Dual fuel injector, vehicle and control method

Abstract

The application provides a dual fuel injector, a vehicle and a control method. The dual fuel injector comprises an upper housing assembly, a lower housing and a moving assembly. The upper housing assembly has a first chamber, a first feed passage, a first fuel passage, a second feed passage and a first discharge port. One end of the lower housing extends into the first chamber and the other end extends away from the first chamber. The lower housing has a second chamber, a second discharge passage and a second discharge port. The moving assembly is movably arranged in the first chamber and the second chamber. When an electromagnet assembly is in a first energized state, the magnetic force generated by the electromagnet assembly cooperates with the moving assembly to move the moving assembly to a first open position. When the electromagnet assembly is in a first de-energized state, the moving assembly moves to a first closed position. When the electromagnet assembly is in a second energized state, the moving assembly moves to a second open position. When the electromagnet assembly is in a second de-energized state, the moving assembly moves to a second closed position.

Description

Technical Field

[0001] This invention relates to the field of fuel injector technology, and more specifically, to a dual-fuel injector, a vehicle, and a control method. Background Technology

[0002] In existing technologies, dual-fuel engines typically use two independent injectors to inject natural gas and diesel fuel respectively, which increases the number of parts, raises processing costs, and makes assembly more difficult. While the solution of arranging control valves on both sides of the same injector body achieves structural integration, the hydraulic response is delayed when controlling the opening and closing of the inner and outer needle valves by hydraulic changes, which affects injection stability. Furthermore, its complex flow channel structure not only increases the difficulty of manufacturing processes, but also exacerbates the delay in hydraulic build-up or release due to increased flow resistance.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a dual-fuel injector, vehicle, and control method to solve the problem of slow response speed in hydraulic control of existing dual-fuel engines.

[0005] To achieve the above objectives, according to one aspect of the present invention, a dual-fuel injector is provided, comprising: an upper housing assembly having a first chamber, a first feed channel, a first fuel channel, a second feed channel, and a first discharge port, the first fuel channel communicating with the first feed channel; a lower housing having one end located within the first chamber and the other end extending away from the first chamber, the lower housing having a second chamber, a second discharge channel, and a second discharge port, the second discharge channel communicating with the second feed channel; and a motion assembly movably disposed within the first and second chambers, a portion of the motion assembly having a first closed position blocking the first discharge port and a first open position avoiding the first discharge port to connect the first fuel channel and the first discharge port, and another portion of the motion assembly having a second discharge port... The system includes a second closed position for sealing the outlet and a second open position for avoiding the second discharge outlet to connect the second discharge channel and the second discharge outlet; an electromagnet assembly, with part of the electromagnet assembly located in the first chamber and another part located in the second chamber, the electromagnet assembly having a first energized state, a first de-energized state, a second energized state, and a second de-energized state; wherein, when the electromagnet assembly is in the first energized state, the magnetic force generated by the electromagnet assembly cooperates with the moving assembly to move the moving assembly to the first open position; when the electromagnet assembly is in the first de-energized state, the moving assembly moves to the first closed position; when the electromagnet assembly is in the second energized state, the moving assembly moves to the second open position; and when the electromagnet assembly is in the second de-energized state, the moving assembly moves to the second closed position.

[0006] Further, the motion assembly includes: a first motion subassembly, which is movably disposed in a first chamber and a second chamber, such that the end of the first motion subassembly has a first closed position and a first open position, and at least a portion of the first motion subassembly is made of an armature; and a second motion subassembly, which is movably disposed in a second chamber, such that the end of the second motion subassembly has a second closed position and a second open position, and at least a portion of the second motion subassembly is made of an armature.

[0007] Further, the upper housing assembly includes: an upper housing having a first chamber; a retainer having one end located within the first chamber and the other end extending into a second chamber, the retainer having a first fuel passage and a first discharge port, the upper housing and the retainer together forming a second feed passage, a first motion sub-assembly movably disposed within the first fuel passage to switch between a first closed position and a first open position, a second motion sub-assembly movably disposed circumferentially along the retainer to switch between a second closed position and a second open position; and a feeder connected to the upper housing, a portion of the feeder located within the first chamber and another portion extending away from the retainer, the feeder having a first feed passage.

[0008] Furthermore, the retainer includes a large-diameter section and a small-diameter section, and the upper housing includes: a first upper housing section, which is arranged circumferentially along the large-diameter section, and a portion of the electromagnet assembly is disposed on the first upper housing section, with a first mounting space between the first upper housing section and the retainer; a second upper housing section, which is arranged circumferentially along the small-diameter section, and another portion of the electromagnet assembly is disposed on the second upper housing section, with the lower housing disposed within the second upper housing section, and a second mounting space between the second upper housing section and the retainer; and a magnetic shield, which is arranged circumferentially along the small-diameter section, with a portion of the second feed channel disposed on the magnetic shield, and the magnetic shield is located between the first upper housing section and the second upper housing section, the first upper housing section, the magnetic shield, and the second upper housing section together forming a first chamber.

[0009] Furthermore, the electromagnet assembly includes a first electromagnet sub-assembly, which includes: a first support block located within a first mounting space and arranged circumferentially along the retainer; a first coil located within the first mounting space and wound around the first support block; a first iron core located within a large-diameter section, with a portion of the first motion sub-assembly extending into the first iron core; and a first elastic element located between the first iron core and the first motion sub-assembly. When the first coil is in a first energized state, the magnetic force generated by the first iron core engages with the first motion sub-assembly to move the first motion sub-assembly to a first open position, and the first elastic element is compressed. When the first coil is in a first de-energized state, the elastic force generated by the first elastic element drives the first motion sub-assembly to move to a first closed position.

[0010] Furthermore, the electromagnet assembly also includes a second electromagnet sub-assembly, which includes: a second support block located within a second mounting space, the second support block being circumferentially arranged along one end of the lower housing located within the first cavity; a second coil located within the second mounting space, the second coil being wound on the second support block; a second iron core circumferentially arranged along a small-diameter section, the second iron core being located between the second upper housing section and the small-diameter section, with a portion of the second iron core located within the first cavity and another portion of the second iron core located within the second cavity; and a second elastic element located between the second iron core and the second motion sub-assembly; wherein, when the second coil is in a second energized state, the magnetic force generated by the second iron core cooperates with the second motion sub-assembly to move the second motion sub-assembly to a second open position, and the second elastic element is compressed; when the second coil is in a second de-energized state, the elastic force generated by the second elastic element drives the second motion sub-assembly to move to a second closed position.

[0011] Further, the first motion sub-assembly includes: a first motion member, which is movably disposed within a first fuel channel, with one end of the first motion member away from the first discharge port extending into a first iron core, a first elastic member disposed between the first motion member and the first iron core, and the other end of the first motion member having a first closed position and a first open position; a first armature, which is disposed circumferentially along the first motion member, located within a large-diameter section, and between the bottom of the large-diameter section and the first iron core; and a first guide member, which is located within the large-diameter section, disposed circumferentially along the first motion member, and located between the inner wall of the first motion member and the first iron core; wherein, when the first coil is in a first energized state, the magnetic force generated by the first iron core cooperates with the first armature to move the first motion member to the first open position via the first guide member in a first direction parallel to the axial direction of the first motion member; when the first coil is in a first de-energized state, the elastic force of the first elastic member drives the first motion member to move to the first closed position via the first guide member in a second direction parallel to the axial direction of the first motion member and opposite to the first direction.

