CN113374572B - Pure hydrogen fuel rotor machine control method combined with EGR - Google Patents
Pure hydrogen fuel rotor machine control method combined with EGR Download PDFInfo
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- CN113374572B CN113374572B CN202110723405.8A CN202110723405A CN113374572B CN 113374572 B CN113374572 B CN 113374572B CN 202110723405 A CN202110723405 A CN 202110723405A CN 113374572 B CN113374572 B CN 113374572B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/02—Methods of operating
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/04—Charge admission or combustion-gas discharge
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/10—Fuel supply; Introducing fuel to combustion space
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2201/00—Fuels
- F02B2201/04—Gas
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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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
The invention designs a pure hydrogen fuel rotor machine control method combined with EGR, and particularly relates to a control method for adjusting EGR rate according to the rotating speed of a hydrogen rotor machine and the absolute pressure of an air inlet channel so as to realize no backfire. The invention judges the operation condition of the rotor machine based on the output signals of the rotating speed sensor and the air inlet pressure sensor, and realizes hydrogen stoichiometric ratio combustion without backfire in the full working condition range by adjusting the EGR rate, thereby realizing good dynamic performance of the hydrogen rotor machine.
Description
Technical Field
The invention designs a pure hydrogen fuel rotor machine control method combined with EGR, in particular relates to a control method for adjusting EGR rate according to the rotating speed of a hydrogen rotor machine and the absolute pressure of an air inlet channel so as to realize no backfire, and belongs to the field of internal combustion engines.
Background
The hydrogen is a clean renewable energy source, and the physicochemical characteristics of the hydrogen are in accordance with the concepts of 'carbon neutralization' and 'carbon peaking'. Meanwhile, the rotary engine is a high-power engine, and can well make up for the problem of insufficient power performance caused by hydrogen serving as fuel of an internal combustion engine. The hydrogen rotor machine is therefore a very promising power system. However, hydrogen gas as fuel for the rotor machine has a significant problem of flashback, which greatly limits the development of the hydrogen rotor machine.
Therefore, based on above-mentioned technical problem, this application has designed a pure hydrogen fuel rotor machine that combines EGR, selects the EGR rate of equidimension not through different operating modes to realize the hydrogen gas power system of high dynamic no tempering.
Disclosure of Invention
In order to optimize the performance of a pure hydrogen fuel rotor engine, the invention designs a pure hydrogen fuel rotor engine control method combined with EGR, and particularly relates to a control method for adjusting EGR rate according to the rotating speed of a hydrogen rotor engine and the absolute pressure of an air inlet channel to realize no backfire, which comprises the following steps: an air inlet pipeline P1, which is connected with an air filter 1, an air volume flow meter 2, a throttle valve 5 and an air inlet pressure sensor 6 in series in turn; a hydrogen gas supply line P2 on which are connected in series in this order: hydrogen tank 13, hydrogen pressure regulating valve 12, hydrogen volumetric flowmeter 11, spark arrester 8, hydrogen nozzle 7 spouts hydrogen into air inlet pipe way P1 after hydrogen and fresh air mix and get into rotor machine 9, go through a operation cycle after the burning waste gas gets into tail gas pipe way P3, and partly waste gas flows into the atmosphere, and another part is when switch K opens, flows through switch K in proper order, intercooler 4, and the flow sensor 3 back of waste gas volume flows into air inlet pipe way P1. Further, the ECU E outputs the second signal a2, the third signal A3, and the sixth signal a6 to the switch K, the hydrogen nozzle 7, and the hydrogen volumetric flow meter 11, respectively, while the ECU E also receives the first signal a1 output from the air volumetric flow meter 2, the fourth signal a4 output from the intake air pressure sensor 6, and the fifth signal a5 output from the rotational speed sensor 10.
The hydrogen enters the air inlet pipeline P1 through the hydrogen supply pipeline P2, is mixed with fresh air in the air inlet pipeline P1 and cooled combustion waste gas in the air outlet pipeline P3, enters the combustion chamber of the rotor machine for combustion, and is then discharged to the atmosphere.
The pure hydrogen fuel rotor machine combined with EGR comprises the following control processes:
the rotary engine ECU E receives the fourth signal a4 from the intake pressure sensor 6 and the fifth signal a5 from the rotation speed sensor 10;
when the rotating speed n of the rotor machine is changed from n to 0 to n to 0, the starting stage is performed at the moment, the hydrogen is extremely easy to ignite, the enrichment starting is not needed, the lean combustion is selected for reducing the hydrogen consumption, the lean combustion is adopted in the subsequent 3 seconds, and the ECU E outputs a sixth signal A6 to the hydrogen volume flow meter 11 according to a first signal A1 of the air volume flow meter 2, so that the excess air coefficient lambda is 1.8.
