阅读说明：本技术 一种节能减排发动机的控制系统 (Control system of energy-saving emission-reducing engine ) 是由 李笑雨 于 2020-04-08 设计创作，主要内容包括：本发明提供一种节能减排发动机的控制系统,通过在外环燃气通道内设置外环流量传感器能够检测输送的燃气流量,根据该燃气流量能够准确地确定发动机的动力；可以将甲醇和天然气同时为一种发动机作为燃料,使其工作在单一甲醇、单一天然气和甲醇/天然气混合燃料3种燃料模式下。在发动机处于低温状态下可以用天然气起动发动机和进行暖车,可以解决甲醇发动机低温起动的问题。这样就可以扩大发动机的燃料选择范围,使以这种发动机为动力的车辆具有更好的区域适应性。由于天然气的燃烧速度慢,甲醇的燃烧速度快,使用甲醇和天然气双燃料模式可以比原天然气发动机具有更好的燃烧性能,改善发动机的动力性和燃料经济性。(The invention provides a control system of an energy-saving emission-reducing engine, which can detect the delivered gas flow by arranging an outer ring flow sensor in an outer ring gas channel, and can accurately determine the power of the engine according to the gas flow; methanol and natural gas can be used as fuel for one engine at the same time, so that the engine can work in 3 fuel modes of single methanol, single natural gas and methanol/natural gas mixed fuel. The engine can be started and warmed by natural gas when the engine is in a low-temperature state, and the problem of low-temperature starting of the methanol engine can be solved. This allows for an expanded range of engine fuel selection and better zone compatibility for vehicles powered by such engines. Because the combustion speed of the natural gas is slow, the combustion speed of the methanol is fast, the dual-fuel mode of using the methanol and the natural gas can have better combustion performance than the original natural gas engine, and the dynamic property and the fuel economy of the engine are improved.)

1. A regulator valve for an engine, comprising:

a valve body housing a valve element in an interior chamber between an inlet port and an outlet port, the valve element regulating a fuel flow through the valve body;

an actuator coupled to move the valve element relative to the valve body;

a controller configured to adjust a position of the valve body via the actuator based on differential and absolute pressure measurements to achieve a target mass flow rate of the fuel through the valve body;

the flow sensor comprises an external flow sensor, an external gas channel and a flow control valve, wherein the external gas channel is communicated with the valve body, and the valve body can control the gas flow in the external gas channel;

differential and absolute pressure sensors arranged to provide the pressure measurements.

2. The regulator valve for an engine according to claim 1, further comprising an internal gas passage communicating with the valve body, the valve body further being capable of controlling a gas flow rate in the internal gas passage, the flow sensor further comprising an internal flow sensor provided on the internal gas passage for detecting the gas flow rate in the internal gas passage.

3. The regulator valve for an engine of claim 1, wherein the differential pressure sensor is fluidly coupled to an upstream pressure probe and a downstream pressure probe such that the differential pressure measurement corresponds to a differential pressure across the valve element.

4. The regulator valve for an engine according to claim 1, further comprising a valve stem connected to and rotatable relative to the valve body, the valve body having a micro switch disposed thereon and the valve stem having a trip member disposed thereon, the trip member being capable of triggering the micro switch upon rotation of the valve stem.

5. The regulator valve for an engine according to claim 1, further comprising an internal gas passage communicating to the valve body, the valve body further capable of controlling a gas flow within the internal gas passage, wherein the valve body comprises:

a valve housing having an air inlet and two air outlets, the outer gas passage and the inner gas passage being communicated to the two air outlets, respectively;

a valve element rotatably disposed within the valve housing, the valve element having a valve element gas passage and a gas vent in communication with the valve element gas passage, the gas vent cooperating with the two gas outlets to regulate the flow of gas delivered to the outer gas passage and the inner gas passage upon rotation of the valve element relative to the valve housing,

the regulator valve also includes a valve stem having oppositely disposed first and second ends, the first end being connected to the valve spool and the second end extending outside of the valve housing.

6. The regulator valve for an engine according to claim 5, further comprising an ignition device coupled to said second end of said valve stem for rotating said valve stem by operating said ignition device.