[0012] Further, the second motion sub-assembly includes: a second motion member, which is movably disposed in the second chamber and is arranged circumferentially along the small diameter section; a second armature, which is arranged circumferentially along the second motion member; a second elastic member is disposed between the second armature and the second iron core; and a second discharge channel is formed between the second motion member, the second armature, and the inner wall of the lower housing. When the second coil is in a second energized state, the magnetic force generated by the second iron core cooperates with the second armature to move the second motion member to a second open position along a first direction, and the second elastic member is compressed. When the second coil is in a second de-energized state, the elastic force generated by the second elastic member drives the second motion member to move to a second closed position along a second direction.

[0013] Furthermore, the first iron core is provided with a first guide channel that is connected to the inlet section of the first fuel channel, and the first armature is provided with a second guide channel that is axially connected to it. The first guide channel and the second guide channel are connected, and the second guide channel is provided to be connected to the outlet section of the first fuel channel.

[0014] Furthermore, a third flow channel is provided through the second iron core in the axial direction. The third flow channel is connected to the second feed channel and the second discharge channel.

[0015] Furthermore, the first iron core includes a positioning member, one end of which is located inside the first iron core, and the other end of which extends away from the first elastic member. The positioning member has a through hole arranged in the axial direction; and / or; a limiting step is provided in the large diameter section, and a spring seat and a third elastic member are provided in the large diameter section. The spring seat is arranged in cooperation with the limiting step, and the third elastic member is located between the spring seat and the first armature.

[0016] According to another aspect of the present invention, a vehicle is provided having a dual-fuel injector, wherein the dual-fuel injector is the dual-fuel injector described above.

[0017] According to another aspect of the present invention, a vehicle control method is provided for controlling the vehicle described above, comprising the following steps: acquiring engine operating condition parameter information; determining engine load information based on the operating condition parameter information; determining engine combustion mode based on the load information, wherein the combustion mode includes a single-fuel combustion mode and a dual-fuel combustion mode; generating a target control strategy based on the combustion mode, the target control strategy being used to control a target component to be in a target state, wherein the target component includes a solenoid valve component, and the target state includes at least one of the following: a first energized state, a first de-energized state, a second energized state, and a second de-energized state.

[0018] By applying the technical solution of this invention, through the coordinated and shared structural design of the upper shell, lower shell, motion component, and electromagnet component, a high degree of integration and compact layout of two fuel flow channels, actuator, and drive mechanism are achieved. By independently controlling the on / off state of the electromagnet component, the motion component can be switched between the first open position and the first closed position, as well as the second open position and the second closed position, thereby achieving the connection between the first discharge port or the second discharge port. This achieves the technical effect of independent and precise injection of the first fuel and the second fuel, as well as flexible timing control, solving the problem of slow response speed of hydraulic control in existing dual-fuel engines, optimizing engine combustion efficiency, and extending service life. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 A schematic diagram of the structure of a first embodiment of the dual-fuel injector according to the present invention is shown;

[0021] Figure 2 An enlarged view of point A in a first embodiment of the dual-fuel injector according to the present invention is shown;

[0022] Figure 3A schematic diagram of a second embodiment of the dual-fuel injector according to the present invention is shown;

[0023] Figure 4 A schematic diagram of a third embodiment of the dual-fuel injector according to the present invention is shown;

[0024] Figure 5 A flowchart illustrating an embodiment of a vehicle control method according to the present invention is shown.

[0025] The above figures include the following reference numerals:

[0026] 10. Upper housing assembly; 101. First feed channel; 102. First fuel channel; 103. First discharge port;

[0027] 11. Upper shell; 111. First upper shell section; 112. Second upper shell section; 113. Magnetic shield;

[0028] 12. Retaining components;

[0029] 13. Feeding parts;

[0030] 20. Lower housing; 201. Second feed channel; 202. Second discharge channel; 203. Second discharge port;

[0031] 30. Motion components;

[0032] 31. First motion sub-component;

[0033] 311. First moving part;

[0034] 312. First armature; 3121. Second flow channel;

[0035] 313. Guide components;

[0036] 32. Second motion sub-component;

[0037] 321. Second moving part;

[0038] 322. Second armature;

[0039] 40. Electromagnet assembly;

[0040] 41. First coil;

[0041] 42. First iron core; 421. Positioning component; 4211. Through hole;

[0042] 43. First support block;

[0043] 44. First elastic element;

[0044] 45. Second coil;

[0045] 46. ​​Second iron core; 461. Third flow channel;

[0046] 47. Second support block;

[0047] 48. Second elastic element;

[0048] 49. The third elastic element. Detailed Implementation

[0049] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0050] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0052] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0053] Combination Figures 1 to 4 As shown, according to a specific embodiment of this application, a dual-fuel injector is provided.

[0054] Specifically, the dual-fuel injector includes an upper housing assembly 10, a lower housing 20, a motion assembly 30, and an electromagnet assembly 40. The upper housing assembly 10 has a first chamber, a first feed channel 101, a first fuel channel 102, a second feed channel 201, and a first discharge port 103. The first fuel channel 102 communicates with the first feed channel 101. One end of the lower housing 20 is located in the first chamber, and the other end of the lower housing 20 extends away from the first chamber. The lower housing 20 has a second chamber, a second discharge channel 202, and a second discharge port 203. The second discharge channel 202 communicates with the second feed channel 201. The motion assembly 30 is movably disposed in the first chamber and the second chamber. Part of the motion assembly 30 has a first closed position that blocks the first discharge port 103 and a first open position that avoids the first discharge port 103 to connect the first fuel channel 102 and the first discharge port 103. Another part of the motion assembly 30 has a... The second discharge port 203 is blocked in a second closed position and avoids the second discharge port 203 to connect the second discharge channel 202 and the second discharge port 203 in a second open position; the electromagnet assembly 40, part of which is located in the first chamber and the other part of which is located in the second chamber, has a first energized state, a first de-energized state, a second energized state and a second de-energized state; wherein, when the electromagnet assembly 40 is in the first energized state, the magnetic force generated by the electromagnet assembly 40 cooperates with the motion assembly 30 to move the motion assembly 30 to the first open position; when the electromagnet assembly 40 is in the first de-energized state, the motion assembly 30 moves to the first closed position; when the electromagnet assembly 40 is in the second energized state, the motion assembly 30 moves to the second open position; when the electromagnet assembly 40 is in the second de-energized state, the motion assembly 30 moves to the second closed position.

[0055] Combination Figure 1 As shown, the upper housing assembly 10, as the upper core component of the injector, integrates the inlet channels for both fuels. The connection between the first feed channel 101 and the first fuel channel 102 establishes an independent supply path for the first fuel (such as diesel). The upper housing assembly 10 also accommodates the second feed channel 201, indicating that the inlets for both fuels are spatially integrated into the same housing assembly. This layout simplifies external pipeline connections, reduces leakage points, and improves the overall sealing and compactness of the system.

