the cylinder liner cooling space 18, is formed between the cylinder block 19 and the outer wall of the cylinder liner 8.

[0091] The intake valve 2 is located inside the intake manifold 1, and the exhaust valve 4 is located inside the exhaust manifold 5. The intake valve 2, exhaust valve 4, main fuel injector 6, and variable pressure ratio integrated module 3 are located on the cylinder head 7. The intake valve 2 is positioned above the combustion chamber, and the intake manifold 1 connects to the outside via a pipe to the intake valve 2 for introducing air. The exhaust valve 4 is arranged opposite to the intake valve 2, and the exhaust manifold 5 connects the exhaust valve 4 to the outside for discharging exhaust gases after combustion. The main fuel injector 6 is obliquely mounted on the side of the engine cylinder head 7 near the exhaust manifold 5, with its injection end protruding into the combustion chamber for injecting fuel into the combustion chamber.

[0092] like Figure 2 As shown, the adaptive control module includes a sensing submodule, a control submodule, and a fuel injection and cooling execution submodule. The sensing submodule includes an OBD on-board diagnostic system, a first pressure sensor 12, and a second pressure sensor 13. The control submodule is an ECU controller; the fuel injection and cooling execution submodule includes a piston cooling oil injection valve 27, a first three-way valve 14, and a second three-way valve 15. The piston cooling oil injection valve 27, the first three-way valve 14, and the second three-way valve 15 are the actuators of the adaptive cooling module.

[0093] The OBD on-board automatic diagnostic system is electrically connected to the ECO controller. The first pressure sensor 12 and the second pressure sensor 13 are wirelessly connected to the ECO controller. The piston cooling oil injection valve 27, the first three-way valve 14, and the second three-way valve 15 are all electrically connected to the ECO controller.

[0094] like Figure 3 As shown, the adaptive cooling module includes: a first coolant tank 10, a second coolant tank 11, a circulation path, and a cylinder liner cooling space 18. The circulation path connects the first coolant tank 10, the second coolant tank 11, and the cylinder liner cooling space 18. The first coolant tank 10 stores propylene glycol-based anhydrous coolant; the second coolant tank 12 stores nano-alumina-water-based coolant. Figure 3 The blue portion inside the cylinder block 19 represents the coolant located in the cylinder liner cooling space 18. The inner wall of the cylinder block 19 is machined as follows: Figure 4 The multi-stage nested heat exchange structure 22 shown can greatly enhance turbulence and improve heat transfer rate when the coolant flows laterally and longitudinally across the inner wall of the cylinder 19. The first pressure sensor 12 is embedded in the bottom of the first coolant tank 10, and the second pressure sensor 13 is embedded in the bottom of the second coolant tank 11, and both pressure sensors are in contact with the internal coolant.

[0095] The circulation path includes: the outlet B of the first coolant tank 10 and the outlet H of the second coolant tank 11 are respectively connected to the inlet of the second three-way valve 15 through pipelines, wherein the outlet B of the first coolant tank 10 is connected to the waterless coolant inlet I of the second three-way valve 15 through a pipeline, the outlet H of the second coolant tank 11 is connected to the nanofluid coolant inlet J through a pipeline, and the outlet K of the second three-way valve 15 is connected to the circulating water pump 17 through a pipeline, and the other end of the circulating water pump 17 is connected to the cylinder liner coolant... The cylinder liner cooling space 18 has an inlet L; the cylinder liner cooling space 18 has a cylinder liner coolant outlet 20, which is connected to the cylinder head coolant inlet 21, so that the coolant rises from the cylinder liner cooling space 18 to the cylinder head cooling space inside the cylinder head; the cylinder head coolant outlet F of the cylinder head cooling space is connected to the inlet E of the first three-way valve 14 through a pipeline, and the two outlets of the first three-way valve 14 (the waterless coolant outlet C and the nanofluid coolant outlet D) are respectively connected to the first coolant tank inlet A and the second coolant tank inlet G.

