CN112983656A - Diesel oil and hydrogen dual-fuel power system - Google Patents
Diesel oil and hydrogen dual-fuel power system Download PDFInfo
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- CN112983656A CN112983656A CN202110399370.7A CN202110399370A CN112983656A CN 112983656 A CN112983656 A CN 112983656A CN 202110399370 A CN202110399370 A CN 202110399370A CN 112983656 A CN112983656 A CN 112983656A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
- F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention relates to a diesel and hydrogen dual-fuel power system, which is characterized by comprising the following components: a control unit, a diesel supply system, a hydrogen supply system, and an engine; the diesel output end of the diesel supply system is communicated with a combustion chamber of the engine through a diesel nozzle arranged at each cylinder of the engine; the hydrogen output end of the hydrogen supply system is communicated with the engine combustion chamber through a hydrogen nozzle arranged at each cylinder of the engine; the control unit is used for judging the combustion proportion of the diesel oil and the hydrogen according to preset calibration data and the working condition of the engine and controlling the injection time and the injection pulse width of each diesel oil nozzle and each hydrogen nozzle to control the amount of the diesel oil and the amount of the hydrogen which participate in combustion. The invention can be widely applied to the field of power system design.
Description
Technical Field
The invention relates to a diesel and hydrogen dual-fuel power system, and belongs to the field of power system design.
Background
With the improvement of economic development and the living standard of people, the automobile keeping quantity in China also shows the trend of increasing year by year, so that the demand of China on petroleum resources is continuously increased, and the problem of energy shortage is increasingly prominent. Governments and automobile manufacturers all work around the world to improve fuel economy and establish relevant plans and regulations for energy conservation.
In air pollution, the main components of harmful gases emitted from internal combustion engines are nitrogen oxides (NOx), carbon monoxide (CO), unburned Hydrocarbons (HC), soot (PM), which are extremely harmful to human bodies and animals and plants. With the development of the automotive industry, motor vehicle pollution emissions have become the biggest threat to urban air quality in recent years. The countries and regions pay more attention to the research and control of automobile emission and environmental impact, and increasingly strict automobile emission regulations are established successively. The problem of the emission of internal combustion engines is how to reduce Particulate Matter (PM) and nitrogen oxides (NOx).
In order to reduce the energy consumption and emission of the internal combustion engine for vehicles, in recent years, technical researches on electric vehicles, hybrid vehicles, alternative fuel internal combustion engines and vehicles powered by wind energy, compressed air or hydraulic pressure are increasingly carried out at home and abroad. The electric automobile has the advantages of high energy conversion rate and no pollution during operation. However, fuel cells currently have a short life and are expensive. If the electric vehicle adopts a battery charging scheme, the problems of low charging speed and pollution of waste batteries still exist. Although alternative internal combustion engines based on Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) have been developed to reduce the consumption of conventional fossil fuels to some extent, the pure CNG and LPG still produce high harmful emissions when operating because CNG and LPG are fossil fuels. In addition, although some progress has been made in testing vehicles powered by compressed air, wind energy and hydraulic energy, these techniques take a long time to be put to practical use.
With the attention paid to many problems such as energy crisis and environmental deterioration, and considering the social background that diesel engines cannot be widely replaced in a short time, people are forced to continuously search for new ways to prolong the service life of traditional energy sources and reduce the emission of automobiles. Therefore, the search for alternative fuels to achieve clean and efficient combustion and reduce emissions is the main research direction of current researchers. The hydrogen has higher self-ignition temperature and high flame propagation rate, so that the diesel hydrogen-doped flame can obtain higher gas mixture uniformity, the cycle variation of the diesel engine is reduced, and the combustion duration is reduced. Meanwhile, the hydrogen has a wider ignition limit, and the ignition limit of other fuels can be improved by adding hydrogen. Only about one third of the energy generated by combustion of the engine power system is effectively utilized, and the rest energy is dissipated to the air in the form of heat, so that energy waste is caused, and therefore if the part of energy can be effectively utilized, the comprehensive efficiency of the engine power system is improved, and more energy can be saved.
In summary, the following disadvantages mainly exist in the current power system:
1) at present, the domestic power system is basically a gasoline engine or a diesel engine, the heat efficiency can only reach 20-45%, and the waste heat of tail gas is basically discharged into the atmosphere and is not effectively utilized, so that the energy waste is caused.