[0056] The lower shell 20, with one end embedded in the first chamber and the other end extending out, together with the upper shell assembly 10, forms the first and second chambers. The extended structure of the lower shell 20 allows the second discharge channel 202 and the second discharge port 203 to extend independently from the main structure, avoiding spatial interference with the first fuel flow channel. The connection between the second feed channel 201 and the second discharge channel 202 creates an independent injection channel for the second fuel (such as natural gas). This split-shell design not only clearly defines the physical boundaries between the first and second chambers but also provides the necessary spatial constraints and guiding support for the independent movement of the moving assembly 30 within the different chambers.

[0057] The motion component 30 is the core actuator of the injector. Different parts (or different stages / positions of the overall movement) of the motion component 30 can control the opening and closing of the first discharge port 103 and the second discharge port 203 respectively. In the first closed position, the motion component 30 blocks the first discharge port 103 to prevent first fuel leakage; in the first open position, the motion component 30 avoids the first discharge port 103, connecting the first fuel channel 102 with the first discharge port 103 to achieve first fuel injection; in the second closed position, the motion component 30 blocks the second discharge port 203 to prevent second fuel leakage; in the second open position, the motion component 30 avoids the second discharge port 203, connecting the second discharge channel 202 with the second discharge port 203 to achieve second fuel injection. This design utilizes a single motion component to collaboratively control two independent injection ports, greatly simplifying the mechanical structure, reducing the number of parts, lowering assembly complexity and manufacturing costs, while ensuring the mechanical correlation and synchronization potential of the two channels' movements.

[0058] The electromagnet assembly 40 is distributed across the first and second chambers. This layout allows for more direct action on the moving component 30 located within the corresponding chamber, reducing transmission distance and energy loss, and improving response speed. The electromagnet assembly 40 has four states (first energized, first de-energized, second energized, second de-energized), meaning the system can precisely control the direction and magnitude of the applied magnetic force through electrical logic, thereby driving the moving component 30 to switch between four specific positions (first open position, first closed position, second open position, second closed position). This multi-state control capability is the foundation for achieving independent or coordinated dual-fuel injection, enabling the electronic control unit to flexibly select which fuel to inject or inject simultaneously based on operating conditions.

[0059] Combination Figure 1 and Figure 2As shown, this dual-fuel injector achieves a highly integrated, flexible, and responsive dual-fuel injection mechanism through the precise coordination of the upper housing assembly 10, lower housing 20, motion assembly 30, and electromagnet assembly 40. The upper housing assembly 10 and lower housing 20 each have a first chamber and a second chamber, respectively. The motion assembly 30 passes through these two chambers, and the electromagnet assembly 40 is correspondingly distributed within each chamber. This integrates the inlets (first feed channel 101 and second feed channel 201), motion actuator (motion assembly 30), electromagnetic drive mechanism (electromagnet assembly 40), and outlets (first outlet 103 and second outlet 203) of the two fuels into a compact axial or radial space. Compared to existing technologies that may require two independent injectors or complex external hydraulic lines, this solution significantly reduces the injector's volume and the total number of parts by sharing the motion assembly 30 and the integrated housing, lowering processing difficulty and assembly costs, while simultaneously improving the overall rigidity and sealing reliability of the system.

[0060] When in the first energized state, the moving component 30 moves to the first open position, the first fuel channel 102 is connected to the first discharge port 103, the first fuel enters the first fuel channel 102 from the first feed channel 101 and flows out from the first discharge port 103 to realize the first fuel injection. At the same time, due to mechanical structure limitations or design, the moving component 30 is kept in the second closed position (blocking the second discharge port 203) to realize the independent injection of the first fuel.

[0061] When in the second energized state, the moving component 30 moves to the second open position, the second feed channel 201 is connected to the second discharge port 203, and the second fuel flows out from the second feed channel 201 through the second discharge port 203 to realize the second fuel injection, while maintaining the first closed position (blocking the first discharge port 103) to realize the independent injection of the second fuel.

[0062] By switching the energized / de-energized state of the electromagnet assembly 40, the system can precisely control the injection timing and quantity of the first and second fuels to meet the engine's needs under different operating conditions (such as pure diesel mode, dual-fuel mode, ignition mode, etc.).

[0063] Applying the technical solution of this embodiment, part of the electromagnet assembly 40 is located in the first chamber and the other part is located in the second chamber. The magnetic force directly acts on the adjacent moving assembly 30, shortening the power transmission path and reducing mechanical lag. Simultaneously, the moving assembly 30 achieves the opening and closing of the first discharge port 103 and the second discharge port 203 through simple linear motion, offering faster response speed and higher control precision compared to complex hydraulic linkage mechanisms. The entire solution directly controls mechanical motion via electrical signals, achieving precise adjustment of dual-fuel injection quantity and flexible control of injection timing, which helps optimize engine combustion efficiency, reduce emissions, and improve system lifespan and reliability.

[0064] Furthermore, the motion assembly 30 includes a first motion subassembly 31 and a second motion subassembly 32. The first motion subassembly 31 is movably disposed in the first chamber and the second chamber, such that the end of the first motion subassembly 31 has a first closed position and a first open position, and at least a portion of the first motion subassembly 31 is made of an armature. The second motion subassembly 32 is movably disposed in the second chamber, such that the end of the second motion subassembly 32 has a second closed position and a second open position, and at least a portion of the second motion subassembly 32 is made of an armature.

[0065] The first motion sub-assembly 31 is movably disposed within the first chamber and the second chamber, and its end moves between a first closed position and a first open position to directly control the opening and closing of the first discharge port 103. Since it is at least partially made of an armature, this assembly can directly respond to the magnetic force of the electromagnet assembly 40 located within the first chamber, enabling the injection control (open / close) of the first fuel to be directly driven by electromagnetic force without the need for additional complex transmission mechanisms, thus improving the response speed and reliability of the first fuel injection control.

[0066] The second motion sub-assembly 32 is independently disposed within the second chamber and is specifically responsible for controlling the opening and closing of the second discharge port 203. The movement of its end between the second closed position and the second open position enables independent control of the second fuel injection flow. Similarly, since it is at least partially made of an armature, this assembly can directly respond to the magnetic force of the electromagnet assembly 40 located within the second chamber. This independent arrangement allows the second fuel injection control to have an independent execution path, avoiding mechanical interference with the first fuel control mechanism and ensuring the independence of dual-fuel injection.

[0067] The first motion subassembly 31 and the second motion subassembly 32 are designed as armatures (magnetic material), making them part of the magnetic circuit of the electromagnet assembly 40. When the electromagnet assembly 40 is energized, the magnetic force acts directly on the armature, generating a driving force. This design eliminates the friction and backlash that may exist in intermediate transmission components (such as connecting rods, gears, etc.), achieving a direct conversion of electromagnetic to mechanical energy. This not only simplifies the internal structure and reduces the impact of friction and wear on component lifespan, but also significantly reduces the inertial load on moving parts, thereby improving the high-frequency response capability of the injector.