[0096] like Figure 8-10As shown, an oil flow channel 28 is machined at the bottom of the cylinder block 19 of the cylinder liner. Each cylinder liner's oil flow channel has a threaded hole with a diameter of approximately 7mm, penetrating the wall of the oil flow channel 28. A piston cooling oil nozzle 26 is provided at a corresponding position in each cylinder within the oil flow channel 28. Each piston cooling oil nozzle 26 is connected to the oil flow channel via a piston cooling nozzle fixing screw 24. In this assembly method, the piston cooling nozzle 26 is fixed by screwing the screw 24 into the oil flow channel 28. The screw 24 penetrates the wall of the oil flow channel 28, ensuring that oil flows into the internal oil flow channel 25 of the screw. The interior of the screw 24 is machined into a hollow cylindrical space with a diameter of approximately 4mm. Figure 7 The structure of the piston cooling oil nozzle fixing screw 24 is shown, including a flanged head and a threaded body. The body has a hollow interior serving as an oil passage, and the bottom of the body is an oil inlet connected to an oil flow channel 28. An oil outlet 23, approximately 4 mm in diameter and perpendicular to the screw body's axial direction, is located near the head on the threaded body. The piston cooling oil nozzle 26 is fitted onto the threaded body of the piston cooling oil nozzle fixing screw 24. Figure 8 The structure of the piston cooling oil nozzle 26 is shown. The piston cooling oil nozzle 26 includes a ring and a nozzle. There is an opening between the ring and the nozzle. A piston cooling oil injection valve 27 is provided at the opening. The opening is aligned with the screw oil outlet 23, so that oil enters from the oil passage 25 machined inside the screw, flows out from the screw oil outlet 23, and is then controlled by the piston cooling oil injection valve 27 to be sprayed from the nozzle into the bottom of each cylinder piston to lubricate and cool the piston.

[0097] The ECU controller controls the amount of oil injected by controlling the opening of the piston cooling oil injection valve 27 based on the engine's real-time load percentage.

[0098] like Figure 13 As shown, the control method for an engine system with dual-cooling-medium assisted energy conversion includes:

[0099] Step 1: The OBD on-board automatic diagnostic system from the sensor submodule inputs the real-time engine load percentage b to the ECU controller;

[0100] Step 2: Divide the engine load into seven zones from low to high, corresponding to seven cooling levels, including Zone 1: Engine load <15%, Zone 2: 15% ≤ Engine load <30%, Zone 3: 30% ≤ Engine load <45%, Zone 4: 45% ≤ Engine load <60%, Zone 5: 60% ≤ Engine load <75%, Zone 6: 75% ≤ Engine load <90%, and Zone 7: Engine load ≥90%.

[0101] Step 3: The ECU controller determines the interval to which the real-time load percentage b obtained in Step 1 belongs; the determination is made in the order from the first interval to the seventh interval.

[0102] First, determine whether the real-time engine load percentage b is within the first interval; if not, continue to the next step; if so, it is considered that the current engine load is low, the control submodule enables the waterless coolant circulation loop, and sets the flow rate of the first three-way valve and the second three-way valve to 30%, and sends a command to the piston cooling oil injection valve 27 of the fuel injection execution submodule to set the piston cooling oil injection valve opening to 30%.

[0103] Figure 5 The circulation loop and control process of using waterless coolant as the cooling medium when the engine is under low load are shown. The specific flow path and process are as follows:

[0104] Before the circulating water pump 17 is started, the first pressure sensor 12 and the second pressure sensor 13 of the sensing submodule record the bottom water pressure of the first coolant tank 10 and the second coolant tank 11 and input the two pressure values ​​into the ECU controller. The ECU controller calculates the initial liquid level height using the pressure formula and coolant density. h1 is the initial liquid level height of the first coolant tank and H1 is the initial liquid level height of the second coolant tank. Every 3 seconds when the engine is started, the two pressure sensors remeasure the liquid level heights h and H in the two coolant tanks and input them into the ECU controller. The ECU controller compares h with h1 and H with H1.