2) The combustion tail gas of gasoline and diesel engines contains harmful substances such as hydrocarbon, sulfide and nitrogen oxide, which causes environmental pollution.
3) The ignition range of the gasoline fuel is relatively narrow, and the lean combustion condition is difficult to achieve, so that the emission level of an engine is not improved, and the consumption rate of the gasoline is reduced.
4) At present, the service life of the fuel cell is short, and the price is high. If the electric vehicle adopts a battery charging scheme, the problems of low charging speed and pollution of waste batteries still exist.
5) CNG and LPG are also fossil fuels, and therefore internal combustion engines fuelled with pure CNG and LPG still produce high harmful emissions when operated.
6) Although some progress has been made in testing vehicles powered by compressed air, wind energy and hydraulic energy, these techniques still take a long time to be practical.
Disclosure of Invention
In view of the above problems, an object of the present invention is to provide a diesel and hydrogen dual-fuel power system, which mixes hydrogen into diesel fuel for combustion, and effectively improves the energy utilization rate of the power system.
In order to achieve the purpose, the invention adopts the following technical scheme: a diesel and hydrogen dual fuel power system, comprising: a control unit, a diesel supply system, a hydrogen supply system, and an engine; the diesel output end of the diesel supply system is communicated with a combustion chamber of the engine through a diesel nozzle arranged at each cylinder of the engine; the hydrogen output end of the hydrogen supply system is communicated with the engine combustion chamber through a hydrogen nozzle arranged at each cylinder of the engine; the control unit is used for judging the combustion proportion of the diesel oil and the hydrogen according to preset calibration data and the working condition of the engine and controlling the injection time and the injection pulse width of each diesel oil nozzle and each hydrogen nozzle to control the amount of the diesel oil and the amount of the hydrogen which participate in combustion.
Further, the engine adopts a diesel and hydrogen dual-fuel compression ignition type electronic fuel injection engine.
Further, diesel oil feed system includes diesel tank and diesel pump, the diesel tank is used for storing diesel oil, the diesel pump be used for with the diesel pump that stores in the diesel tank is gone into diesel oil and is supplied with the pipeline, the end of diesel oil supply with the diesel oil nozzle of each cylinder department of engine links to each other.
Further, the hydrogen supply system comprises a methanol hydrogen production device, a methanol supply device and a temperature control device; the methanol hydrogen production device is arranged on an exhaust pipe of the engine, a hydrogen output end of the methanol hydrogen production device is connected with a hydrogen nozzle of each cylinder of the engine through a hydrogen supply pipeline, and a methanol input port of the methanol hydrogen production device is connected with an output end of the methanol supply device through a methanol supply pipeline; the methanol supply device and the temperature control device are controlled by the control unit and are used for supplying methanol to the methanol hydrogen production device and keeping the methanol hydrogen production device in an optimal working temperature range.
Further, the methanol supply device comprises a methanol tank and a methanol variable pump, wherein the methanol tank is used for storing methanol; the methanol variable pump is connected with the control unit and used for ensuring the pressure of the hydrogen production raw material methanol to be constant according to the control signal sent by the control unit and adjusting the supply flow of the methanol so as to control the amount of the generated hydrogen.
Further, the temperature control device comprises an exhaust branch pipe, a high-temperature electromagnetic valve, a thermocouple and an electric heater; the exhaust branch pipe is arranged in parallel with the methanol hydrogen production device and communicated with the exhaust pipe, and the high-temperature electromagnetic valve is arranged in the exhaust branch pipe; the thermocouple and the electric heater are inserted in the shell of the methanol hydrogen production device, and the thermocouple is used for measuring the working temperature in the methanol hydrogen production device in real time and sending the working temperature to the control unit; the control unit compares the received real-time working temperature with a preset optimal working temperature range, and controls the high-temperature electromagnetic valve to be closed and the electric heater to be started to heat the methanol hydrogen production device when the real-time working temperature is lower than the preset optimal working temperature range; and when the real-time working temperature is higher than the preset optimal working temperature range, the high-temperature electromagnetic valve is controlled to be opened, and the electric heater is controlled to be closed, so that part of tail gas of the engine is discharged from the exhaust branch pipe, the temperature of the methanol hydrogen production device is reduced, and the methanol hydrogen production device is kept in the optimal working temperature range.
Further, the preset optimal working temperature range of the methanol hydrogen production device is 250-285 ℃.
