CN113513418A - Control method of non-backfire hydrogen-ammonia dual-fuel zero-carbon rotor machine - Google Patents
Control method of non-backfire hydrogen-ammonia dual-fuel zero-carbon rotor machine Download PDFInfo
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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
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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
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
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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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Abstract
The invention designs a control method of a non-tempering hydrogen-ammonia dual-fuel zero-carbon rotor machine, and particularly relates to a control method for eliminating the tempering problem of a hydrogen rotor machine by combined combustion of hydrogen and ammonia. The invention takes the engine speed sensor and the air inlet pressure sensor as signals to judge the running condition of the rotor machine, and selects the hydrogen-ammonia mixing proportion suitable for the current working condition to inhibit the occurrence of the no-backfire phenomenon, thereby realizing the zero-carbon emission rotor machine with high dynamic property and high safety.
Description
Technical Field
The invention designs a control method of a non-backfire hydrogen-ammonia dual-fuel zero-carbon rotor machine, particularly relates to a control method for eliminating the backfire problem of a hydrogen rotor machine by combined combustion of hydrogen and ammonia, and belongs to the field of internal combustion engines.
Background
With the emission of a large amount of greenhouse gases, a lot of negative effects are caused to global climate, the normal life of people in the world is seriously affected by global warming, glacier thawing and other climate problems caused by the emission of greenhouse gases, particularly, the traffic industry is an important composition field of global carbon emission, and therefore how to reduce the carbon emission in the traffic industry becomes an important problem to be solved urgently. Hydrogen is a renewable energy source without carbon elements, and combustion of the hydrogen does not generate carbon emission, so that the hydrogen is an excellent alternative fuel, but the hydrogen serving as the fuel has the problem of poor dynamic property. The rotary engine is a high-dynamic internal combustion engine, and can well compensate the problem of insufficient dynamic property caused by hydrogen serving as fuel of the internal combustion engine. The hydrogen rotor machine is therefore a very promising power system. However, the hydrogen rotor machine has a serious backfire problem, which greatly limits its wide application.
Therefore, based on the above-mentioned problems, the application designs a control method for a non-tempering hydrogen-ammonia dual-fuel zero-carbon rotor machine, the tempering phenomenon of the hydrogen rotor machine is inhibited by mixing ammonia gas with different proportions in the intake air according to different working conditions, and meanwhile, as the constituent elements of the ammonia gas do not contain carbon elements, the control method can also realize zero-carbon emission as a pure hydrogen rotor machine. The hydrogen rotor power system based on the technical means realizes high dynamic performance, no tempering and zero carbon emission.
Disclosure of Invention
In order to improve the tempering problem of the hydrogen rotor machine and keep zero carbon emission of the hydrogen rotor machine, the invention designs a control method of a non-tempering hydrogen-ammonia dual-fuel zero carbon rotor machine, in particular to a control method for eliminating the tempering problem of the hydrogen rotor machine by combined combustion of two fuels, namely hydrogen and ammonia, which comprises the following steps: an intake pipe (P1) on which are connected in series in sequence: an air cleaner (1), an air volume flow sensor (2), a throttle valve (12) and an intake pressure sensor (13); a hydrogen gas supply line (P2) on which are connected in series in this order: the device comprises a hydrogen tank (3), a hydrogen pressure reducing valve (4), a hydrogen volume flow meter (5), a flame arrester (6) and a hydrogen nozzle (7), wherein hydrogen enters an air inlet pipeline (P1) through the hydrogen nozzle (7); an ammonia gas supply line (P3) on which are connected in series in this order: the ammonia gas injection device comprises an ammonia gas tank (8), an ammonia gas pressure reducing valve (9), an ammonia gas volume flow meter (10) and an ammonia gas nozzle (11), wherein ammonia gas enters an air inlet pipeline (P1) through the ammonia gas nozzle (11); the ammonia, hydrogen and fresh air are mixed before the throttle valve (12), then enter the rotor machine (14) together, go through a running cycle and then enter the atmosphere through the exhaust pipeline (P4). Furthermore, the rotor machine ecu (e) receives a first signal (a1) from the rotational speed sensor (15), a second signal (a2) of the intake air pressure sensor (13), and a fifth signal (a5) of the air volume flow sensor (2); the ecu (e) outputs a third signal (A3) to the ammonia gas nozzle (11) and a fourth signal (a4) to the hydrogen gas nozzle (7).
The hydrogen and ammonia enter the air inlet pipeline (P1) through the hydrogen supply pipeline (P2) and the ammonia supply pipeline (P3) respectively to be mixed with fresh air, the mixture of the three flows into the rotor machine (14), and the mixture enters the atmosphere through the exhaust pipeline (P4) after undergoing a circulation in the rotor machine (14).