[0068] Further, the upper housing assembly 10 includes an upper housing 11, a retainer 12, and a feeder 13. The upper housing 11 has a first chamber. One end of the retainer 12 is located in the first chamber, and the other end of the retainer 12 extends into a second chamber. The retainer 12 has a first fuel channel 102 and a first discharge port 103. The upper housing 11 and the retainer 12 together form a second feed channel 201. A first motion sub-assembly 31 is movably disposed in the first fuel channel 102 so that the first motion sub-assembly 31 can switch between a first closed position and a first open position. A second motion sub-assembly 32 is movably disposed circumferentially along the retainer 12 so that the second motion sub-assembly 32 can switch between a second closed position and a second open position. The feeder 13 is connected to the upper housing 11. Part of the feeder 13 is located in the first chamber, and another part of the feeder 13 extends away from the retainer 12. The feeder 13 has a first feed channel 101.

[0069] The feed component 13 is independently configured as the inlet for the first fuel (first feed channel 101) and is connected to the upper housing 11. This separation makes the introduction path of the first fuel more intuitive and independent, facilitating maintenance or replacement of the inlet component, and also avoiding interference with the second fuel flow path at the high-pressure inlet of the first fuel. The upper housing 11 mainly provides spatial support for the first chamber and cooperates with the retainer 12 to form the second feed channel 201, simplifying the processing difficulty of the second fuel inlet. The retainer 12 not only houses the first fuel channel 102 and the first outlet 103 (located on the valve seat at the lower end of the retainer 12), but also cooperates with the upper housing 11 as part of the second feed channel 201, making the retainer 12 a mechanical bridge connecting the two chambers and providing a structural basis for the circumferential arrangement of the second motion sub-assembly 32.

[0070] The first motion sub-assembly 31 is movably disposed within the first fuel passage 102, directly controlling the flow cross-section of the first fuel. The movement trajectory of the first motion sub-assembly 31 is linear and coaxial with the first fuel passage 102. This coaxial arrangement simplifies the sealing structure and guide design. When the first motion sub-assembly 31 is in the first closed position, it blocks the first discharge port 103; when the first motion sub-assembly 31 is in the first open position, it connects the first fuel passage 102 with the first discharge port 103. This direct axial movement control ensures the reliability and response speed of the first fuel injection, and due to the narrow passage, the risk of leakage is low.

[0071] The second motion sub-assembly 32 is arranged circumferentially along the retainer 12. This arrangement utilizes the space around the retainer 12, achieving spatial decoupling from the first fuel passage 102 (central axis). The circumferential arrangement allows the second motion sub-assembly 32 to move outward along the axial direction of the retainer 12, thereby controlling the opening and closing of the second discharge port 203 (located in the lower housing 20 and connected via the second feed passage 201). This arrangement avoids mechanical interference between the first motion sub-assembly 31 and the second motion sub-assembly 32.

[0072] The retainer 12 serves as the core framework, with a first fuel channel 102 and a first motion sub-assembly 31 (axial movement) centrally located inside, and a second motion sub-assembly 32 arranged circumferentially outside. This arrangement allows for the most efficient use of the two fuel injection mechanisms within a limited radial space. The injection paths of the first fuel (center) and the second fuel (circumferential or lateral connection) are completely separated in physical space, avoiding flow channel intersections and mutual interference. This also ensures that the movements of the two motion components do not interfere with each other, improving the stability of the mechanical structure. The axial movement of the first motion sub-assembly 31 within the retainer 12 and the axial movement of the second motion sub-assembly 32 outside the retainer 12 correspond to the independent control of the first and second fuels, respectively. Because the first motion sub-assembly 31 and the second motion sub-assembly 32 are spatially separated and controlled by different electromagnetic drive components (the electromagnet assembly 40 is partially located in the first chamber and partially in the second chamber), the system can achieve precise and independent adjustment of the injection timing and flow rate of the two fuels. For example, in low-load pure diesel mode, only the first motion sub-assembly 31 is driven; in high-load dual-fuel mode, the electromagnet assembly 40 is driven partly in the first chamber and partly in the second chamber to reach the corresponding position. This decoupling of the mechanical structure ensures the purity of the control logic, reduces the control delay or error caused by mechanical coupling, thereby improving the combustion efficiency and emission performance of the engine under different operating conditions.

[0073] Further, the upper housing 11 includes a first upper housing section 111, a second upper housing section 112, and a magnetic shield 113. The first upper housing section 111 is arranged circumferentially along the large diameter section, and a portion of the electromagnet assembly 40 is disposed on the first upper housing section 111. The first upper housing section 111 and the retainer 12 have a first mounting space. The first upper housing section 111 is arranged circumferentially along the small diameter section, and another portion of the electromagnet assembly 40 is disposed on the second upper housing section 112. The lower housing 20 is disposed within the second upper housing section 112, and the second upper housing section 112 and the retainer 12 have a second mounting space. The magnetic shield 113 is arranged circumferentially along the small diameter section, and a portion of the second feed channel 201 is disposed on the magnetic shield 113. The magnetic shield 113 is located between the first upper housing section 111 and the second upper housing section 112. The first upper housing section 111, the magnetic shield 113, and the second upper housing section 112 together form a first chamber.

[0074] The first upper housing section 111 mainly serves as the upper support for the first chamber and the installation area for part of the electromagnet assembly 40. This area is specifically used for the installation of the control mechanism for the first fuel injection. This segmented design allows the electromagnetic drive system of the first fuel to be spatially independent from the fluid channel, which is beneficial for optimizing the thermal management and magnetic circuit design of the first solenoid valve.

[0075] The second upper housing section 112 primarily serves as the lower support for the first chamber, the upper support for the second chamber, and the mounting function for another part of the electromagnet assembly 40. This area is specifically used for the installation of the control mechanism for the second fuel injection. In addition, the lower housing 20 extends into this section, indicating that the second upper housing section 112 also serves to seal the upper end of the second chamber, enhancing the sealing and structural rigidity of the second fuel injection area.

[0076] By placing a magnetic shield 113 between the first upper housing section 111 and the second upper housing section 112, the magnetic interference problem that may occur when integrating dual solenoid valves in a compact space is effectively solved. This allows the electromagnetic drive systems of the first and second fuels to operate independently without affecting each other, thus ensuring the independence and response speed of the two solenoid valves, preventing unstable operation or response delay of one solenoid valve due to magnetic crosstalk, and improving control accuracy. Part of the second feed channel 201 is disposed on the magnetic shield 113, reducing the number of parts and simplifying the flow channel assembly process.

[0077] Furthermore, the electromagnet assembly 40 includes a first electromagnet sub-assembly, which includes: a first coil 41, a first iron core 42, a first support block 43, and a first elastic element 44. The first support block 43 is located within a first mounting space and is arranged circumferentially along the retainer 12. The first coil 41 is located within the first mounting space and is wound around the first support block 43. The first iron core 42 is located within a large-diameter section, and a portion of the first motion sub-assembly 31 extends into the first iron core 42. The first elastic element 44 is located between the first iron core 42 and the first motion sub-assembly 31. When the first coil 41 is in a first energized state, the magnetic force generated by the first iron core 42 cooperates with the first motion sub-assembly 31 to move the first motion sub-assembly 31 to a first open position, and the first elastic element 44 is compressed. When the first coil 41 is in a first de-energized state, the elastic force generated by the first elastic element 44 drives the first motion sub-assembly 31 to move to a first closed position.