7. A control system of an energy-saving emission-reducing engine, which is characterized by comprising the regulating valve for the engine, the methanol fuel supply injection system, the natural gas supply injection system and the fuel electric control system as claimed in any one of claims 1 to 8; wherein the content of the first and second substances,

the methanol oil supply injection system comprises a methanol fuel tank, a methanol pump, a methanol filter, a methanol common rail nozzle component and a methanol nozzle which are connected in sequence;

the natural gas supply injection system comprises a natural gas storage tank, and a fuel gas control nozzle, a fuel gas switch electromagnetic valve and a fuel gas filter which are arranged on a natural gas connecting pipeline of the natural gas storage tank and a fuel gas distribution pipe;

the fuel electric control system comprises a sensor, an actuator and a methanol/natural gas fuel electronic control unit ECU which collects signals of the sensor and controls the actuator to operate;

the ECU comprises an input signal processing module for receiving signals acquired by the sensor, an ECU internal driving circuit module connected with the actuator and a microprocessor connected with the input signal processing module and the ECU internal driving circuit module;

the actuator comprises a methanol pump, a methanol nozzle, a gas switching solenoid valve, a gas control nozzle, an electronic throttle body and a turbocharger control valve, wherein the methanol pump, the methanol nozzle, the gas switching solenoid valve and the gas control nozzle are connected with the ECU; the sensor comprises a water temperature sensor connected with an ECU (electronic control Unit) and positioned on an engine body, an air inlet manifold pressure temperature sensor/air inlet flow sensor positioned on an air inlet main pipe, a crankshaft position sensor of the engine, a camshaft position sensor positioned at an oil pump camshaft or an air inlet and outlet valve camshaft, an accelerator pedal position sensor used for detecting the position of an accelerator pedal, a natural gas pressure and temperature sensor used for measuring the gas pressure and temperature at the inlet of a gas control nozzle, and a natural gas liquid level or pressure sensor arranged in a natural gas storage tank, and further comprises a throttle position sensor positioned on an electronic throttle body, wherein the output ends of all the sensors are respectively connected with an input signal processing module.

8. The control system of an energy saving and emission reduction engine according to claim 7, wherein the sensor further comprises an oxygen sensor for measuring an engine operating air fuel mixture ratio, the oxygen sensor being mounted on an exhaust manifold or an exhaust pipe.

9. The control system of energy saving and emission reduction engine according to claim 8, further comprising an exhaust gas turbocharger, wherein the sensor further comprises a boost pressure temperature sensor disposed on the exhaust gas turbocharger, and an output of the boost pressure temperature sensor is connected to the input signal processing module.

10. The control system of energy saving and emission reduction engine according to claim 9, further comprising a methanol/natural gas mode selection switch and control system information display combination terminal connected to the ECU for providing information for selecting the engine operating fuel mode.

Technical Field

The invention belongs to the technical field of energy conservation and emission reduction of engines, and particularly relates to a control system of an energy-saving and emission-reduction engine.

Background

From the energy and heat balance of the engine, the effective power output by the engine generally only accounts for about 20% -40% of the total heat of fuel combustion, and the rest heat energy is mainly transmitted to the atmospheric environment through exhaust and cooling media (cooling water, engine oil heat dissipation and the like). Therefore, the residual heat energy has great energy-saving potential for the vehicle engine, and the residual heat energy recycling technology has wide application space. At present, the engine waste heat energy utilization technology mainly focuses on several aspects of pressurization, waste heat refrigeration, waste heat heating, waste heat power generation, fuel combustion performance improvement and the like. Among various existing technical schemes for utilizing waste heat for vehicles, the rankine cycle waste heat recovery technology has the highest thermal efficiency, and is the technology that is most likely to be industrialized first.

At present, pure methanol can be used as fuel (abbreviated as M100) for engines, or methanol and gasoline are mixed into methanol gasoline according to a certain proportion, and the methanol gasoline is usually mixed by 15 percent of methanol and 85 percent of gasoline, and is called M15, and the like. The problems with using pure methanol as fuel are: 1. the latent heat of vaporization of methanol is large, which causes difficulty in cold start of the engine, so that the conventional methanol engine is usually started by using gasoline when the temperature is low, and is switched to a methanol working mode after the engine is started and warmed up to be operated to a high temperature. 2. At present, a methanol supply chain is not perfect enough, and the filling of methanol fuel has certain problems, so that the automobile using a methanol engine as power cannot run for a long time in a region without methanol supply, and the use area of the automobile is limited.

At present, natural gas engines taking natural gas as fuel are well applied to passenger vehicles or commercial vehicles. However, the existing natural gas supply chain is not complete enough, and certain problems still exist in areas with a lot of natural gas fuel filling, especially the natural gas supply shortage for supplying vehicles due to heating consumption in winter. Therefore, the vehicle using the natural gas engine as power cannot be operated for a long time when the vehicle travels to an area where no natural gas is supplied, and the use area of the vehicle is also limited.