Further, the hydrogen supply system also comprises a hydrogen pressure sensor, the hydrogen pressure sensor is arranged on the hydrogen supply pipeline and used for monitoring the hydrogen pressure in the hydrogen supply pipeline in real time and sending the hydrogen pressure to the control unit, and the control unit adjusts the amount of the supplied methanol and the hydrogen according to the received real-time hydrogen pressure data.
Further, a catalyst is arranged in the hydrogen production device, so that methanol is subjected to reforming reaction under the action of the catalyst in the methanol production device to generate hydrogen and carbon dioxide.
Due to the adoption of the technical scheme, the invention has the following advantages:
1. the invention can improve the low-temperature combustion characteristic of the diesel oil by utilizing the characteristics of low ignition energy and high flame propagation speed of the hydrogen because the hydrogen is mixed into the diesel oil fuel for combustion, thereby solving the cold start problem of the diesel engine.
2. Because the diesel oil and the hydrogen are mixed and combusted in the engine, the combustible range of the diesel oil and the hydrogen is wide, compared with a diesel engine, the diesel oil and hydrogen dual-fuel engine can operate under the condition of thinner mixed gas, the emission level of the engine can be improved, the fuel consumption rate can be reduced, meanwhile, the diesel oil is mixed with the hydrogen, the gasoline combustion products can be reduced, and the emission level of the engine is improved.
3. According to the invention, the methanol hydrogen production device is arranged in the hydrogen supply system, and the methanol hydrogen production device utilizes the heat of the tail gas of the engine to enable methanol to react under the action of the catalyst to generate hydrogen-rich gas, so that the waste heat of the engine is effectively utilized, and the energy utilization rate is improved. The hydrogen production raw material methanol has wide source and low cost, belongs to clean novel energy, and the reaction product has no pollution.
Therefore, the invention can be widely applied to the field of power system design.
Drawings
FIG. 1 is a schematic diagram of a diesel and hydrogen dual fuel power system provided by an embodiment of the invention;
the components in the figures are numbered as follows: 1. a diesel tank; 2. a diesel pump; 3. a control unit; 4. an engine; 5. a diesel nozzle; 6. a hydrogen gas nozzle; 7. an exhaust branch pipe; 8. an exhaust pipe; 9. a high temperature solenoid valve; 10. a methanol tank; 11. a methanol variable pump; 12. a thermocouple; 13. an electric heater; 14. a methanol hydrogen production plant; 15. a hydrogen pressure sensor.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
The invention provides a diesel and hydrogen dual-fuel power system, wherein an engine in the power system is a diesel and hydrogen dual-fuel compression ignition type electronic injection engine. The power system utilizes the waste heat of the tail gas of the engine, and adopts the methanol cracking hydrogen production device to produce hydrogen-rich gas, the main components of the hydrogen-rich gas are hydrogen and carbon dioxide, diesel oil, the hydrogen-rich gas and the air mixed gas enter the cylinder of the engine to be combusted, and the combustion effect is good. Meanwhile, the waste heat is effectively utilized, and the heat efficiency of the power system is greatly improved.
Specifically, the invention provides a diesel and hydrogen dual-fuel power system, which comprises: control unit 3, diesel supply system, hydrogen supply system, and engine. Wherein, the diesel oil output end of the diesel oil supply system is communicated with the combustion chamber of the engine through a diesel oil nozzle 5 of each cylinder arranged on the engine 4; the hydrogen output end of the hydrogen supply system is communicated with the combustion chamber of the engine through a hydrogen nozzle 6 of each cylinder arranged on the engine 4; the control unit 3 is used for judging the combustion proportion of diesel oil and hydrogen according to preset calibration data and the working condition of the engine, and controlling the injection time and the injection pulse width of each diesel oil nozzle 5 and each hydrogen gas nozzle 6 to accurately control the amount of the diesel oil and the amount of the hydrogen gas which participate in combustion.
Further, the engine 4 adopts a diesel and hydrogen dual-fuel compression ignition type electronic fuel injection engine.
Further, the diesel oil feed system includes diesel oil tank 1 and diesel oil pump 2, and wherein, diesel oil tank 1 is used for storing diesel oil, and diesel oil pump 2 is used for pumping the diesel oil pump who stores in the diesel oil tank 1 into the diesel oil supply pipe way, and the end of diesel oil supply pipe way links to each other with the diesel oil nozzle 5 of each cylinder.