[0078] Combination Figure 3 As shown, the first coil 41 is tightly wrapped and fixed to the periphery of the retainer 12 by the first support block 43. The first iron core 42 is located inside the first fuel channel 102 within the large-diameter section. Part of the first motion sub-assembly 31 (armature) extends into the first iron core 42. The first iron core 42 provides good guidance for the first motion sub-assembly 31, reducing lateral forces and wear during movement. This configuration forms a compact and efficient axial electromagnetic drive system. The short magnetic path and low magnetic resistance allow the electromagnetic force to act quickly and directly on the first motion sub-assembly 31. This design ensures that the opening and closing actions of the first fuel injection have extremely high response speed, meeting the precise control requirements of the injection pulse width at high engine speeds. When the first coil 41 is energized (first energized state), the electromagnetic force overcomes the elastic force of the first elastic member 44, attracting the first motion sub-assembly 31 to move upward (first open position), while compressing the first elastic member 44. When the power is off, the first elastic member 44 releases the stored energy, quickly pushing the first motion sub-assembly 31 back to the closed position. This design ensures timely shut-off and sealing, preventing leaks.

[0079] The first support block 43 is made of a non-magnetic material (such as plastic or ceramic) to provide electrical insulation, prevent short circuits in the coil, and help dissipate the heat generated by the coil into the upper housing 11, ensuring the thermal stability of the solenoid valve. The continuous downward pressing force provided by the first elastic element 44, combined with the precise engagement of the first motion sub-assembly 31 with the first discharge port 103 in the first closed position, constitutes a reliable mechanical seal. The first elastic element 44 can be configured as a spring.

[0080] Furthermore, the electromagnet assembly 40 also includes a second electromagnet sub-assembly, which includes a second coil 45, a second iron core 46, a second support block 47, and a second elastic element 48. The second support block 47 is located within the second mounting space and is circumferentially arranged along one end of the lower housing 20 located within the first cavity. The second coil 45 is located within the second mounting space and is wound around the second support block 47. The second iron core 46 is circumferentially arranged along the small-diameter section and is located between the second upper housing section 112 and the small-diameter section, partially forming the second... The iron core 46 is located in the first chamber, and the other part of the second iron core 46 is located in the second chamber; the second elastic member 48 is located between the second iron core 46 and the second motion sub-assembly 32; wherein, when the second coil 45 is in the second energized state, the magnetic force generated by the second iron core 46 cooperates with the second motion sub-assembly 32 to move the second motion sub-assembly 32 to the second open position, and the second elastic member 48 is compressed; when the second coil 45 is in the second de-energized state, the elastic force generated by the second elastic member 48 drives the second motion sub-assembly 32 to move to the second closed position.

[0081] Combination Figure 4 As shown, the control unit for the second fuel injection also employs a standard electromagnetic drive modular design. The second coil 45 generates a magnetic field, the second iron core 46 conducts magnetic force, the second support block 47 provides support and insulation, and the second elastic element 48 provides a restoring force. This symmetrical or near-symmetrical design (corresponding to the first electromagnet sub-assembly) is beneficial for the balance of the injector structure and the consistency of manufacturing. When the second coil 45 is energized (second energized state), the electromagnetic force overcomes the elastic force of the second elastic element 48, driving the second motion sub-assembly 32 to move to the second open position, while simultaneously compressing the second elastic element 48. When de-energized, the spring releases energy and quickly returns to its original position. This ensures independent control and rapid response of the second fuel injection.

[0082] The second iron core 46 cleverly utilizes space by employing a cross-chamber design, both conducting magnetic force and providing structural support to ensure the stability and accuracy of the movement of the second motion sub-assembly 32. The second support block 47, made of a non-magnetic material (such as plastic or ceramic), provides electrical insulation, prevents coil short circuits, and helps dissipate heat generated by the coil into the upper housing 11, ensuring the thermal stability of the solenoid valve. The continuous downward pressing force provided by the second elastic element 48, combined with the precise engagement of the second motion sub-assembly 32 with the second discharge port 203 in the closed position, constitutes a reliable mechanical seal. The second elastic element 48 can be configured as a spring.

[0083] Further, the first motion sub-assembly 31 includes a first motion component 311, a first armature 312, and a first guide component 313. The first motion component 311 is movably disposed within the first fuel channel 102. One end of the first motion component 311, away from the first discharge port 103, extends into the first iron core 42. A first elastic member 44 is disposed between the first motion component 311 and the first iron core 42. The other end of the first motion component 311 has a first closed position and a first open position. The first armature 312 is disposed circumferentially along the first motion component 311. The first armature 312 is located within the large-diameter section, between the bottom of the large-diameter section and the first iron core 42. The first guide component 313 is located within the large-diameter section. The guide member 313 is arranged circumferentially along the first moving member 311 and is located between the first moving member 311 and the inner wall of the first iron core 42. When the first coil 41 is in the first energized state, the magnetic force generated by the first iron core 42 cooperates with the first armature 312 to move the first moving member 311 to the first open position through the first guide member 313 in a first direction parallel to the axial direction of the first moving member 311. When the first coil 41 is in the first de-energized state, the elastic force of the first elastic member 44 drives the first moving member 311 to move to the first closed position through the first guide member 313 in a second direction parallel to the axial direction of the first moving member 311 and opposite to the first direction.

[0084] Combination Figure 3 As shown, the first moving component 311 extends into the first iron core 42, the first guide component 313 is located between them, and the first elastic component 44 is located between the iron core and the moving component. This layered structural design makes full use of the space within the large-diameter section. Under the precise guidance of the first guide component 313, the first moving component 311 moves strictly along the axial direction. This structure simplifies the flow channel structure, reduces flow resistance, eliminates the rotational or oscillating degrees of freedom that may exist in traditional structures, and ensures the linearity of the motion trajectory. Combined with the reasonable arrangement of the first armature 312 in the magnetic circuit, the efficiency of converting magnetic force into axial thrust is extremely high, making the opening and closing of the first fuel rapid and precise.

[0085] When the first coil 41 is energized, the magnetic force is transmitted to the first armature 312 through the first iron core 42, thereby generating an axial tensile force to drive the first moving component 311. The first elastic element 44 (usually a spring) is compressed when the first moving component 311 moves to the first open position, storing elastic potential energy. At the moment of power failure, the potential energy is rapidly released, providing a strong reset force to ensure that the first moving component 311 moves quickly to the first closed position, which is crucial for the hysteresis control of closing in high-frequency injection. In the power-off (de-energized) state, the elastic force of the first elastic element 44 always tends to push the moving component to the closed position, ensuring that the first fuel passage is in a safe closed state in the absence of control signals or in the event of a fault, preventing accidental injection.

[0086] Further, the second motion sub-assembly 32 includes a second motion member 321 and a second armature 322. The second motion member 321 is movably disposed in the second chamber and is arranged circumferentially along the small diameter section. The second armature 322 is arranged circumferentially along the second motion member 321. A second elastic member 48 is disposed between the second armature 322 and the second iron core 46. A second discharge channel 202 is formed between the second motion member 321, the second armature 322 and the inner wall of the lower housing 20. When the second coil 45 is in the second energized state, the magnetic force generated by the second iron core 46 cooperates with the second armature 322 to move the second motion member 321 to the second open position along the first direction, and the second elastic member 48 is compressed. When the second coil 45 is in the second de-energized state, the elastic force generated by the second elastic member 48 drives the second motion member 321 to move to the second closed position along the second direction.