[0105] After receiving the measured initial water tank bottom pressure, the ECU controller starts the circulating water pump 17, opens the waterless coolant inlet I and outlet K of the second three-way valve 15, and closes the nanofluid coolant inlet J; it opens the waterless coolant outlet C and inlet E of the first three-way valve 14, and closes the nanofluid coolant outlet D.

[0106] Driven by the circulating water pump 17, the waterless coolant flows out from the outlet B of the first coolant tank 10, enters the waterless coolant inlet I of the second three-way valve 15 through the pipeline, and then flows out from the outlet K. After passing through the circulating water pump 17, it flows through the inlet L of the cylinder liner cooling space 18. The waterless coolant washes the outer wall of the cylinder liner 8 and the inner wall of the cylinder block 19 to exchange heat. After completing the heat exchange, the waterless coolant rises and flows out from the cylinder liner coolant outlet 20. It then enters the cylinder head cooling space through the cylinder head coolant inlet 21. After completing the heat exchange in the cylinder head cooling space, the waterless coolant flows through the cylinder head coolant outlet F, the inlet E of the first three-way valve 14, and the waterless coolant outlet C, and then returns to the first coolant tank 10 through the inlet A of the first coolant tank to exchange heat and cool down, thus completing one waterless coolant cycle.

[0107] Determine if b is located in the second interval; if so, the control submodule enables the waterless coolant circulation loop as described above, and sets the flow rate of the first three-way valve and the second three-way valve to 50%, and sets the piston cooling oil injection valve of the oil injection execution submodule to 40% opening; otherwise, continue to the next step of judgment.

[0108] Determine if b is located in the third interval; if so, the control submodule enables the waterless coolant circulation loop as described above, and sets the flow rate of the first three-way valve and the second three-way valve to 70%, and sets the piston cooling oil injection valve of the oil injection execution submodule to 50% opening; otherwise, continue to the next step of judgment.

[0109] Determine if b is located in the fourth interval; if so, the control submodule enables the nanofluid coolant circulation loop, sets the flow rate of the first three-way valve and the second three-way valve to 70%, and sets the piston cooling oil injection valve of the oil injection execution submodule to 60% opening; otherwise, continue to the next step of judgment.

[0110] Figure 6 The diagram shows the circulation loop for nanofluid coolant when the engine load reaches the critical value of 45%. The specific flow path is as follows:

[0111] The ECU controller controls the opening of the nanofluid coolant inlet J and outlet K of the second three-way valve 15, and closes the waterless coolant inlet I; at this time, the liquid in the first coolant tank 10 can only enter and not exit, and the liquid in the second coolant tank 11 can only enter and not exit.

[0112] Driven by the circulating water pump 17, the nanofluid coolant flows out from the outlet H of the second coolant tank 11, passes through the nanofluid coolant inlet J and outlet K of the second three-way valve 15, and then flows through the cylinder liner cooling space 18 through the inlet L of the circulating water pump 17. The waterless coolant washes the outer wall of the cylinder liner 8 and the inner wall of the cylinder block 19 to exchange heat. After the waterless coolant completes the heat exchange, it rises and flows out from the cylinder liner coolant outlet 20, and enters the cylinder head cooling space through the cylinder head coolant inlet 21. After the waterless coolant completes the heat exchange in the cylinder head cooling space, it passes through the cylinder head coolant outlet F, the inlet E of the first three-way valve 14, and the nanofluid coolant outlet D, and then pushes the remaining waterless coolant inside back to the first coolant tank 10.

[0113] When the ECU controller calculates that the real-time coolant level h in the coolant tank is consistent with the initial coolant level h1 based on the real-time coolant tank pressure signal, it is determined that all the coolant has flowed back. To avoid mixing of the two cooling media, the outlet D and inlet E of the first three-way valve 14 are opened, and the outlet C of the coolant is closed. This allows the coolant to flow sequentially through the inlet E and outlet D of the first three-way valve 14, and then return to the second coolant tank 11 through the inlet G of the second coolant tank for heat exchange and cooling, thus completing one cycle of the coolant.