The control method of the non-backfire hydrogen-ammonia dual-fuel rotor machine comprises the following control processes:
the rotary engine ECU (E) receives a first signal (A1) from a rotating speed sensor (15) to obtain a rotating speed n (r/min) and a second signal (A2) from an air inlet pressure sensor (13) to obtain an air inlet pressure P (kPa):
when the rotating speed n of the rotor machine is changed from n ≠ 0 to n ≠ 0, the starting stage is performed at this time, and pure hydrogen lean combustion is selected because hydrogen is extremely flammable and enrichment starting is not needed. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1.5. The start-up phase was maintained for 3 seconds.
When the rotating speed of the rotor machine is more than 0 and less than or equal to 2000r/min, the rotor machine is in a low-speed operation stage, the thermal load of the rotor machine is low, no backfire phenomenon occurs, ammonia-doped combustion is not selected, and pure hydrogen stoichiometric ratio combustion is selected to ensure dynamic property. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1.
When the rotating speed of the rotor machine is more than 2000r/min and less than or equal to 4000r/min, the rotor machine is in a medium-speed operation stage, the tempering phenomenon exists, ammonia-doped combustion is selected, and meanwhile, hydrogen-ammonia dual-fuel stoichiometric ratio combustion is selected to ensure dynamic property. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1. The control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.1 ═ n-2000/2000 + P/100.
When the rotating speed of the rotor machine is more than 4000r/min and less than or equal to 8000r/min, the high-speed operation stage is adopted, the heat load of the rotor machine is high, and the tempering phenomenon with higher frequency and strength can occur, so that high-proportion ammonia-doped combustion is selected for ensuring the safety, and hydrogen-ammonia dual-fuel stoichiometric ratio combustion is selected for ensuring the dynamic property. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1. The control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.2 ═ n-4000/4000 + P/100.
When the rotating speed n of the rotor machine is more than 8000r/min, the rotating speed is too high at the moment, uncontrollable danger is easy to occur, and in order to ensure safety, the ECU (E) outputs a fourth signal (A4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11), so that the hydrogen and ammonia injection of the two nozzles is stopped, and fuel supply is resumed when the rotating speed is recovered to be less than 8000 r/min.
Excess air factor λ ═ Vair/(VH2*2.38+VNH33.57), the mixing ratio of hydrogen and ammonia M ═ VNH3/(VNH3+VH2). Wherein, VairIs the air volume flow (SLM), VH2Is the hydrogen gas volume flow (SLM), VNH3Is ammonia gas volume flow (SLM).
Drawings
FIG. 1 is a structural working principle diagram of the present invention
In fig. 1: intake line (P1): an air cleaner (1), an air volume flow sensor (2), a throttle valve (12) and an intake pressure sensor (13); hydrogen gas supply line (P2): the device comprises a hydrogen tank (3), a hydrogen pressure reducing valve (4), a hydrogen volume flow meter (5), a flame arrester (6) and a hydrogen nozzle (7); ammonia gas supply line (P3): an ammonia tank (8), an ammonia pressure reducing valve (9), an ammonia volume flow meter (10) and an ammonia nozzle (11); the air conditioner comprises a throttle valve (12), a rotor machine (14) and an exhaust pipeline (P4). Furthermore, the rotor machine ecu (e) receives a first signal (a1) from the rotational speed sensor (15), a second signal (a2) of the intake air pressure sensor (13), and a fifth signal (a5) of the air volume flow sensor (2); the ecu (e) outputs a third signal (A3) to the ammonia gas nozzle (11) and a fourth signal (a4) to the hydrogen gas nozzle (7).
Detailed Description
The invention is further described with reference to the following figures and detailed description:
the method comprises the following steps: an intake pipe (P1) on which are connected in series in sequence: an air cleaner (1), an air volume flow sensor (2), a throttle valve (12) and an intake pressure sensor (13); a hydrogen gas supply line (P2) on which are connected in series in this order: the device comprises a hydrogen tank (3), a hydrogen pressure reducing valve (4), a hydrogen volume flow meter (5), a flame arrester (6) and a hydrogen nozzle (7), wherein hydrogen enters an air inlet pipeline (P1) through the hydrogen nozzle (7); an ammonia gas supply line (P3) on which are connected in series in this order: the ammonia gas injection device comprises an ammonia gas tank (8), an ammonia gas pressure reducing valve (9), an ammonia gas volume flow meter (10) and an ammonia gas nozzle (11), wherein ammonia gas enters an air inlet pipeline (P1) through the ammonia gas nozzle (11); the ammonia, hydrogen and fresh air are mixed before the throttle valve (12), then enter the rotor machine (14) together, go through a running cycle and then enter the atmosphere through the exhaust pipeline (P4). Furthermore, the rotor machine ecu (e) receives a first signal (a1) from the rotational speed sensor (15), a second signal (a2) of the intake air pressure sensor (13), and a fifth signal (a5) of the air volume flow sensor (2); the ecu (e) outputs a third signal (A3) to the ammonia gas nozzle (11) and a fourth signal (a4) to the hydrogen gas nozzle (7).