[0087] Combination Figure 4 As shown, the second moving component 321 is arranged circumferentially along the small-diameter section, making full use of the annular space between the second chamber and the small-diameter section. This layout allows the flow channels of the second fuel (such as natural gas or backup fuel) to be distributed around the central axis, greatly improving the utilization rate of radial space and making the overall structure of the injector more compact. The second armature 322 is arranged circumferentially and cooperates with the second iron core 46, ensuring that when the second coil 45 is energized, the magnetic force can be evenly applied to the entire circumference of the second armature 322, so that the second moving component 321 is subjected to balanced forces during movement, avoiding jamming or wear caused by unilateral force, and improving the smoothness and reliability of the operation. The second moving component 321, the second armature 322 and the inner wall of the lower housing 20 form a second discharge channel 202.

[0088] In the de-energized state, the elastic force of the second elastic element 48 pushes the second moving element 321 to the second closed position, ensuring the second discharge port 203 is sealed and preventing fuel leakage. When energized, the magnetic force generated by the second iron core 46 cooperates with the second armature 322, and the electromagnetic force overcomes the elastic force of the second elastic element 48, driving the second moving sub-assembly 32 to move to the second open position while simultaneously compressing the second elastic element 48. When the power is de-energized, the second moving element 321 releases energy and quickly resets. This ensures independent control and rapid response of the second fuel injection.

[0089] Furthermore, the first iron core 42 is provided with a first guide channel that communicates with the inlet section of the first fuel channel 102, and the first armature 312 is provided with a second guide channel 3121 that runs through it in the axial direction. The first guide channel and the second guide channel 3121 are connected, and the second guide channel 3121 is provided to communicate with the outlet section of the first fuel channel 102.

[0090] The first iron core 42, as the core magnetic guiding component of the first electromagnet assembly, has a first guide channel inside that directly connects to the first fuel passage 102. This means that the first fuel (such as high-pressure diesel) can flow directly through the first guide channel inside the iron core to reach the vicinity of the first moving part 311. The first fuel enters the upper section of the first fuel passage 102 from the inlet section of the first feed passage 101, flows through the inside of the first iron core 42 and the second guide channel 3121 to the outlet section of the first fuel passage 102, and finally reaches the first discharge port 103. This flow path is axially continuous, forming a low-resistance, high-straightness fuel delivery path. This helps maintain the instantaneous stability of the injection pressure, reduces pressure fluctuations caused by abrupt changes or bends in the flow channel, thereby improving the injection characteristics of diesel, such as atomization quality and injection cone angle, and thus optimizing the combustion process in the engine, improving thermal efficiency and reducing emissions.

[0091] Furthermore, a third flow channel 461 is axially connected to the second iron core 46, communicating with both the second feed channel 201 and the second discharge channel 202. By establishing the axially connected third flow channel 461 within the second iron core 46, a direct physical connection is created between the second feed channel 201 (fuel inlet side) and the second discharge channel 202 (fuel outlet side). This ensures that the second fuel (such as natural gas or backup fuel) can flow smoothly through the interior of the second iron core 46 without being obstructed by its solid structure. The second fuel flows from the second feed channel 201 through the third flow channel 461 into the second discharge channel 202 and then exits from the second discharge port 203. In traditional designs, if the iron core is solid, the fuel flow path needs to be designed with complex bypass paths outside or around the iron core, which increases the difficulty of shell processing and occupies more space. By integrating the flow channels directly into the core, the structural and functional components (flow channels) are combined into one. This not only reduces the number of parts but also simplifies the layout of the internal flow channels, making the introduction and extraction of the second fuel more direct and efficient.

[0092] Furthermore, the first iron core 42 includes a positioning member 421, one end of which is located inside the first iron core 42, and the other end of which extends away from the first elastic member 44. The positioning member 421 has a through hole 4211 disposed along the axial direction. Figure 1As shown, the positioning element 421 provides precise axial position constraint for the first iron core 42 during assembly. By cooperating with the housing, the positioning element 421 ensures the positional accuracy of the first iron core 42 relative to the first coil 41, the first armature 312, and the first moving part 311, guaranteeing the consistency of the magnetic circuit gap and flow channel alignment. This arrangement allows the first fuel to flow through the through hole 4211, the interior of the first iron core 42, and the second guide channel 3121 to the first fuel channel 102, ultimately reaching the first outlet 103. This flow path is axially continuous, forming a low-resistance, high-straightness fuel delivery path. This helps maintain the instantaneous stability of the injection pressure, reduces pressure fluctuations caused by abrupt changes or bends in the flow channel, thereby improving the injection characteristics of diesel fuel, such as atomization quality and injection cone angle, thus optimizing the combustion process within the engine, improving thermal efficiency, and reducing emissions.

[0093] Furthermore, the diameter of the outlet section of the first flow channel near the second iron core 46 is smaller than the diameter of the inlet section of the first flow channel near the second iron core 46. This arrangement allows the outlet section of the first flow channel near the second iron core 46, the positioning member 421, and the first elastic member 44 to jointly limit and reset the first moving member 311, thereby improving the stability of the device.

[0094] Furthermore, the large-diameter section has a limiting step, and a spring seat and a third elastic element 49 are provided within the large-diameter section. The spring seat is configured to cooperate with the limiting step, and the third elastic element 49 is located between the spring seat and the first armature 312. As part of the large-diameter section of the housing, the limiting step provides a stable support foundation for the spring seat, enhancing the rigidity of the overall structure. The spring seat effectively transmits the elastic force generated by the first elastic element 44 to the first armature 312 and the first moving element 311, ensuring the stable transmission of the reset force. This avoids direct dry friction or hard collision caused by the first armature 312 directly contacting the inner wall of the large-diameter section during reset, significantly reducing mechanical wear and extending the service life of the injector.

[0095] In another embodiment of the invention, a vehicle is also provided, the vehicle having a dual-fuel injector, the dual-fuel injector being the dual-fuel injector described above.

[0096] As a key control unit of the engine, the dual-fuel injector's high-precision dual-fuel injection control capability directly determines the engine's combustion efficiency. By achieving precise timing and quantity coordination between the primary and secondary fuels, vehicles can maximize the use of clean energy while ensuring power performance, significantly reducing carbon emissions and contributing to achieving dual-carbon goals. In the transitional period between new energy vehicles and traditional fuel vehicles, dual-fuel vehicles have a unique market advantage due to their economy and environmental friendliness. Vehicles equipped with the aforementioned high-performance dual-fuel injectors not only outperform pure diesel vehicles in fuel economy and traditional gas vehicles in environmental performance, but also approach or surpass comparable traditional vehicles in power performance and driving experience, thus possessing strong market competitiveness in multiple application areas such as freight, passenger transport, and taxis.

[0097] In another embodiment of the present invention, a vehicle control method is also provided for controlling the aforementioned vehicle, comprising the following steps:

[0098] Step S1: Obtain engine operating condition parameter information;

[0099] Step S2: Determine the engine load information based on the operating condition parameter information;

[0100] Step S3: Based on the load information, determine the combustion mode of the engine, wherein the combustion mode includes single-fuel combustion mode and dual-fuel combustion mode;

[0101] Step S4: Generate a target control strategy based on the combustion mode. The target control strategy is used to control the target component to be in a target state. The target component includes a solenoid valve component. The target state includes at least one of the following: a first energized state, a first de-energized state, a second energized state, and a second de-energized state.