When the rotating speed of the rotor machine is more than 0 and less than or equal to 7000r/min, the normal operation stage is carried out, and the stoichiometric ratio combustion is adopted to ensure that the hydrogen rotor machine has sufficient dynamic property. While the adoption of stoichiometric combustion easily causes backfire, and the backfire strength is increased along with the increase of the rotating speed and the absolute pressure of an air inlet passage, so that the appropriate EGR rate is adopted according to the operating condition to inhibit the backfire. The ECU E outputs a sixth signal a6 to the hydrogen volumetric flow meter 11 based on the first signal a1 of the air volumetric flow meter 2 so that the excess air factor λ becomes 1. Furthermore, the ECU E obtains the current intake pressure P (kpa) and the rotation speed n from the received fourth signal a4 of the intake pressure sensor 6 and the fifth signal a5 of the rotation speed sensor 10, respectively, and outputs the second signal a2 to the switch K to adjust the opening degree D thereof, which affects the EGR rate by the opening degree change, the logic of which is that the EGR rate is 0.15 (n/7000+ P/100). The EGR rate can only reach 0.3 at maximum, which is considered that too high EGR rate may cause combustion not to proceed normally and may have too much negative effect on rotor machine performance.
When the rotor machine speed n is greater than 7000r/min, which is an ultra-high speed operation, an excessive speed causes more uncontrollable danger, and therefore, to ensure safety, the ECU E outputs a third signal a3 to the hydrogen nozzle 7 to stop the supply of hydrogen.
Wherein the excess air ratio λ ═ V air /(V H2 *2.38)，V air (SLM) is the volume flow of air, V H2 (SLM) is the volume flow of hydrogen. EGR rate is V exhaust /(V air +V exhaust ) Wherein V is exhaust (SLM) is the volumetric flow rate of combustion exhaust gas entering the intake line P1.
Drawings
FIG. 1 is a structural working principle diagram of the present invention
In fig. 1: intake pipe P1: an air cleaner 1, an air volume flow meter 2, a throttle valve 5, and an intake pressure sensor 6; hydrogen gas supply line P2: a hydrogen tank 13, a hydrogen pressure regulating valve 12, a hydrogen volume flow meter 11, a flame arrester 8 and a hydrogen nozzle 7; a rotor machine 9; exhaust line P3: switch K, intercooler 4, exhaust gas volume flow sensor 3. Further, the ECU E outputs the second signal a2, the third signal A3, and the sixth signal a6 to the switch K, the hydrogen nozzle 7, and the hydrogen gas volumetric flow meter 11, respectively, while the ECU E also receives the first signal a1, the fourth signal a4, and the fifth signal a5 output from the air volumetric flow meter 2, the intake pressure sensor 6, and the rotation speed sensor 10.
Detailed Description
The invention is further described with reference to the following figures and detailed description:
the method comprises the following steps: an air inlet pipeline P1, which is connected with an air filter 1, an air volume flow meter 2, a throttle valve 5 and an air inlet pressure sensor 6 in series in turn; a hydrogen gas supply line P2 on which are connected in series in this order: hydrogen tank 13, hydrogen pressure regulating valve 12, hydrogen volumetric flowmeter 11, spark arrester 8, hydrogen nozzle 7 spouts hydrogen into air inlet pipe way P1 after hydrogen and fresh air mix and get into rotor machine 9, go through a operation cycle after the burning waste gas gets into tail gas pipe way P3, and partly waste gas flows into the atmosphere, and another part is when switch K opens, flows through switch K in proper order, intercooler 4, and the flow sensor 3 back of waste gas volume flows into air inlet pipe way P1. Further, the ECU E outputs the second signal a2, the third signal A3, and the sixth signal a6 to the switch K, the hydrogen nozzle 7, and the hydrogen volumetric flow meter 11, respectively, while the ECU E also receives the first signal a1 output from the air volumetric flow meter 2, the fourth signal a4 output from the intake air pressure sensor 6, and the fifth signal a5 output from the rotational speed sensor 10.
The hydrogen gas enters the intake line P1 through the hydrogen supply line P2, mixes with the fresh air in the intake line P1 and the cooled combustion exhaust gas in the exhaust line P3, enters the combustion chamber of the rotor machine for combustion, and is discharged to the atmosphere.
The pure hydrogen fuel rotor machine combined with EGR comprises the following control processes:
the rotary engine ECU E receives a fourth signal A4 from the intake pressure sensor 6 and a fifth signal A5 from the rotating speed sensor 10, judges the rotating speed n and the absolute pressure P of an air inlet passage according to the fourth signal A4 and the fifth signal A5, and determines the working condition based on the two parameters:
since hydrogen is very easy to ignite and the engine can be started smoothly without enrichment, lean combustion is selected in the starting stage in order to reduce hydrogen consumption. When the rotor machine rotation speed n changes from n ≠ 0 to n ≠ 0, which is a start-up phase set to 3 seconds, the ECU E outputs a sixth signal a6 to the hydrogen volumetric flowmeter 11 based on the first signal a1 of the air volumetric flowmeter 2 so that the excess air coefficient λ becomes 1.8.