Further, the hydrogen supply system comprises a methanol hydrogen production device 14, a methanol supply device and a temperature control device. The methanol hydrogen production device 14 is arranged on an exhaust pipe 8 of the engine 4, a hydrogen output end of the methanol hydrogen production device 14 is connected with a hydrogen nozzle 6 of each cylinder through a hydrogen supply pipeline, and a methanol input port of the methanol hydrogen production device 14 is connected with an output end of the methanol supply device through a methanol supply pipeline; the methanol supply device and the temperature control device are both controlled by the temperature control unit 3, so that the methanol hydrogen production device 14 is kept in the optimal working temperature range.
Further, the methanol supply device comprises a methanol tank 10 and a methanol variable pump 11, wherein the methanol tank 10 is used for storing methanol; the methanol variable pump 11 is connected with the control unit 3 and used for ensuring the pressure of the hydrogen production raw material methanol to be constant according to the control signal sent by the control unit 3, and adjusting the supply flow of the methanol to further control the amount of the generated hydrogen.
Further, the temperature control device includes an exhaust branch pipe 7, a high-temperature electromagnetic valve 9, a thermocouple 12, and an electric heater 13. Wherein, the exhaust branch pipe 7 is arranged in parallel with the methanol hydrogen production device 14 and communicated with the exhaust pipe 8, and the high-temperature electromagnetic valve 9 is arranged in the exhaust branch pipe 7; the thermocouple 12 and the electric heater 13 are inserted in the shell of the methanol hydrogen production device 14, and the thermocouple 12 is used for measuring the working temperature in the methanol hydrogen production device 14 in real time and sending the working temperature to the control unit 3; the control unit 3 compares the received real-time working temperature with a preset optimal working temperature range, and controls the high-temperature electromagnetic valve 9 to be closed and the electric heater 13 to be started to heat the methanol hydrogen production device 14 when the real-time working temperature is lower than the preset optimal working temperature range; when the real-time working temperature is higher than the preset optimal working temperature range, the high-temperature electromagnetic valve 9 is controlled to be opened, and the electric heater 14 is controlled to be closed, so that part of tail gas of the engine 4 is discharged from the exhaust branch pipe 7, the temperature of the methanol hydrogen production device is reduced, and the methanol hydrogen production device 14 is kept in the optimal working temperature range.
Further, the optimal operating temperature range of the methanol hydrogen production device 14 is 250-285 ℃.
Further, the hydrogen supply system further comprises a hydrogen pressure sensor 15, the hydrogen pressure sensor 15 is arranged on the hydrogen supply pipeline and used for monitoring the pressure of the hydrogen in the pipeline in real time and sending the pressure to the control unit 3, and the control unit 3 adjusts the amount of the supplied methanol and the hydrogen according to the received real-time hydrogen pressure data.
Further, a catalyst is also arranged in the methanol hydrogen production device 14, so that the methanol is subjected to reforming reaction under the action of the catalyst in the methanol hydrogen production device, and main products are hydrogen and carbon dioxide.
Further, a set of calibration data of diesel oil and hydrogen gas mixed combustion is prestored in the control unit 3, and is fed back to the control unit 3 through data of various working conditions of the engine 4, the control unit 3 outputs signals to adjust the diesel oil supply amount, the hydrogen gas supply amount and the hydrogen production raw material methanol supply amount, and the temperature control device is controlled to keep the methanol hydrogen production device 14 in the optimal working temperature range.
The above embodiments are only used for illustrating the present invention, and the structure, connection mode, manufacturing process, etc. of the components may be changed, and all equivalent changes and modifications performed on the basis of the technical solution of the present invention should not be excluded from the protection scope of the present invention.
Claims (9)
1. A diesel and hydrogen dual fuel power system, comprising:
a control unit, a diesel supply system, a hydrogen supply system, and an engine;
the diesel output end of the diesel supply system is communicated with a combustion chamber of the engine through a diesel nozzle arranged at each cylinder of the engine;
the hydrogen output end of the hydrogen supply system is communicated with the engine combustion chamber through a hydrogen nozzle arranged at each cylinder of the engine;
the control unit is used for judging the combustion proportion of the diesel oil and the hydrogen according to preset calibration data and the working condition of the engine and controlling the injection time and the injection pulse width of each diesel oil nozzle and each hydrogen nozzle to control the amount of the diesel oil and the amount of the hydrogen which participate in combustion.