The hydrogen and ammonia enter the air inlet pipeline (P1) through the hydrogen supply pipeline (P2) and the ammonia supply pipeline (P3) respectively to be mixed with fresh air, the mixture of the three flows into the rotor machine (14), and the mixture enters the atmosphere through the exhaust pipeline (P4) after undergoing a circulation in the rotor machine (14).
The control method of the non-backfire hydrogen-ammonia dual-fuel rotor machine comprises the following control processes:
the rotary engine ECU (E) receives a first signal (A1) from a rotating speed sensor (15) to obtain a rotating speed n (r/min) and a second signal (A2) from an air inlet pressure sensor (13) to obtain an air inlet pressure P (kPa):
in the starting stage of the hydrogen rotor engine, because the ignition energy of hydrogen is extremely low, the combustion limit is very wide, and the combustibility is extremely high, the lean combustion starting is selected in the starting stage in view of reducing the energy consumption. When the rotating speed n of the rotor machine is changed from n ≠ 0 to n ≠ 0, this is a starting stage. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1.5. The start-up phase was maintained for 3 seconds.
When the rotor machine operates at a low-speed operation stage, the rotor machine has sufficient heat dissipation, low heat load and low temperature at an air inlet, and is not easy to generate backfire, so that pure hydrogen combustion is selected at the stage, and meanwhile, stoichiometric ratio combustion is selected for ensuring dynamic property at low speed. When the rotating speed of the rotor machine is more than 0 and less than or equal to 2000r/min, the pure hydrogen is selected to be combusted according to the stoichiometric ratio at the low-speed operation stage. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1.
When the rotor machine operates at a medium-speed operation stage, along with the increase of the rotating speed, the heat dissipation time is reduced, the heat load of the cylinder wall is increased, so that the temperature of an air inlet channel is increased, the heat dissipation time of waste gas is reduced, and the waste gas reflowing in the air inlet process is easy to ignite fresh mixed gas, so that hydrogen-doped ammonia combustion is selected at the stage to inhibit the occurrence of backfire. Meanwhile, in order to ensure the dynamic property of the stage, the stoichiometric ratio combustion is selected. When the rotating speed of the rotor machine is more than 2000r/min and less than or equal to 4000r/min, the operation is in a medium-speed operation stage, and hydrogen-ammonia dual fuel stoichiometric ratio is selected for combustion. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1. The control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.1 ═ n-2000/2000 + P/100. The maximum ammonia incorporation ratio was 20% at this stage.
When the rotor machine operates at a high-speed operation stage, the heat dissipation time is further reduced, the heat load of the cylinder wall is further increased, and the waste gas has shorter heat dissipation time, so that the tempering problem is more serious compared with that at a medium-speed operation stage, and a large proportion of ammonia is adopted for combustion. Meanwhile, in order to ensure dynamic property, stoichiometric ratio combustion is selected. When the rotation speed of the rotor machine is more than 4000r/min and less than or equal to 8000r/min, the high-speed operation stage is carried out, and the hydrogen-ammonia dual fuel stoichiometric ratio with high ammonia doping is selected for combustion. The ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1. The control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.2 ═ n-4000/4000 + P/100. The maximum ammonia incorporation ratio at this stage was 40%.
When the rotating speed n of the rotor machine is more than 8000r/min, the rotating speed is overhigh, the heat load is overhigh, uncontrollable danger is easy to occur, and in order to ensure the safety, the ECU (E) outputs a fourth signal (A4) to the hydrogen nozzle and outputs a third signal (A3) to the ammonia nozzle (11), so that the hydrogen and ammonia injection of the two nozzles is stopped, and the fuel supply is recovered when the rotating speed is recovered to be less than 8000 r/min.
Excess air factor λ ═ Vair/(VH2*2.38+VNH33.57), the mixing ratio of hydrogen and ammonia M ═ VNH3/(VNH3+VH2). Wherein, VairIs the air volume flow (SLM), VH2Is the hydrogen gas volume flow (SLM), VNH3Is ammonia gas volume flow (SLM).