[0114] Determine if b is located in the fifth interval; if so, the control submodule activates the nanofluid coolant circulation loop according to the above steps, activates the nanofluid coolant, sets the flow rate of the first three-way valve and the second three-way valve to 80%, and sets the piston cooling oil injection valve of the oil injection execution submodule to 70% opening; otherwise, continue to the next step of judgment.

[0115] Determine if b is located in the sixth interval; if so, the control submodule activates the nanofluid coolant circulation loop according to the above steps, activates the nanofluid coolant, and sets the flow rate of the first three-way valve and the second three-way valve to 90%, and the piston cooling oil injection valve to 80% opening; otherwise, continue to the next step of judgment.

[0116] Determine if b is located in the seventh interval; if so, the control submodule activates the nanofluid coolant circulation loop according to the above steps, activates the nanofluid coolant, and sets the flow rate of the first three-way valve and the second three-way valve to 100%, and the piston cooling oil injection valve is fully open; otherwise, the determination ends.

[0117] Example 2

[0118] like Figure 15-16 As shown, an engine system with dual cooling media synergistic energy conversion includes a multi-cylinder engine, an adaptive control module, an adaptive cooling module, and a transformer ratio integrated module 3. Except for the transformer ratio integrated module 3, the other modules are similar to those in Embodiment 1, and the same parts will not be described again here.

[0119] The adaptive control module includes a sensing submodule, a control submodule, a fuel injection execution submodule, and a cooling execution submodule.

[0120] The fuel injection execution submodule includes an auxiliary fuel injector 31 and a piston cooling oil injection valve 27; the cooling execution submodule includes a first three-way valve 14 and a second three-way valve 15. The auxiliary fuel injector 31 is the actuator of the variable pressure ratio integrated module 3, and the piston cooling oil injection valve, the first three-way valve 14, and the second three-way valve 15 are the actuators of the adaptive cooling module. The auxiliary fuel injector 31 is the actuator of the variable pressure ratio integrated module 3, and the piston cooling oil injection valve, the first three-way valve 14, and the second three-way valve 15 are the actuators of the adaptive cooling module.

[0121] like Figure 11 As shown, the pressure ratio integrated module 3 is located between the intake valve 2 and the exhaust valve 4, and at the center of the top of the cylinder head 7 (marked by a dashed box in the figure). It is an integrated component related to engine intake and exhaust, pressure control, etc., and works in conjunction with the engine. The pressure ratio integrated module 3 includes an integrator housing 33 and an integrator connection end 29, which are fixed by screws 30 to ensure the integrity of the integrator. The integrator body 33 sits on the upper part of the integrator connection end 29 and is partially threaded to the cylinder head 7. The circumferential wall at the lower end of the integrator housing 33 and the circumferential wall of the integrator connection end 29 are provided with threads for threaded connection with the cylinder head 7. The integrator connection end 29 is also threaded inside to fix the spark plug 16 and the auxiliary fuel injector 31. The auxiliary fuel injector 31 has an auxiliary fuel flow channel 32 inside. Moreover, the ends of the spark plug 16 and the auxiliary fuel injector 31 extend into the combustion chamber.

[0122] like Figure 14 As shown, the control method for the engine system with dual cooling media synergistic assisted energy conversion includes:

[0123] Step 1: The OBD on-board automatic diagnostic system from the sensor submodule inputs the real-time engine load percentage b to the ECU controller; based on the actual engine load requirements, the ECU calculates the maximum auxiliary fuel injection quantity a at the maximum compression ratio.

[0124] Step 2: Divide the engine load into five zones from low to high, corresponding to five cooling levels, including Zone 1: Engine load <15%, Zone 2: 15% ≤ Engine load <30%, Zone 3: 30% ≤ Engine load <50%, Zone 4: 50% ≤ Engine load <70%, and Zone 5: Engine load ≥70%.

[0125] Step 3: The ECU controller determines the interval to which the real-time load percentage b obtained in Step 1 belongs; the determination is made in the order from the first interval to the fifth interval.

[0126] First, determine whether the real-time engine load percentage b is within the first interval; if so, it is considered that the current engine load is low, and the control submodule sends a command to the auxiliary fuel injector to set the auxiliary fuel injection quantity to 0; otherwise, continue to the next step of judgment.