[0102] In step S1, real-time parameters such as engine speed, load, temperature, and throttle opening are collected to provide accurate data input for subsequent decision-making.

[0103] In step S2, engine operating parameters are often multidimensional and dispersed, making it difficult to directly determine the combustion mode. An algorithm transforms these parameters into single load information or load ranges, simplifying the logical judgment. Load is a core indicator determining fuel demand and combustion mode; accurate load calculation is a prerequisite for precise control.

[0104] In step S3, a mapping relationship between load and combustion strategy is established. For example, at low loads, only diesel or natural gas may be used to ensure stability, while at high loads, dual fuels may be used to balance power and emissions. This load-based mode selection ensures that the engine always operates within its optimal operating range, avoiding poor combustion or low efficiency caused by inappropriate modes.

[0105] In step S4, when a single-fuel mode is required, the strategy can energize one of the first solenoid valve (first electromagnet sub-assembly) and the second solenoid valve (second electromagnet sub-assembly) and de-energize the other, thereby cutting off the other fuel supply and achieving single-fuel injection.

[0106] When a dual-fuel mode is required, the strategy can energize the first solenoid valve (first electromagnet sub-assembly) and the second solenoid valve (second electromagnet sub-assembly) simultaneously (or energize them separately according to specific timing requirements) to achieve mixed injection of the two fuels.

[0107] Based on steps S1 to S4, by monitoring operating conditions and calculating load in real time, the system can dynamically and seamlessly switch between single-fuel and dual-fuel modes. Under low load or idling conditions, the system may only drive the diesel injectors to ensure ignition stability and low emissions; under high load conditions, the system automatically switches to dual-fuel mode, using natural gas to replace part of the diesel, thus ensuring power output while reducing fuel costs and carbon emissions. This intelligent switching avoids the limitations of manual intervention or fixed-mode operation, improving the overall operating efficiency of the engine.

[0108] Combination Figure 5 As shown, in another specific embodiment of this application, a vehicle control method is also provided, including the following steps:

[0109] Step 1: Monitor the engine's real-time operating parameters and calculate the engine's current load based on these parameters.

[0110] After the engine starts running, the ECU (Electronic Control Unit) sensors collect operating parameters, including at least one of the following: engine speed, intake pressure, intake air temperature, coolant temperature, throttle opening and crankshaft angle. The operating parameters are input into the composite calculation model to calculate the actual load of the engine (i.e., the current load of the engine).

[0111] Step 2: Determine the engine combustion mode based on the current engine load;

[0112] Based on the actual engine load (i.e., the current engine load), the operating condition is determined to identify the engine combustion mode, which includes pure diesel combustion mode and dual-fuel combustion mode.

[0113] Step 3: Adjust the injection parameters of the dual-fuel injector according to the engine combustion mode; by independently controlling the opening and closing times and pulse width modulation duty cycles of the first and second solenoid valves, the required injection quantities of the first and second fuels are achieved, thereby controlling the equivalence ratio of the mixed fuels in the cylinder, so that the engine operates in the target combustion mode.

[0114] In pure diesel combustion mode, only the first solenoid valve (first electromagnet component) is driven, while the second solenoid valve (second electromagnet component) remains closed, adjusting the diesel injection timing, PWM (Pulse Width Modulation) duty cycle, and single injection quantity;

[0115] In dual-fuel combustion mode, the first solenoid valve (first electromagnet component) and the second solenoid valve (second electromagnet component) are driven to work. The first solenoid valve (first electromagnet component) and the second solenoid valve (second electromagnet component) work independently and do not interfere with each other, respectively adjusting the injection timing, injection quantity ratio and fuel equivalence ratio of the two fuels.

[0116] Specifically, when the engine is idling and below 50% load, only the first solenoid valve (first electromagnet assembly) is actuated, while the second solenoid valve (second electromagnet assembly) remains closed. When the engine is at 50% or above load, both the first and second solenoid valves are actuated simultaneously. This process achieves dynamic cycling across all operating conditions, continuous parameter acquisition, load calculation, and mode switching.

[0117] The above embodiments achieve the following technical effects:

[0118] The upper housing assembly 10, as the upper core component of the injector, integrates the inlet channels for both fuels. The connection between the first feed channel 101 and the first fuel channel 102 establishes an independent supply path for the first fuel (such as diesel). The upper housing assembly 10 also accommodates the second feed channel 201, indicating that the inlets for both fuels are spatially integrated into the same housing assembly. This layout simplifies external pipeline connections, reduces leakage points, and improves the overall sealing and compactness of the system.

[0119] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0120] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0121] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0122] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dual-fuel injector, characterized in that, include: The upper housing assembly (10) has a first chamber, a first feed channel (101), a first fuel channel (102), a second feed channel (201) and a first discharge port (103), wherein the first fuel channel (102) is connected to the first feed channel (101); The lower housing (20) has one end located in the first chamber and the other end extending away from the first chamber. The lower housing (20) has a second chamber, a second discharge channel (202) and a second discharge port (203). The second discharge channel (202) is connected to the second feed channel (201). A motion assembly (30) is movably disposed in the first chamber and the second chamber. Part of the motion assembly (30) has a first closed position that blocks the first discharge port (103) and a first open position that avoids the first discharge port (103) to connect the first fuel channel (102) and the first discharge port (103). Another part of the motion assembly (30) has a second closed position that blocks the second discharge port (203) and a second open position that avoids the second discharge port (203) to connect the second discharge channel (202) and the second discharge port (203). An electromagnet assembly (40) is located in the first chamber, and another part of the electromagnet assembly (40) is located in the second chamber. The electromagnet assembly (40) has a first energized state, a first de-energized state, a second energized state, and a second de-energized state. When the electromagnet assembly (40) is in the first energized state, the magnetic force generated by the electromagnet assembly (40) cooperates with the motion assembly (30) to move the motion assembly (30) to the first open position. When the electromagnet assembly (40) is in the first de-energized state, the motion assembly (30) moves to the first closed position. When the electromagnet assembly (40) is in the second energized state, the motion assembly (30) moves to the second open position. When the electromagnet assembly (40) is in the second de-energized state, the motion assembly (30) moves to the second closed position.

2. The dual-fuel injector according to claim 1, characterized in that, The motion component (30) includes: A first motion subassembly (31) is movably disposed in the first chamber and the second chamber such that the end of the first motion subassembly (31) has the first closed position and the first open position, and at least a portion of the first motion subassembly (31) is made of an armature; The second motion sub-assembly (32) is movably disposed in the second chamber such that the end of the second motion sub-assembly (32) has a second closed position and a second open position, and at least a portion of the second motion sub-assembly (32) is made of an armature.