The ignition temperature of methanol and natural gas is relatively high, and the methanol and natural gas are suitable for being used as fuels of a spark ignition engine; the octane number of the methanol is 114, the octane number of the natural gas is 127, and the octane number of the natural gas is higher. Although the octane number of methanol is slightly lower than that of natural gas, the methanol has larger latent heat of vaporization and vaporization, so that the temperature of mixed gas in a cylinder at the end of air intake is lower than that of a natural gas engine, and the flame propagation speed of the methanol is higher than that of the natural gas, so that the natural gas engine with the compression ratio of 10-13 at present is also suitable for the methanol engine, and the methanol engine at present is basically developed in an adaptive way aiming at the characteristics of the methanol on the basis of the natural gas engine, so that the methanol engine is suitable for using two fuels.

Disclosure of Invention

The invention aims to solve the technical problem of providing a control system of an energy-saving emission-reducing engine, which can be suitable for two fuels, namely methanol and natural gas after the system is used on the premise of fuel adaptability design, and the engine can run more safely, reliably, economically and environmentally.

In order to achieve the above purposes, the technical scheme adopted by the invention is as follows: a regulator valve for an engine, comprising:

a valve body housing a valve element in an interior chamber between an inlet port and an outlet port, the valve element regulating a fuel flow through the valve body;

an actuator coupled to move the valve element relative to the valve body;

a controller configured to adjust a position of the valve body via the actuator based on differential and absolute pressure measurements to achieve a target mass flow rate of the fuel through the valve body;

the flow sensor comprises an external flow sensor, an external gas channel and a flow control valve, wherein the external gas channel is communicated with the valve body, and the valve body can control the gas flow in the external gas channel;

differential and absolute pressure sensors arranged to provide the pressure measurements.

The regulating valve for the engine further comprises an internal gas channel communicated to the valve body, the valve body can also control the gas flow in the internal gas channel, and the flow sensor further comprises an internal flow sensor arranged on the internal gas channel and used for detecting the gas flow in the internal gas channel.

The above-described regulator valve for an engine, the differential pressure sensor fluidly coupled to an upstream pressure probe and a downstream pressure probe such that the differential pressure measurement corresponds to a differential pressure across the valve element.

The regulator valve for an engine described above, the upstream pressure probe comprising a pitot tube probe and the downstream pressure probe comprising a static pressure probe.

The regulating valve for the engine further comprises a valve rod, the valve rod is connected to the valve body and can rotate relative to the valve body, a microswitch is arranged on the valve body, a touch piece is arranged on the valve rod, and the touch piece can trigger the microswitch when the valve rod rotates.

In the above regulating valve for an engine, the flow sensor is disposed at a position close to the valve body.

The above regulating valve for an engine, further comprising an inner ring gas channel communicated to the valve body, the valve body being further capable of controlling a gas flow in the inner ring gas channel, wherein the valve body comprises:

the valve shell is provided with an air inlet and two air outlets, and the outer ring gas channel and the inner ring gas channel are communicated to the two air outlets respectively;

a valve element rotatably disposed in the valve housing, the valve element having a valve element gas passage and a gas vent communicating with the valve element gas passage, the gas vent cooperating with the two gas outlets when the valve element rotates relative to the valve housing to regulate gas flow delivered to the outer ring gas passage and the inner ring gas passage,

the regulator valve also includes a valve stem having oppositely disposed first and second ends, the first end being connected to the valve spool and the second end extending outside of the valve housing.

The above-mentioned regulating valve for an engine, further comprising an ignition device, said ignition device being connected to said second end of said valve stem to rotate said valve stem by operating said ignition device.

A control system of an energy-saving emission-reducing engine comprises any one of the regulating valve for the engine, a methanol fuel supply injection system, a natural gas supply injection system and a fuel electric control system; wherein the content of the first and second substances,

the methanol oil supply injection system comprises a methanol fuel tank, a methanol pump, a methanol filter, a methanol common rail nozzle component and a methanol nozzle which are connected in sequence;

the natural gas supply injection system comprises a natural gas storage tank, and a fuel gas control nozzle, a fuel gas switch electromagnetic valve and a fuel gas filter which are arranged on a natural gas connecting pipeline of the natural gas storage tank and a fuel gas distribution pipe;

the fuel electric control system comprises a sensor, an actuator and a methanol/natural gas fuel electronic control unit ECU which collects signals of the sensor and controls the actuator to operate;

the ECU comprises an input signal processing module for receiving signals acquired by the sensor, an ECU internal driving circuit module connected with the actuator and a microprocessor connected with the input signal processing module and the ECU internal driving circuit module;