[0127] Determine whether the real-time engine load percentage b is within the second range; if so, the control submodule sends a command to the auxiliary fuel injector to control the auxiliary fuel injector 31 of the transformer ratio integration module 3 to inject fuel, and sets the auxiliary fuel injection quantity to 0.25a; otherwise, continue to the next step of judgment.

[0128] Determine if b is located in the third interval; if so, the control submodule sends a command to the auxiliary fuel injector 31 to inject fuel and sets the auxiliary fuel injection quantity to 0.5a; otherwise, continue to the next step of judgment.

[0129] Determine if b is located in the fourth interval; if so, the control submodule sends a command to the auxiliary fuel injector 31 to inject fuel and sets the auxiliary fuel injection quantity to 0.75a; otherwise, continue to the next step.

[0130] Determine if b is located in the fifth interval; if so, the control submodule sends a command to the auxiliary fuel injector 31 to control the auxiliary fuel injector 31 to inject fuel, sets the auxiliary fuel injection quantity to a, and the determination ends.

[0131] like Figure 12 As shown, when hydrogen is selected as the auxiliary fuel, due to its fast combustion speed and low density, an auxiliary fuel combustion zone 35 is easily formed in the upper part of the combustion chamber. When the hydrogen is ignited, the gas rapidly heats up and expands, exerting a squeezing effect on the main fuel zone 36 as indicated by the arrow, thereby increasing the compression ratio of the main fuel. The ECU adjusts the fuel injection quantity of the auxiliary fuel injector according to the compression ratio requirements of the engine under different loads, achieving a variable compression ratio. A low compression ratio is used under low loads to improve fuel economy, while a high compression ratio is used under high loads to increase engine power output.

[0132] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An engine system with dual cooling media synergistic assisted energy conversion, characterized in that, Includes a multi-cylinder engine, an adaptive control module, and an adaptive cooling module; The multi-cylinder engine includes a cylinder head (7), a cylinder liner (8), and a piston (9). The cylinder head (7), cylinder liner (8), and piston (9) together form a combustion chamber. A cylinder block (19) is fitted over the outer wall of the cylinder liner. A cylinder liner cooling space (18) is formed between the cylinder block (19) and the outer wall of the cylinder liner (8) to serve as a flow space for coolant. The adaptive control module includes a sensing submodule, a control submodule, and a fuel injection and cooling execution submodule; the sensing submodule is connected to the control submodule via radio signal, and the fuel injection and cooling execution submodule is electrically connected to the control submodule; the sensing submodule is used to transmit the bottom water pressure of the first coolant tank (10) and the second coolant tank (11); The control submodule determines the range of the engine's real-time load percentage b based on the engine's real-time load percentage and the water pressure obtained by the sensing submodule, and controls the opening degree of the fuel injection and cooling execution submodule. The adaptive cooling module includes: a first coolant tank (10), a second coolant tank (11), a circulation path, and a cylinder liner cooling space (18); the first coolant tank (10) stores waterless coolant, and the second coolant tank (10) stores nanofluid coolant; the circulation path includes the first coolant tank (10), the second coolant tank (11), a circulating water pump (17), a cylinder liner cooling space (18), a cylinder head cooling space, a first three-way valve (14), and a second three-way valve (15) connected by pipes; the circulation path is controlled by the control submodule to allow only waterless coolant or only nanofluid coolant to circulate in the circulation path.

2. The engine system with dual cooling medium synergistic assisted energy conversion according to claim 1, characterized in that, The sensing submodule includes a first pressure sensor (12) and a second pressure sensor (13); the control submodule is an ECU controller; the oil injection and cooling execution submodule includes a piston cooling oil injection valve (27) and a first three-way valve (14) and a second three-way valve (15). The first pressure sensor (12) is located at the bottom of the first coolant tank (10), and the second pressure sensor (13) is embedded in the bottom of the second coolant tank (11). Both the first pressure sensor (12) and the second pressure sensor (13) are electrically connected to the control submodule. A piston engine cooling oil injection valve (27) is provided inside the piston cooling oil nozzle (26). The piston engine cooling oil injection valve (27) is electrically connected to the control submodule and is used to control the oil to be sprayed from the piston cooling oil nozzle (26) into the bottom of each cylinder piston according to the instructions of the control submodule. The first three-way valve (14) and the second three-way valve (15) are respectively electrically connected to the control submodule. The control submodule controls the opening of the piston cooling oil injection valve (27) and the opening of the first three-way valve (14) and the second three-way valve (15) based on the real-time load percentage of the engine and the real-time water pressure transmitted by the first pressure sensor and the second pressure sensor.