Claims (2)
1. A control method for a non-backfire hydrogen-ammonia dual-fuel zero-carbon rotor machine is characterized in that the applied device comprises the following steps: an intake pipe (P1) on which are connected in series in sequence: an air cleaner (1), an air volume flow sensor (2), a throttle valve (12) and an intake pressure sensor (13); a hydrogen gas supply line (P2) on which are connected in series in this order: the device comprises a hydrogen tank (3), a hydrogen pressure reducing valve (4), a hydrogen volume flow meter (5), a flame arrester (6) and a hydrogen nozzle (7), wherein hydrogen enters an air inlet pipeline (P1) through the hydrogen nozzle (7); an ammonia gas supply line (P3) on which are connected in series in this order: the ammonia gas injection device comprises an ammonia gas tank (8), an ammonia gas pressure reducing valve (9), an ammonia gas volume flow meter (10) and an ammonia gas nozzle (11), wherein ammonia gas enters an air inlet pipeline (P1) through the ammonia gas nozzle (11); ammonia gas, hydrogen gas and fresh air are mixed in front of a throttle valve (12) and then enter a rotor machine (14) together, and after one operation cycle, the mixture enters the atmosphere through an exhaust pipeline (P4); furthermore, the rotor machine ecu (e) receives a first signal (a1) from the rotational speed sensor (15), a second signal (a2) of the intake air pressure sensor (13), and a fifth signal (a5) of the air volume flow sensor (2); the ecu (e) outputs a third signal (A3) to the ammonia gas nozzle (11) and a fourth signal (a4) to the hydrogen gas nozzle (7).
2. The control method of the non-backfire hydrogen-ammonia dual-fuel zero-carbon rotor machine as claimed in claim 1, characterized in that:
the rotary engine ECU (E) receives a first signal (A1) from a rotating speed sensor (15) to obtain a rotating speed n and a second signal (A2) from an intake pressure sensor (13) to obtain an intake pressure P:
when the rotating speed n of the rotor machine is changed from n being 0 to n being not 0, the starting stage is carried out, and pure hydrogen lean combustion is selected; an ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1.5; the starting phase is maintained for 3 seconds;
when the rotating speed of the rotor machine is more than 0 and less than or equal to 2000r/min, selecting pure hydrogen stoichiometric ratio for combustion at the low-speed operation stage; an ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1;
when the rotating speed of the rotor machine is more than 2000r/min and less than or equal to 4000r/min, the operation is in a medium-speed operation stage, and hydrogen-ammonia dual fuel stoichiometric ratio is selected for combustion; an ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1; the control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.1 ═ n-2000/2000 + P/100;
when the rotating speed of the rotor machine is more than 4000r/min and less than or equal to 8000r/min, the high-speed operation stage is carried out, and hydrogen-ammonia dual fuel stoichiometric ratio is selected for combustion; an ecu (e) outputs a fourth signal (a4) to the hydrogen nozzle and a third signal (A3) to the ammonia nozzle (11) in accordance with a fifth signal (a5) from the air volume flow sensor (2) so that the excess air ratio λ becomes 1; the control logic of the blending ratio M of the hydrogen and the ammonia is that M is 0.2 ═ n-4000/4000 + P/100;
when the rotating speed n of the rotor machine is more than 8000r/min, the rotating speed is too high, the ECU (E) outputs a fourth signal (A4) to the hydrogen nozzle and outputs a third signal (A3) to the ammonia nozzle (11), so that the two nozzles stop injecting the hydrogen and the ammonia, and the fuel supply is recovered when the rotating speed is recovered to be less than 8000 r/min;
excess air factor λ ═ Vair/(VH2*2.38+VNH33.57), the mixing ratio of hydrogen and ammonia M ═ VNH3/(VNH3+VH2)；
Wherein, VairIs the air volume flow, VH2Is the volume flow of hydrogen, VNH3Is ammonia gas volume flow (SLM).
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114576028A (en) * | 2021-12-23 | 2022-06-03 | 北京工业大学 | Hydrogen-doped direct injection ammonia engine in cylinder and control method thereof |
| CN114575996A (en) * | 2022-03-04 | 2022-06-03 | 北京工业大学 | Ammonia gas internal combustion engine and control method thereof |
| CN114738140A (en) * | 2022-04-12 | 2022-07-12 | 哈尔滨工程大学 | Ammonia-hydrogen mixed combustion zero-carbon engine ignited by hydrogen and control method |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114576028A (en) * | 2021-12-23 | 2022-06-03 | 北京工业大学 | Hydrogen-doped direct injection ammonia engine in cylinder and control method thereof |
| CN114575996A (en) * | 2022-03-04 | 2022-06-03 | 北京工业大学 | Ammonia gas internal combustion engine and control method thereof |
| CN114575996B (en) * | 2022-03-04 | 2024-03-26 | 北京工业大学 | Ammonia gas internal combustion engine and control method thereof |
| CN114738140A (en) * | 2022-04-12 | 2022-07-12 | 哈尔滨工程大学 | Ammonia-hydrogen mixed combustion zero-carbon engine ignited by hydrogen and control method |
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