the actuator comprises a methanol pump, a methanol nozzle, a gas switching solenoid valve, a gas control nozzle, an electronic throttle body and a turbocharger control valve, wherein the methanol pump, the methanol nozzle, the gas switching solenoid valve and the gas control nozzle are connected with the ECU; the sensor comprises a water temperature sensor connected with an ECU (electronic control Unit) and positioned on an engine body, an air inlet manifold pressure temperature sensor/air inlet flow sensor positioned on an air inlet main pipe, a crankshaft position sensor of the engine, a camshaft position sensor positioned at an oil pump camshaft or an air inlet and outlet valve camshaft, an accelerator pedal position sensor used for detecting the position of an accelerator pedal, a natural gas pressure and temperature sensor used for measuring the gas pressure and temperature at the inlet of a gas control nozzle, and a natural gas liquid level or pressure sensor arranged in a natural gas storage tank, and further comprises a throttle position sensor positioned on an electronic throttle body, wherein the output ends of all the sensors are respectively connected with an input signal processing module.

According to the control system of the energy-saving emission-reducing engine, the sensors further comprise an oxygen sensor for measuring the working air-fuel mixture ratio of the engine, and the oxygen sensor is mounted on the exhaust manifold or the exhaust pipe.

The control system of the energy-saving emission-reducing engine further comprises an exhaust gas turbocharger, the sensor further comprises a boost pressure temperature sensor arranged on the exhaust gas turbocharger, and the output end of the boost pressure temperature sensor is connected with the input signal processing module.

The control system of the energy-saving emission-reducing engine further comprises a methanol/natural gas mode selection switch connected to the ECU and a control system information display combination terminal, and the control system information display combination terminal is used for providing information for selecting an engine working fuel mode.

The invention has the advantages that: according to the control system of the energy-saving emission-reducing engine, the outer ring flow sensor is arranged in the outer ring gas channel, so that the gas flow conveyed by the outer ring gas channel can be detected, the firepower of the engine can be accurately determined according to the gas flow, and the current firepower of the engine can be clearly mastered during use; methanol and natural gas can be used as fuel for a spark ignition engine simultaneously, and the engine can work under 3 fuel modes of single methanol, single natural gas and methanol/natural gas mixed fuel. The engine can be started and warmed up by natural gas under the low temperature state of the engine, and gasoline starting is not needed like the prior art, so that the problem of low temperature starting of the methanol engine can be solved. Therefore, the methanol can be used as a new fuel for the natural gas engine, and simultaneously, the natural gas can also be used as a new fuel for the methanol engine, so that the fuel selection range of the engine can be expanded, a vehicle using the engine as power has better regional adaptability, the problems of low-temperature starting and vehicle warming of the methanol engine are solved, and an original gasoline supply system is not needed any more. Because the combustion speed of the natural gas is slow, the combustion speed of the methanol is fast, the dual-fuel mode of using the methanol and the natural gas can have better combustion performance than the original natural gas engine, and the dynamic property and the fuel economy of the engine are improved.

Detailed Description

The following description is presented to disclose the invention so as to enable any person skilled in the art to practice the invention. The preferred embodiments in the following description are given by way of example only, and other obvious variations will occur to those skilled in the art.

The present invention provides a regulator valve for an engine, comprising:

a valve body housing a valve element in an interior chamber between an inlet port and an outlet port, the valve element regulating a fuel flow through the valve body;

an actuator coupled to move the valve element relative to the valve body;

a controller configured to adjust a position of the valve body via the actuator based on differential and absolute pressure measurements to achieve a target mass flow rate of the fuel through the valve body;

the flow sensor comprises an external flow sensor, an external gas channel and a flow control valve, wherein the external gas channel is communicated with the valve body, and the valve body can control the gas flow in the external gas channel;

differential and absolute pressure sensors arranged to provide the pressure measurements.

Further, in a preferred embodiment of the regulating valve for an engine according to the present invention, the regulating valve further includes an internal gas passage communicated to the valve body, the valve body is further capable of controlling a gas flow rate in the internal gas passage, and the flow sensor further includes an internal flow sensor disposed on the internal gas passage for detecting the gas flow rate in the internal gas passage.

Further in a preferred embodiment of the invention a regulator valve for an engine, the differential pressure sensor is fluidly coupled to an upstream pressure probe and a downstream pressure probe such that the differential pressure measurement corresponds to a differential pressure across the valve element.

Further in accordance with a preferred embodiment of the present invention a regulator valve for an engine, the upstream pressure probe comprises a pitot tube probe and the downstream pressure probe comprises a static pressure probe.