3. The control method for the engine system with dual cooling medium synergistic assisted energy conversion according to claim 1, comprising: Step 1: Receive the real-time engine load percentage transmitted by the OBD on-board diagnostic system; Step 2: Divide the engine load into seven intervals from low to high, where: Interval 1: Engine load <15%; Interval 2: 15% ≤ Engine load <30%; Interval 3: 30% ≤ Engine load <45%; Interval 4: 45% ≤ Engine load <60%; Interval 5: 60% ≤ Engine load <75%; Interval 6: 75% ≤ Engine load <90%; and Interval 7: Engine load ≥90%. If the engine is located in the first to third interval, the current engine load is considered low, and the control submodule activates the circulation loop using waterless coolant; if the engine is located in the fourth to seventh interval, the current engine load is considered medium to high, and the control submodule activates the circulation loop using nanofluid coolant. Step 3: The control submodule determines the interval to which the real-time load percentage b obtained in Step 1 belongs; the determination is performed sequentially from the first interval to the seventh interval. If the real-time engine load percentage is in the first range, control the flow rate of the waterless coolant circulation loop to 30% and control the opening of the piston cooling oil injection valve (27) to 30%; otherwise, continue to determine whether it meets the second range. If the real-time engine load percentage is in the second range, control the flow rate of the waterless coolant circulation loop to 50% and control the opening of the piston cooling oil injection valve (27) to 40%; otherwise, continue to determine whether it meets the third range. If the real-time engine load percentage is in the third range, control the flow rate of the waterless coolant circulation loop to 70% and control the opening of the piston cooling oil injection valve (27) to 50%; otherwise, continue to determine whether it meets the fourth range. If the real-time engine load percentage is in the fourth interval, the flow rate of the circulation loop using nanofluid coolant is controlled at 70%, and the opening of the piston cooling oil injection valve (27) is controlled at 60%; otherwise, it continues to determine whether it meets the fifth interval. If the real-time engine load percentage is in the fifth interval, the flow rate of the circulation loop using nanofluid coolant is controlled to be 80%, and the opening of the piston cooling oil injection valve (27) is controlled to be 70%; otherwise, continue to determine whether it meets the sixth interval. If the real-time engine load percentage is in the sixth interval, the flow rate of the circulation loop using nanofluid coolant is controlled to be 90%, and the opening of the piston cooling oil injection valve (27) is controlled to be 80%; otherwise, continue to determine whether it meets the seventh interval. When the real-time engine load percentage is in the seventh range, the flow rate of the circulation loop using nanofluid coolant is controlled to be 100%, and the opening of the piston cooling oil injection valve (27) is controlled to be 100%.

4. The control method according to claim 3, characterized in that, The control process for a circulation loop using waterless coolant includes: The sensing submodule transmits the bottom water pressure of the first coolant tank (10) and the second coolant tank (11) in real time as the initial pressure, and calculates the initial liquid level height according to the pressure formula and the coolant density. After receiving the initial pressure, the circulating water pump (17) is started. Under the driving force of the circulating water pump (17), the waterless coolant flows through the first coolant tank (10), the second three-way valve (15), and the circulating water pump (17) in sequence before reaching the cylinder liner cooling space (18). In the cylinder liner cooling space (18), the waterless coolant washes the outer wall of the cylinder liner (8) and the inner wall of the cylinder block (19) for heat exchange. Then, the waterless coolant rises to the cylinder head cooling space for heat exchange, and then returns to the first coolant tank (10) for heat exchange and cooling after passing through the first three-way valve (14), thus completing one waterless coolant cycle.