2. A diesel and hydrogen dual fuel power system as claimed in claim 1, wherein the engine is a diesel and hydrogen dual fuel compression ignition electronic fuel injection engine.
3. A diesel and hydrogen dual fuel power system as claimed in claim 1, wherein the diesel supply system comprises a diesel tank and a diesel pump, the diesel tank is used for storing diesel, the diesel pump is used for pumping the diesel stored in the diesel tank into a diesel supply pipeline, and the tail end of the diesel supply pipeline is connected with a diesel nozzle at each cylinder of the engine.
4. The diesel and hydrogen dual-fuel power system as claimed in claim 1, wherein the hydrogen supply system comprises a methanol hydrogen production device, a methanol supply device and a temperature control device; the methanol hydrogen production device is arranged on an exhaust pipe of the engine, a hydrogen output end of the methanol hydrogen production device is connected with a hydrogen nozzle of each cylinder of the engine through a hydrogen supply pipeline, and a methanol input port of the methanol hydrogen production device is connected with an output end of the methanol supply device through a methanol supply pipeline; the methanol supply device and the temperature control device are controlled by the control unit and are used for supplying methanol to the methanol hydrogen production device and keeping the methanol hydrogen production device in an optimal working temperature range.
5. A diesel and hydrogen dual fuel power system as claimed in claim 4, wherein the methanol supply device comprises a methanol tank and a methanol variable pump, the methanol tank is used for storing methanol; the methanol variable pump is connected with the control unit and used for ensuring the pressure of the hydrogen production raw material methanol to be constant according to the control signal sent by the control unit and adjusting the supply flow of the methanol so as to control the amount of the generated hydrogen.
6. The diesel and hydrogen dual-fuel power system as claimed in claim 4, wherein the temperature control device comprises an exhaust branch pipe, a high-temperature electromagnetic valve, a thermocouple and an electric heater; the exhaust branch pipe is arranged in parallel with the methanol hydrogen production device and communicated with the exhaust pipe, and the high-temperature electromagnetic valve is arranged in the exhaust branch pipe; the thermocouple and the electric heater are inserted in the shell of the methanol hydrogen production device, and the thermocouple is used for measuring the working temperature in the methanol hydrogen production device in real time and sending the working temperature to the control unit; the control unit compares the received real-time working temperature with a preset optimal working temperature range, and controls the high-temperature electromagnetic valve to be closed and the electric heater to be started to heat the methanol hydrogen production device when the real-time working temperature is lower than the preset optimal working temperature range; and when the real-time working temperature is higher than the preset optimal working temperature range, the high-temperature electromagnetic valve is controlled to be opened, and the electric heater is controlled to be closed, so that part of tail gas of the engine is discharged from the exhaust branch pipe, the temperature of the methanol hydrogen production device is reduced, and the methanol hydrogen production device is kept in the optimal working temperature range.
7. The diesel and hydrogen dual-fuel power system as claimed in claim 4, wherein the preset optimal operating temperature range of the methanol hydrogen production device is 250-285 ℃.
8. A diesel and hydrogen dual fuel power system as claimed in claim 4, wherein the hydrogen supply system further comprises a hydrogen pressure sensor, the hydrogen pressure sensor is disposed on the hydrogen supply line, and is used for monitoring the hydrogen pressure in the hydrogen supply line in real time and sending the pressure to the control unit, and the control unit adjusts the amount of methanol and hydrogen supplied according to the received real-time hydrogen pressure data.
9. The diesel and hydrogen dual-fuel power system as claimed in claim 4, wherein a catalyst is further disposed in the hydrogen production apparatus, so that methanol is reformed to generate hydrogen and carbon dioxide under the action of the catalyst in the methanol production apparatus.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110399370.7A CN112983656A (en) | 2021-04-14 | 2021-04-14 | Diesel oil and hydrogen dual-fuel power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110399370.7A CN112983656A (en) | 2021-04-14 | 2021-04-14 | Diesel oil and hydrogen dual-fuel power system |
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| Publication Number | Publication Date |
|---|---|
| CN112983656A true CN112983656A (en) | 2021-06-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110399370.7A Withdrawn CN112983656A (en) | 2021-04-14 | 2021-04-14 | Diesel oil and hydrogen dual-fuel power system |
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| CN (1) | CN112983656A (en) |
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- 2021-04-14 CN CN202110399370.7A patent/CN112983656A/en not_active Withdrawn
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Application publication date: 20210618 |
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