The inlet pipe includes a tubular body a surrounded by an inner flange a and an outer flange a. Similarly, the outlet pipe comprises a tubular body b surrounded by an inner flange b and an outer flange b. The inner flanges a, b are coupled to mating flanges of the valve body by mechanical fasteners. The flange defines an inlet port and an outlet port of the valve body. The inlet pipe can be coupled to an upstream conduit leading from the fuel source via an outer flange a. The outlet tube can be coupled to a downstream duct leading to the engine by an outer flange b.

An internal chamber is provided between the flanges of the valve body to accommodate the valve element. The central apertures of the inlet and outlet tubes are aligned with the inlet and outlet ports of the valve body and are thus in fluid communication with the internal chamber to form a continuous flow path through the flow sensor. The valve element is movable relative to the valve body to regulate the flow of gaseous fuel therethrough by varying the size of the flow path through the valve. Movement of the valve element to reduce the valve area will reduce the mass flow of fuel and movement to increase the valve area will increase the fuel mass flow. In this example, the valve element is a rotary butterfly valve mounted on a rotatable valve shaft. The valve shaft is coupled to a rotary drive stem of an actuator. The actuator acts as a rotational positioner to rotate the valve shaft and, therefore, the valve element to a specified angular position. In this example, the actuator comprises an electromagnetic servo drive system comprising a displacement sensor and an integrated controller. However, other suitable drive systems may be used without departing from the scope of the present disclosure, such as electro-hydraulic servo drives, stepper motors, pneumatic actuators, or limited angle torque motors.

The face of the butterfly disk of the valve element is fully aligned with the inlet port of the valve body to prevent fluid flow. Progressive rotation of the valve member along the central axis of the valve shaft rotates the butterfly disk out of alignment with the inlet port of the valve body to progressively open the flow path and increase the valve area, which increases the mass flow of gaseous fuel delivered to the engine. The valve member may be rotated by the actuator via the valve shaft through a plurality of positions between a fully closed position and a fully open position at which the butterfly disk is rotated away from the inlet port of the valve body.

The valve controller is communicatively coupled to the actuator. The circuitry of the valve controller may include one or more microprocessors configured to execute computer-readable instructions stored on one or more memory devices to implement any of the control operations described herein. During use, the valve controller provides a position command signal that is received by the integrated controller of the actuator and executed by the drive system to change the angular position of the valve element within the valve body, as described above. The valve controller derives a position command signal based on a fuel rate demand signal received from the ECU via a data port. That is, the valve controller determines the angular position of the valve element corresponding to the valve area needed to physically achieve the mass flow indicated by the fuel rate demand signal.

In an exemplary embodiment, the sensor module is communicatively coupled to the valve controller via a data transmission cable. The sensor module includes a housing mounted to the outlet pipe and a series of sensors enclosed within the interior space of the housing that continuously provide an output to the valve controller via a data transmission cable at a predetermined sampling rate. The valve controller receives the sensor output signal and calculates the necessary valve area based on the data contained therein. In this example, the sensor module includes an inlet pressure sensor, a differential pressure sensor, and a temperature sensor. However, other suitable sensor configurations are also contemplated within the scope of the present disclosure. The fuel metering valve includes a stagnation pressure probe mounted on the inlet pipe and a static pressure probe and a temperature probe mounted on the outlet pipe. A fluid line fluidly couples the stagnation pressure probe to the sensor module.

The governing valve includes: an inlet pressure sensor fluidly coupled to a stagnation pressure probe located at an inlet side of the valve element; a differential pressure sensor fluidly coupled to a stagnation pressure probe and a static pressure probe located at an outlet side of the valve element; and a temperature sensor coupled to a temperature probe on an outlet side of the valve element. The inlet pressure sensor is suitably configured to measure the absolute total pressure of the incoming flow of gaseous fuel provided by the fuel source. The differential pressure sensor is suitably configured to measure a stagnation-static differential pressure across the valve element. In some examples, the differential pressure sensor is a two-port resistive or capacitive pressure transducer.

The valve controller is configured to facilitate control of the valve element via the actuator by implementing an appropriate flow equation that uses the sensor output provided by the sensor module as an input variable in order to meet the physical mass flow indicated by the fuel rate demand signal from the ECU.

Further, in a preferred embodiment of the regulating valve for the engine according to the present invention, the regulating valve further includes a valve rod, the valve rod is connected to the valve body and is rotatable relative to the valve body, the valve body is provided with a micro switch, and the valve rod is provided with a touch member, and the touch member can trigger the micro switch when the valve rod rotates.

Further, in a preferred embodiment of the invention, the flow sensor is disposed at a position close to the valve body.