3. The dual-fuel injector according to claim 2, characterized in that, The upper housing assembly (10) includes: Upper housing (11), the upper housing (11) having the first chamber; A retainer (12) has one end located in the first chamber and the other end extending into the second chamber. The retainer (12) has a first fuel passage (102) and a first discharge port (103). The upper housing (11) and the retainer (12) together form a second feed passage (201). A first motion sub-assembly (31) is movably disposed in the first fuel passage (102) so that the first motion sub-assembly (31) can switch between a first closed position and a first open position. A second motion sub-assembly (32) is movably disposed circumferentially along the retainer (12) so that the second motion sub-assembly (32) can switch between a second closed position and a second open position. The feed member (13) is connected to the upper housing (11), a portion of the feed member (13) is located in the first chamber, and another portion of the feed member (13) extends away from the retainer (12), and the feed member (13) has the first feed channel (101).

4. The dual-fuel injector according to claim 3, characterized in that, The retainer (12) includes a large-diameter section and a small-diameter section, and the upper housing (11) includes: A first upper housing section (111) is arranged circumferentially along the large diameter section, a portion of the electromagnet assembly (40) is disposed on the first upper housing section (111), and the first upper housing section (111) and the retainer (12) have a first mounting space between them. The second upper housing section (112) is provided along the circumference of the first upper housing section (111), and another part of the electromagnet assembly (40) is provided on the second upper housing section (112). The lower housing (20) is provided inside the second upper housing section (112). The second upper housing section (112) and the retainer (12) have a second mounting space. A magnetic shield (113) is provided along the circumference of the small diameter section. A portion of the second feed channel (201) is provided on the magnetic shield (113). The magnetic shield (113) is located between the first upper shell section (111) and the second upper shell section (112). The first upper shell section (111), the magnetic shield (113), and the second upper shell section (112) together form the first chamber.

5. The dual-fuel injector according to claim 4, characterized in that, The electromagnet assembly (40) includes a first electromagnet sub-assembly, which includes: The first support block (43) is located within the first installation space and is arranged circumferentially along the retainer (12); The first coil (41) is located in the first mounting space and is wound on the first support block (43); The first iron core (42) is located within the large-diameter section, and a portion of the first motion sub-assembly (31) extends into the first iron core (42); The first elastic element (44) is located between the first iron core (42) and the first motion sub-assembly (31); When the first coil (41) is in the first energized state, the magnetic force generated by the first iron core (42) cooperates with the first motion sub-assembly (31) to move the first motion sub-assembly (31) to the first open position, and the first elastic member (44) is compressed. When the first coil (41) is in the first de-energized state, the elastic force generated by the first elastic member (44) drives the first motion sub-assembly (31) to move to the first closed position.

6. The dual-fuel injector according to claim 5, characterized in that, The electromagnet assembly (40) further includes a second electromagnet sub-assembly, the second electromagnet sub-assembly comprising: The second support block (47) is located in the second installation space and is arranged circumferentially along one end of the lower housing (20) located in the first cavity. The second coil (45) is located in the second mounting space and is wound on the second support block (47); The second iron core (46) is arranged circumferentially along the small diameter section. The second iron core (46) is located between the second upper housing section (112) and the small diameter section. Part of the second iron core (46) is located in the first cavity, and another part of the second iron core (46) is located in the second cavity. The second elastic element (48) is located between the second iron core (46) and the second motion sub-assembly (32); When the second coil (45) is in the second energized state, the magnetic force generated by the second iron core (46) cooperates with the second motion sub-assembly (32) to move the second motion sub-assembly (32) to the second open position, and the second elastic member (48) is compressed. When the second coil (45) is in the second de-energized state, the elastic force generated by the second elastic member (48) drives the second motion sub-assembly (32) to move to the second closed position.

7. The dual-fuel injector according to claim 6, characterized in that, The first motion sub-component (31) includes: The first moving part (311) is movably disposed in the first fuel channel (102). The end of the first moving part (311) away from the first discharge port (103) extends into the first iron core (42). The first elastic element (44) is disposed between the first moving part (311) and the first iron core (42). The other end of the first moving part (311) has the first closed position and the first open position. The first armature (312) is arranged circumferentially along the first moving member (311), the first armature (312) is located within the large diameter section, and the first armature (312) is located between the bottom of the large diameter section and the first iron core (42). The first guide member (313) is located within the large diameter section. The first guide member (313) is arranged circumferentially along the first moving member (311), and the guide member (313) is located between the first moving member (311) and the inner wall of the first iron core (42). When the first coil (41) is in the first energized state, the magnetic force generated by the first iron core (42) cooperates with the first armature (312) to move the first moving member (311) to the first open position through the first guide (313) in a first direction parallel to the axial direction of the first moving member (311). When the first coil (41) is in the first de-energized state, the elastic force of the first elastic member (44) drives the first moving member (311) to move to the first closed position through the first guide (313) in a second direction parallel to the axial direction of the first moving member (311) and opposite to the first direction.

8. The dual-fuel injector according to claim 7, characterized in that, The second motion sub-component (32) includes: The second moving member (321) is movably disposed in the second cavity and is disposed circumferentially along the small diameter segment; The second armature (322) is arranged around the second moving member (321) in the circumferential direction. The second elastic member (48) is arranged between the second armature (322) and the second iron core (46). The second discharge channel (202) is formed between the second moving member (321), the second armature (322) and the inner wall of the lower housing (20). When the second coil (45) is in the second energized state, the magnetic force generated by the second iron core (46) cooperates with the second armature (322) to move the second moving member (321) along the first direction to the second open position, and the second elastic member (48) is compressed. When the second coil (45) is in the second de-energized state, the elastic force generated by the second elastic member (48) drives the second moving member (321) along the second direction to the second closed position.

9. The dual-fuel injector according to claim 7 or 8, characterized in that, The first iron core (42) is provided with a first guide channel that communicates with the inlet section of the first fuel channel (102), and the first armature (312) is provided with a second guide channel (3121) that runs through it in the axial direction. The first guide channel communicates with the second guide channel (3121), and the second guide channel (3121) communicates with the outlet section of the first fuel channel (102).

10. The dual-fuel injector according to claim 7 or 8, characterized in that, The second iron core (46) is provided with a third flow channel (461) through the axial direction. The third flow channel (461) is connected to the second feed channel (201) and the third flow channel (461) is connected to the second discharge channel (202).

11. The dual-fuel injector according to claim 7 or 8, characterized in that, The first iron core (42) includes a positioning member (421), one end of which is located inside the first iron core (42), and the other end of which extends away from the first elastic member (44). The positioning member (421) has a through hole (4211) arranged in the axial direction; and / or; The large-diameter section has a limiting step, and a spring seat and a third elastic element (49) are provided in the large-diameter section. The spring seat is provided in cooperation with the limiting step, and the third elastic element (49) is located between the spring seat and the first armature (312).

12. A vehicle, characterized in that, The vehicle has a dual-fuel injector, which is the dual-fuel injector according to any one of claims 1-11.

13. A vehicle control method for controlling the vehicle of claim 12, characterized in that, Includes the following steps: Obtain engine operating condition parameter information; Based on the operating condition parameter information, the load information of the engine is determined; Based on the load information, the combustion mode of the engine is determined, wherein the combustion mode includes a single-fuel combustion mode and a dual-fuel combustion mode; A target control strategy is generated based on the combustion mode. The target control strategy is used to control a target component to be in a target state. The target component includes a solenoid valve component. The target state includes at least one of the following: a first energized state, a first de-energized state, a second energized state, and a second de-energized state.

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