During the normal operation phase, in order to ensure the hydrogen rotor machine has sufficient dynamic property, the stoichiometric ratio combustion is selected, and at the same time, because the stoichiometric ratio is selected to cause the problem of backfire, exhaust gas recirculation is adopted at the phase, and the problem of backfire of hydrogen is inhibited by adding residual exhaust gas into the intake air. In addition, the tempering strength is increased along with the increase of the rotating speed and the absolute pressure of the air inlet passage, so that the EGR rate is selected in cooperation with the working condition, and the proper EGR rate is selected under different working conditions. When the rotating speed of the rotor machine is more than 0 and less than or equal to 7000r/min, the normal operation stage is adopted, and the stoichiometric ratio combustion combined with EGR is adopted. The ECU E outputs a sixth signal a6 to the hydrogen volumetric flow meter 11 based on the first signal a1 of the air volumetric flow meter 2 so that the excess air factor λ becomes 1. Furthermore, the ECU E obtains the current intake pressure P (kpa) and the rotation speed n from the received fourth signal a4 of the intake pressure sensor 6 and the fifth signal a5 of the rotation speed sensor 10, respectively, and outputs the second signal a2 to the switch K to adjust the opening degree D thereof, which affects the EGR rate by the opening degree change, the logic of which is that the EGR rate is 0.15 (n/7000+ P/100). In this case, the EGR rate may only reach 0.3 at maximum, which is considered to be an excessively high EGR rate that may cause combustion not to proceed normally and may have an excessively negative influence on the rotor machine performance.
When the rotor machine speed n is greater than 7000r/min, which is an ultra-high speed operation, an excessive speed causes more uncontrollable danger, and therefore, to ensure safety, the ECU E outputs a third signal a3 to the hydrogen nozzle 7 to stop the supply of hydrogen.
Wherein the excess air ratio λ ═ V air /(V H2 *2.38)，V air (SLM) is the volume flow of air, V H2 (SLM) is the volume flow of hydrogen. EGR rate is V exhaust /(V air +V exhaust ) Wherein V is exhaust (SLM) is the volumetric flow rate of combustion exhaust gas entering the intake line P1.
Claims (1)
1. A pure hydrogen fuel rotary machine control method combined with EGR, the applied device includes: the air inlet pipeline (P1) is sequentially connected with an air filter (1), an air volume flow meter (2), a throttle valve (5) and an air inlet pressure sensor (6) in series; a hydrogen gas supply line (P2) on which are connected in series in this order: the device comprises a hydrogen tank (13), a hydrogen pressure regulating valve (12), a hydrogen volume flow meter (11), a flame arrester (8) and a hydrogen nozzle (7), wherein hydrogen and fresh air are mixed after the hydrogen nozzle (7) sprays hydrogen into an air inlet pipeline (P1) and then enter a rotor machine (9), combustion waste gas enters a tail gas pipeline (P3) after going through a running cycle, one part of the waste gas flows into the atmosphere, and the other part of the waste gas sequentially flows through a switch (K) and an intercooler (4) when the switch (K) is opened and then flows into an air inlet pipeline (P1) after a waste gas volume flow sensor (3); furthermore, the ecu (e) outputs a second signal (a2), a third signal (A3), and a sixth signal (a6) to the switch (K), the hydrogen nozzle (7), and the hydrogen gas volume flow meter (11), respectively, while the ecu (e) also receives a first signal (a1) output from the air volume flow meter (2), a fourth signal (a4) output from the intake air pressure sensor (6), and a fifth signal (a5) output from the rotational speed sensor (10);
the method is characterized in that:
when the rotor machine rotating speed n is changed from n ≠ 0 to n ≠ 0, which is a starting stage, lean combustion is taken in the following 3 seconds, the ECU (E) outputs a sixth signal (A6) to the hydrogen volume flowmeter (11) according to a first signal (A1) of the air volume flowmeter (2), so that the excess air coefficient lambda is 1.8;
when the rotating speed of the rotor machine is more than 0 and less than or equal to 7000r/min, the normal operation stage is carried out; an ecu (e) outputs a sixth signal (a6) to the hydrogen gas volume flow meter (11) in accordance with the first signal (a1) of the air volume flow meter (2) so that the excess air factor λ is 1; furthermore, the ecu (e) obtains the current intake pressure P and the rotation speed n, respectively, from the received fourth signal (a4) of the intake pressure sensor (6) and the fifth signal (a5) of the rotation speed sensor (10), wherein the unit of the intake pressure P is kPa, outputs a second signal (a2) to the switch (K) to adjust the opening degree thereof, which affects the EGR rate by the change of the opening degree, and the logic thereof is that the EGR rate is 0.15 (n/7000+ P/100);
when the rotating speed n of the rotor machine is more than 7000r/min, the running is ultra-high speed, and the ECU (E) outputs a third signal (A3) to the hydrogen nozzle (7) to stop hydrogen supply;
wherein the excess air ratio λ ═ V air /(V H2 *2.38)，V air Volume flow rate of air, V H2 Is the volume flow of hydrogen; EGR rate is V exhaust /(V air +V exhaust ) Wherein V is exhaust Is the volumetric flow rate of the combustion exhaust gas entering the intake line (P1).
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