Further, in a preferred embodiment of the regulating valve for an engine of the present invention, the regulating valve further includes an inner ring gas passage communicating with the valve body, and the valve body is further capable of controlling a gas flow rate in the inner ring gas passage, wherein the valve body includes:

the valve shell is provided with an air inlet and two air outlets, and the outer ring gas channel and the inner ring gas channel are communicated to the two air outlets respectively;

a valve element rotatably disposed in the valve housing, the valve element having a valve element gas passage and a gas vent communicating with the valve element gas passage, the gas vent cooperating with the two gas outlets when the valve element rotates relative to the valve housing to regulate gas flow delivered to the outer ring gas passage and the inner ring gas passage,

the regulator valve also includes a valve stem having oppositely disposed first and second ends, the first end being connected to the valve spool and the second end extending outside of the valve housing.

Further in a preferred embodiment of the invention, the regulator valve further comprises an ignition device connected to the second end of the valve stem for rotating the valve stem by operating the ignition device.

The valve core is inside the valve casing, and is rotatable for the valve casing to adjust the gas volume through this valve body. The regulator valve may also include a valve stem. The valve stem has oppositely disposed first and second ends. The first end of valve rod is connected to the case, and the valve rod drives the case internal rotation in the valve casing. The second end of the valve stem extends outside the valve housing. The second end of the valve rod is used for connecting an operating piece, and the operating piece is operated to drive the valve rod to rotate when the valve rod is used. Thus, the valve stem as a whole is rotatable relative to the valve body.

When in use, the ignition device is rotated to drive the valve rod to rotate. In other embodiments not shown, the operating member may also have other configurations and types, as long as it is capable of rotating the valve stem. For ease of operation in use, the ignition device is configured to be rotatable between 0-120 degrees. Accordingly, the range of rotation of the valve stem may also be 0-120 degrees. Alternatively, the valve rod can also be in linkage relation with the operating element through mutual attraction of the first magnetic piece and the second magnetic piece on the operating element. In this case, the first magnetic member may be mounted at the second end of the valve stem. The valve rod is operated by utilizing the traditional ignition device, the improvement on the cooker in the prior art is small, so the design period of the product can be shortened, and the updating cost of the product is low.

In a preferred embodiment, the valve core may have a valve core gas passage and a gas hole communicating with the valve core gas passage. The valve core gas channel is communicated to the gas inlet of the valve body. The gas enters the valve core gas channel through the gas inlet and is conveyed to the gas hole on the valve core. The gas pocket can cooperate with two gas outlets when the case is rotatory for the valve casing to adjust the gas flow who carries to outer loop gas channel and inner ring gas channel. The regulating valve in the form of a plug valve belongs to a mechanical part, can still keep long service life under the condition of daily frequent operation, and is quick and convenient to open and close. In addition, the regulating valve in the form of the plug valve also has the advantages of small fluid resistance, simple valve structure, relatively small volume, light weight, convenience in maintenance, good sealing performance, low noise and the like.

A control system of an energy-saving emission-reducing engine comprises any one of the regulating valve for the engine, a methanol fuel supply injection system, a natural gas supply injection system and a fuel electric control system; wherein the content of the first and second substances,

the methanol oil supply injection system comprises a methanol fuel tank, a methanol pump, a methanol filter, a methanol common rail nozzle component and a methanol nozzle which are connected in sequence;

the natural gas supply injection system comprises a natural gas storage tank, and a fuel gas control nozzle, a fuel gas switch electromagnetic valve and a fuel gas filter which are arranged on a natural gas connecting pipeline of the natural gas storage tank and a fuel gas distribution pipe;

the fuel electric control system comprises a sensor, an actuator and a methanol/natural gas fuel electronic control unit ECU which collects signals of the sensor and controls the actuator to operate;

the ECU comprises an input signal processing module for receiving signals acquired by the sensor, an ECU internal driving circuit module connected with the actuator and a microprocessor connected with the input signal processing module and the ECU internal driving circuit module;

the actuator comprises a methanol pump, a methanol nozzle, a gas switching solenoid valve, a gas control nozzle, an electronic throttle body and a turbocharger control valve, wherein the methanol pump, the methanol nozzle, the gas switching solenoid valve and the gas control nozzle are connected with the ECU; the sensor comprises a water temperature sensor connected with an ECU (electronic control Unit) and positioned on an engine body, an air inlet manifold pressure temperature sensor/air inlet flow sensor positioned on an air inlet main pipe, a crankshaft position sensor of the engine, a camshaft position sensor positioned at an oil pump camshaft or an air inlet and outlet valve camshaft, an accelerator pedal position sensor used for detecting the position of an accelerator pedal, a natural gas pressure and temperature sensor used for measuring the gas pressure and temperature at the inlet of a gas control nozzle, and a natural gas liquid level or pressure sensor arranged in a natural gas storage tank, and further comprises a throttle position sensor positioned on an electronic throttle body, wherein the output ends of all the sensors are respectively connected with an input signal processing module.