5. The control method according to claim 4, characterized in that, In the circulation loop using waterless coolant, open the waterless coolant inlet (I) and outlet (K) of the second three-way valve (15) and close the nanofluid coolant inlet (J); open the waterless coolant outlet (C) and inlet (E) of the first three-way valve (14) and close the nanofluid coolant outlet (D).

6. The control method according to claim 4, characterized in that, The control process for the circulation loop using nanofluid coolant includes: Control the second three-way valve (15) so that the liquid in the first coolant tank (10) can only enter and not exit, and the liquid in the second coolant tank (11) can only enter and not exit. Under the driving force of the circulating water pump (17), the nanofluid coolant flows through the first coolant tank (10), the second three-way valve (15), and the circulating water pump (17) in sequence before reaching the cylinder liner cooling space (18). In the cylinder liner cooling space (18), the waterless coolant washes the outer wall of the cylinder liner 8 and the inner wall of the cylinder block (19) for heat exchange. Then, the waterless coolant rises to the cylinder head cooling space for heat exchange, and then passes through the first three-way valve (14) to push the remaining waterless coolant in the circulation loop back to the first coolant tank (10). During this period, the control submodule calculates the current liquid level of the first coolant tank (10) based on the pressure signal of the first coolant tank (10) transmitted in real time by the sensing submodule. If the current liquid level of the first coolant tank (10) is equal to the initial liquid level obtained during the control process of the circulation loop using waterless coolant, it is determined that all the waterless coolant has flowed back to the first coolant tank (10). At this time, the valve of the first three-way valve (14) is controlled to allow the nanofluid coolant to return to the second coolant tank (11) through the first three-way valve (14) for heat exchange and cooling, thereby completing one nanofluid coolant circulation.

7. The engine system with dual cooling media synergistic assisted energy conversion according to claim 1, characterized in that, The engine system also includes a variable pressure ratio integrated module (3); The variable pressure ratio integrated module (3) is located at the top center of the cylinder head (7). The variable pressure ratio integrated module (3) has a spark plug (16) and an auxiliary fuel injector (31) fixed inside. The auxiliary fuel injector (31) has an auxiliary fuel flow channel (32) inside. The spark plug (16) and the auxiliary fuel injector (31) extend into the combustion chamber. The auxiliary fuel injector (31) is electrically connected to the control submodule. The control submodule determines the range of the engine's real-time load percentage based on the engine's real-time load percentage and controls the opening degree of the auxiliary fuel injector (31).

8. The control method for the engine system with dual cooling medium synergistic assisted energy conversion according to claim 7, comprising: Step 1: Receive the real-time engine load percentage transmitted by the OBD on-board automatic diagnostic system; based on the actual engine load requirements, the ECU calculates the maximum auxiliary fuel injection quantity at the maximum compression ratio; Step 2: Divide the engine load into five intervals from low to high: Interval 1: Engine load <15%; Interval 2: 15% ≤ Engine load <30%; Interval 3: 30% ≤ Engine load <50%; Interval 4: 50% ≤ Engine load <70%; Interval 5: Engine load ≥70%. Step 3: The control submodule determines the interval to which the real-time load percentage obtained in Step 1 belongs; the determination is performed sequentially from the first interval to the fifth interval. First, determine whether the real-time engine load percentage is within the first range; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector (31) to 0; otherwise, continue to the next step of judgment. Determine whether the real-time engine load percentage is in the second range; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector (31) to 0.25 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step of judgment. Determine if the real-time engine load percentage is in the third interval; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector (31) to 0.5 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step of judgment; Determine if the real-time engine load percentage is in the fourth interval; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector (31) to 0.75 times the maximum auxiliary fuel injection quantity; otherwise, continue to the next step of judgment. Determine whether the real-time engine load percentage is in the fifth interval; if so, control the auxiliary fuel injection quantity of the auxiliary fuel injector (31) to the maximum auxiliary fuel injection quantity, and end the determination.

Images