Further, in a preferred embodiment of the control system of the energy-saving emission-reducing engine, the sensor further comprises an oxygen sensor for measuring the working air-fuel mixture ratio of the engine, and the oxygen sensor is mounted on an exhaust manifold or an exhaust pipe.

Further, in a preferred embodiment of the control system of the energy-saving emission-reducing engine of the present invention, the control system further includes an exhaust gas turbocharger, the sensor further includes a boost pressure temperature sensor disposed on the exhaust gas turbocharger, and an output end of the boost pressure temperature sensor is connected to the input signal processing module.

Further, in a preferred embodiment of the control system of the energy-saving emission-reducing engine according to the present invention, the control system further includes a methanol/natural gas mode selection switch connected to the ECU and a control system information display combination terminal for providing information for selecting an engine operating fuel mode.

According to different measuring methods of the air intake flow of the engine, if an air intake manifold pressure and temperature sensor is adopted in the sensor, the speed density method calculates the air charging quantity of each cylinder of the engine according to an air charging model of the engine, and the calculation model is explained in detail later; if an intake air flow sensor positioned in front of the exhaust gas turbocharger is adopted, the intake air flow of the engine is directly measured to calculate the charging quantity of each cylinder, and one of the two methods can be used.

The ECU comprises an input signal processing module, a microprocessor and an ECU internal driving circuit module which are connected with each sensor, signals of each sensor are processed by the input signal processing module and converted into digital quantity which can be accepted by the microprocessor, and the output quantity which is processed by the microprocessor through operation and judgment and is generated passes through the corresponding ECU internal driving circuit module, so that the actuator works.

The actuator comprises a booster control valve and an exhaust gas recirculation control valve which are connected with the ECU, and the actuator also comprises a methanol nozzle, an ignition coil, a natural gas nozzle, an electronic throttle body for controlling the air inlet quantity of the engine, an oxygen sensor heater connected with the ECU, and a methanol/natural gas mode selection switch and a control system information display combination terminal which are connected with the ECU, wherein the methanol nozzle driving module CAN adopt a circuit which takes a special low-side driving integrated circuit such as T L E6244 as a core, the electronic throttle driving module CAN adopt a special driving integrated circuit such as T L E6209, an oxygen sensor interface module such as CJ125, a microprocessor CAN adopt 32-bit SPC564, the methanol/natural gas mode selection switch and the control system information display combination terminal adopt a two-way communication mode to send the information of the fuel mode selection switch to the ECU, and simultaneously send the data information to be displayed to the methanol/natural gas mode selection switch and the control system information display combination terminal, the interface circuit is different according to the communication modes which are commonly used on the automobile such as a K line mode, a bus mode, a CAN bus, a wiring harness L and the like, and the like are connected through an electric control system.

The ECU controls the natural gas injection amount and the injection timing, controls an electronic throttle body to control the intake air amount, controls the methanol injection amount and the oil injection time, controls an exhaust gas turbocharger, controls exhaust gas recirculation and the like; the ECU judges whether the engine works in a pure methanol mode, a natural gas mode or a dual-fuel mode according to the information of the methanol/natural gas selection switch and the working condition of the engine, when the engine works in the pure methanol mode, the ECU calculates the methanol injection quantity and the injection time (injection timing) according to a control model strategy of the ECU and the stored methanol MAP, outputs and controls the methanol nozzle to work, and stops the natural gas nozzle from working; when the engine works in a pure natural gas mode, the ECU calculates the natural gas injection quantity and the injection time (injection timing) according to the control model strategy and the stored natural gas MAP, and outputs and controls the natural gas nozzle to work, and stops the methanol nozzle to work; when the dual-fuel working mode is adopted, the ECU respectively calculates the methanol injection amount, the methanol injection time, the natural gas injection amount and the natural gas injection time according to the control strategy and the stored MAP related to the dual fuel, and controls the methanol nozzle and the natural gas nozzle to work; in the three modes, the ECU controls the air inlet flow through the electronic throttle body and performs closed-loop control on the air-fuel ratio of the running of the engine by using the oxygen sensor, so that the safe and stable running of the engine is ensured, the fuel consumption is reduced, and the exhaust emission is reduced.

An intake pipe absolute pressure sensor and an intake air temperature sensor are generally integrated into a whole to form an intake manifold pressure temperature sensor, but the functions of the sensor and the system are not influenced by the separated placement.

The gas pressure sensor and the gas temperature sensor are usually integrated into a whole to form the gas pressure temperature sensor, but the functions of the sensor and the system are not affected by the separated placement.

The invention provides a control method of a methanol/natural gas flexible fuel electric control system, which detects a fuel mode that a user requires an engine to work through information provided by a methanol/natural gas mode selection switch and a control system information display combination terminal, wherein an ECU35 obtains control methanol nozzle oil injection according to a control strategy corresponding to the mode and stored MAP calculation under a pure methanol working mode, and controls a natural gas nozzle to stop injecting fuel gas; under the pure natural gas working mode, the ECU calculates and obtains the natural gas injection amount according to the corresponding control model strategy and the stored MAP under the pure natural gas working mode, controls the natural gas nozzle to inject, and controls the methanol nozzle to stop injecting methanol; the methanol oil/natural gas dual-fuel working mode comprises the following steps: the ECU respectively calculates natural gas quantity and methanol quantity according to a corresponding control strategy under the mode, stored and calculated total fuel quantity MAP and methanol/natural gas ratio MAP, calculates methanol injection quantity and fuel gas injection quantity according to methanol fuel injector flow characteristic MAP and natural gas nozzle flow characteristic MAP, methanol injection timing MAP and natural gas injection timing MAP, engine parameter correction MAP and natural gas parameter correction MAP, and generates and outputs methanol nozzle and fuel gas nozzle driving signals to control the methanol nozzle and the natural gas nozzle.

The ECU also controls the air inflow of the engine through an electronic throttle body arranged on an air inlet main pipe of the engine, the ECU calculates the air amount required under the corresponding working condition according to the position of an accelerator pedal of the engine, the rotating speed of the engine and the set air-fuel ratio MAP, and the electronic throttle body adjusts the opening of the throttle valve to realize the control of the target air amount. The air quantity measuring method can be directly measured by an intake flow sensor or calculated by an intake manifold pressure and temperature sensor arranged on an intake manifold at the downstream of an electronic throttle body through an intake air quantity model of the engine.

The control method also comprises the step of measuring and controlling the working air-fuel ratio (air-fuel mixture ratio) of the engine by using an oxygen sensor arranged on the exhaust pipe, wherein the air-fuel ratio of the engine is controlled by adopting a method of combining open-loop control and closed-loop control. The control of the air-fuel ratio of the engine is firstly established on the basis of open-loop control, and the open-loop control process comprises the following steps: the ECU calculates the air quantity required under the corresponding working condition according to the position of an accelerator pedal of the supplied engine, the rotating speed of the engine and the set air-fuel ratio MAP, and calculates the methanol quantity and the natural gas quantity according to the stored MAP, the working state parameters of the engine and the working condition parameters on the basis of the air quantity required under the corresponding working condition.

However, because there are errors in various aspects such as an error between the actually controlled methanol amount and the actually controlled natural gas amount and a calculated methanol amount and a calculated natural gas amount, and an error between the calculated air amount and the actually controlled air amount, and the like, there is a difference between the actually operated air-fuel ratio at which the engine operates and the target air-fuel ratio. The method of closed-loop control is typically performed using a proportional-integral-derivative (PID) method.

According to the control system of the energy-saving emission-reducing engine, the outer ring flow sensor is arranged in the outer ring gas channel, so that the gas flow conveyed by the outer ring gas channel can be detected, the firepower of the engine can be accurately determined according to the gas flow, and the current firepower of the engine can be clearly mastered during use; methanol and natural gas can be used as fuel for a spark ignition engine simultaneously, and the engine can work under 3 fuel modes of single methanol, single natural gas and methanol/natural gas mixed fuel. The engine can be started and warmed up by natural gas under the low temperature state of the engine, and gasoline starting is not needed like the prior art, so that the problem of low temperature starting of the methanol engine can be solved. Therefore, the methanol can be used as a new fuel for the natural gas engine, and simultaneously, the natural gas can also be used as a new fuel for the methanol engine, so that the fuel selection range of the engine can be expanded, a vehicle using the engine as power has better regional adaptability, the problems of low-temperature starting and vehicle warming of the methanol engine are solved, and an original gasoline supply system is not needed any more. Because the combustion speed of the natural gas is slow, the combustion speed of the methanol is fast, the dual-fuel mode of using the methanol and the natural gas can have better combustion performance than the original natural gas engine, and the dynamic property and the fuel economy of the engine are improved.

The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are merely illustrative of the principles of the invention, but that various changes and modifications may be made without departing from the spirit and scope of the invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.